Midget car racing
Midget cars speedcars in Australia, is a class of racing cars. The cars are small with a high power-to-weight ratio and use four cylinder engines, they are raced on most continents. There is a worldwide tour and national midget tours in the United States and New Zealand; these four cylinder engine cars have 300 horsepower to 400 horsepower and weigh 900 pounds. The high power and small size of the cars combine to make midget racing quite dangerous; some early major midget car manufacturers include Kurtis Solar. Midgets are intended to be driven for races of short distances 2.5 to 25 miles. Some events are staged inside arenas, like the Chili Bowl held in early January at the Tulsa Expo Center in Tulsa, Oklahoma. Midget car racing was born on August 10, 1933 at the Loyola High School Stadium in Los Angeles as a regular weekly program under the control of the first official governing body, the Midget Auto Racing Association. After spreading across the country, the sport traveled around the world. Early midget races were held on board tracks used for bicycle racing.
When the purpose built speedway at Gilmore Stadium was completed, racing ended at the school stadium, hundreds of tracks began to spring up across the United States. Angell Park Speedway in Sun Prairie, Wisconsin is another major track in the United States operating since the first half of the twentieth century. Soon after in Australia, speedcar racing became popular with the first Australian Speedcar Championship being contested in Melbourne in 1935, its popularity running through the country's "golden era" of the 1950s and 1960s. Australian promoters such as Adelaide's Kym Bonython who ran the Rowley Park Speedway, Empire Speedways who ran the Brisbane Exhibition Ground and the famous Sydney Showground Speedway imported drivers from the US including the popular Bob Tattersall and Jimmy Davies. Promoters in Australia during this period staged races billed as either a "world speedcar championship" or "world speedcar derby". During this time speedcars were arguably the most popular category in Australian speedway with crowds of up to 30,000 attending meetings at the Sydney Showground and over 10,000 in Adelaide and Brisbane.
Speedcars continue to race in Australia, with the major events being the Australian Championship, the Australian Speedcar Grand Prix. Along with various state championships, there is the Speedcar Super Series which travels throughout Australia. Speedcar crowds of 10,000 people are common in Australia for these major events. In December 2013, POWRi Midget Racing began a 16-event Lucas Oil POWRi Midget World Championship that ran until June 2014. Drivers competed in New Zealand and Australia at the beginning of the 2013–14 season and ended in the United States. Many IndyCar and NASCAR drivers used midget car racing as an intermediate stepping stone on their way to more high-profile divisions, including Tony Stewart, Sarah Fisher, Jeff Gordon, A. J. Foyt, Mario Andretti, Kasey Kahne, Ryan Newman, Kyle Larson and others; the events are sometimes held on weeknights so that popular and famous drivers from other, higher-profiled types of motor racing will be available to compete, so that it does not conflict with drivers' home tracks.
In 1959 Lime Rock Park held a famous Formula Libre race, where Rodger Ward shocked the expensive and exotic sports cars by beating them on the road course in an Offenhauser powered midget car used on oval tracks. Ward used an advantageous power-to-weight ratio and dirt-track cornering abilities to steal the win. Astro Grand Prix – the Astrodome Belleville Midget Nationals – Belleville, Kansas, US Chili Bowl C Tulsa Expo Center Fireman Nationals – Angell Park Speedway Four Crown Nationals – Eldora Speedway Hut Hundred – Terre Haute Action Track, Terre Haute, Indiana Night before the 500 – O'Reilly Raceway Park, Indiana The Rumble in Fort Wayne – Allen County War Memorial Coliseum Expo Center, Fort Wayne, Indiana Turkey Night Grand Prix – Ventura Raceway, Irwindale Speedway World 50-lap Classic – Western Springs Stadium, New Zealand New Zealand Midget Championship – Rotates on various tracks throughout New Zealand Barry Butterworth Classic – Western Springs Stadium, New Zealand Australian Speedcar Championship – Rotates on various tracks throughout Australia Australian Speedcar Grand Prix – Rotates between tracks throughout eastern Australia Magic Man 34 – Perth Motorplex Speedway, Kwinana Beach, Western Australia Tim Crouch Memorial – Murray Bridge Speedway, Murray Bridge, South Australia Gold Crown Midget Nationals – Tri City Speedway, Illinois Boston Louie Memorial – Seekonk Speedway, Massachusetts SpeedcarsAustralia.com – Official website of Australia's Speedcar governing body, Speedcars Australia Inc QSRA – Queensland Speedcar Racing Assos.
Official Website. SAspeedcars.com – South Australian Speedcar Association V. S. D. A – Victorian Speedcar Drivers Association Inc wasda.com.au – Western Australian Speedcar Drivers Association Speedcar Association of NSW SERIES: Speedcar Super SeriesAUS NEWS SITES: Speedcar World Speedway New Zealand New Zealand Speedway Directory Links to New Zealand Speedway Websites Macgors NZ Speedway Grand Prix Midget Club NationalUSAC – USAC National Midget Se
Casner Motor Racing Division
Casner Motor Racing Division – known as America Camoradi, Camoradi USA or Camoradi International – was an American racing team of the 1960s known for racing Maserati Birdcage sports cars, a Porsche and Cooper in Formula One. It was founded by Lloyd "Lucky" Casner in 1960, after he gained interest in the Maserati Tipo 61 in August 1959, was created to race in the 24 Hours of Le Mans; the Camoradi team won the 1000km Nürburgring in 1960 despite a broken fuel line halfway through the race. The team achieved victory again in 1961, due to the unreliability of their cars they never won Le Mans. Camoradi purchased a single Tipo 63 but it suffered the reliability problems of the Tipo 61s. Camoradi USA was incorporated in the summer of 1959 and ended due to mismanagement and loss of sponsorship 18 months later. Casner re-incorporated his efforts as Camoradi International. Camoradi International continued with sponsorship from Dow Chemical and Porsche, with drivers Stirling Moss, Graham Hill and Masten Gregory.
Casner was killed at a LeMans practice in 1965 while trying to qualify a Maserati Tipo 151 for the French distributor, due to a mechanical failure. Camoradi USA was America's first industry-backed international racing team, pioneering the industry backing of racing as we know it. At a mid summer 1959 SCCA race in Miami, while racing a Ferrari 250TR, Casner met fellow driver Fred Gamble. During the victory presentation at the end of the race Casner announced his intention of racing in Europe and was looking for people to help him fund this venture. Gamble introduced himself to Casner and offered help him with publicity, working as a motor journalist and the two formed a partnership to create a racing team. Gamble, inspired by Ecurie Ecosse, the Scottish National Racing Team that spawned Jim Clark and Jackie Stewart, suggested an American “Olympic Team” of motor racing to challenge the Europeans for World Championships. Casner’s amateur racing team of friends had called themselves Camoradi Racing Team.
So the professional team was incorporated as Camoradi USA, America’s first industry sponsored racing team with the best drivers from all race series in the best cars that could be acquired. Gamble, who had a public relations background, surveyed the New York adverting agency market, to determine their involvement with the auto industry, he set up appointments for Casner with various advertising agencies looking for sponsorship for the new racing team. They met with success with the agency of Young & Rubicam, whose major client was the Goodyear Tire & Rubber Company. Gamble, who knew Tony Webner, Goodyear’s first Manager of Racing, convinced him to support their proposal. Casner and executives from Young and Rubicam made a presentation to the management of Goodyear and won big financial support and engineering support. With the world’s largest tire company supporting them, Camoradi received sponsorship Shell/BP, Champion, DA Lubricants, Dow Chemical and Guest Airways; the only American sports car of that era was of course the Corvette, needed as the GT challenger in their campaign for the World Sports Car Championship.
Casner met with Corvette "god-father" Zora Duntov. They enthusiastically offered their support with two competition option Corvettes plus parts and technical support and a generous financial contribution. However, with an agreed industry ban on racing involvement, this support was disguised as a "testing contract" and the cars were supplied thru Don Allen Chevrolet of Miami. Sadly, due to production delays, the Corvettes were not delivered until after the first 1960 World Championship 1000 km race, Buenos Aires. Casner went to Europe in September 1959 and approached a bankrupt Maserati who had their new Birdcage T61, but no finances to race a factory team. Camoradi was their answer for 1960. Casner formed an alliance with Porsche’s Huschke Von Hanstein and brought two cars from the late Jean Behra’s estate – lightweight Carrera and the special Behra-Porsche F2, which served as a test bed and prototype for the Porsche’s 1960 F2 cars and 1962 F1 1,500cc Formula. Camoradi “works” Maseratis, led every World Sports Car Championship race of 1960, won only the 1,000 km Nurburging with Gurney/Moss.
Led Nassau 1959, Porsche RSK 2 Liter winner, GT winner Porsche Carrera. OSCA 750. At the Nurburgring, Gamble qualified the “Yank Tank” Corvette 3rd among the big GT’s, but didn’t get to drive in the race as co-driver Lee Lilley started the race and DNF with a wheel bearing failure. Gurney/Moss won overall, Gregory/Munaron 4th in the team’s two T61 Maseratis entered. At the Le Mans 24 hours, Gregory/Daigh led with the famed Streamliner Birdcage Maserati, set a 3-liter lap record and top speed record of 170 mph, DNF with engine failure, other two long tail Maseratis DNF with electrical faults. Gamble/Lilley drove their Corvette conservatively to finish 10th overall. All Camoradi Maseratis were prepared and maintained by the factory and in European races managed by Maserati. Camo
Chris Amon Racing
Chris Amon Racing known as Amon, was a Formula One team established by New Zealand driver Chris Amon. It competed as a privateer team in the 1966 Italian Grand Prix as a constructor in its own right in the 1974 Formula One season. Chris Amon made his Formula One debut in 1963. After finding himself without a full-time drive in 1966, he entered a Brabham BT11 powered by a 2-litre BRM engine at the Italian Grand Prix, under the banner of "Chris Amon Racing". With most of the other cars running 3-litre engines, Amon struggled in qualifying and failed to make the grid. From 1967 until 1972, Amon drove for Ferrari and Matra, winning several non-championship F1 races while developing a reputation for bad luck in World Championship events, he struggled in 1973 with the small Italian Tecno team. But encouraged by the potential of the underdeveloped Gordon Fowell chassis, Amon tried running his own Formula One car in 1974. Financial backing came from John Dalton, the car, designed by Fowell, followed the Lotus 72 in some areas of construction, with sophisticated torsion-bar suspension and side radiators.
The venture failed completely: retiring from the first race, Amon withdrew from the second, the car was unable to qualify for two more before the team closed down due to financial problems. The AF101 was the only Formula One car built by Amon Racing. Fowell and Tom Boyce designed the car which featured a single central fuel tank, titanium torsion bars and a forward driving position. One unusual feature of the AF101 was that the fuel tank was located between the driver's cockpit and the engine. Structurally, it proved to be weak and was not ready for a Formula One appearance until the fourth race of the season, the Spanish Grand Prix. Amon was only able to qualify 23rd, due to brake-disc vibration that became worse with the tyres required for the wet race that followed. Despite cautious driving, a brake shaft broke and Amon was forced to retire after 22 laps. Following further work and testing, Amon returned for the Monaco Grand Prix and qualified twentieth, but due to mechanical problems, he was unable to start the race.
Further problems meant Amon was not able to reappear with the AF101 until the German Grand Prix when both Amon and Larry Perkins failed to qualify. Amon did not reappear with the AF101 until the Italian Grand Prix, three races before the end of the season, but this time he was unable to qualify; that signalled the end of both the car and Chris Amon Racing, leaving Amon to close down the team after the race when the money ran out. F1 Rejects profile
Red Bull Racing
Red Bull Racing is a Formula One racing team, racing under an Austrian licence and based in the United Kingdom. The team raced under a British licence from 2005 to 2006 and has raced under an Austrian licence since 2007, it is one of two Formula One teams owned by beverage company Red Bull GmbH, the other being Scuderia Toro Rosso. The team has been managed by Christian Horner since its formation in 2005; the team used engines supplied by Renault between 2007 and 2018. During this partnership they won four successive Drivers' and Constructors' Championship titles from 2010 to 2013, becoming the first Austrian-licensed team to win the title; the team began using Honda engines in 2019. The current Red Bull team can trace its origins back to the Stewart Grand Prix outfit that made its debut in 1997. Jackie Stewart sold his team to the Ford Motor Company late in 1999, Ford made the decision to rebrand the team Jaguar Racing, with little subsequent success over the next five years; the Jaguar Racing Formula One constructor and racing team was put up for sale in September 2004 when its owner, the Ford Motor Company, decided it could "no longer make a compelling business case for any of its brands to compete in F1".
Red Bull, an energy drinks company, agreed its purchase of Jaguar Racing on the final day of the sale, 15 November 2004. BBC Sport reported that Ford asked bidders for a symbolic US$1 in return for a commitment to invest US$400 million in the team over three Grand Prix seasons; the team continued to have access to the Cosworth engine developed for their 2005 chassis, the operation continued under the new title. Christian Horner was installed as the new team boss and lined up David Coulthard and Christian Klien to drive for the team. Red Bull Racing was not the start of Red Bull's involvement in Formula One, as they sponsored Sauber from 1995 to 2004. After buying a Formula One team of its own, Red Bull ended its long-term partnership with the Swiss team; the drinks company runs a young drivers programme, Red Bull Junior Team, whereby Red Bull sponsors promising young drivers. High-profile drivers who have received this backing include Enrique Bernoldi, Christian Klien, Patrick Friesacher, Vitantonio Liuzzi and Scott Speed.
Red Bull sponsors many drivers and teams competing in the Formula 2 Championship, Formula One's "feeder" series. Red Bull's owner, Dietrich Mateschitz tried to recruit former Formula One driver and BMW Motorsport chief Gerhard Berger to help guide the team through its debut season. However, this was never realised. For 2005, the chassis was christened the RB1. Red Bull Racing used Cosworth engines in its maiden year due to the ease of continuing with the engine Jaguar Racing used. Former McLaren driver David Coulthard led the team. Coulthard was chosen for his experience, considered ideal to help lead the fledgling team. For the second car, Red Bull shared the drive between two of its young sponsored drivers: Christian Klien, who had driven for Jaguar in 2004 and 2004 F3000 champion Vitantonio Liuzzi. At first it was announced that Klien and Liuzzi would swap driving duty every four races, but by the end of the season Liuzzi had appeared only four times. Red Bull's first year in Formula One was a massive success compared to their predecessors, Jaguar Racing.
They were 6th in the Constructors' Championship for most of the season, only beaten by the fast-improving BAR Hondas at the end of the season. In a single season they amassed more points than Jaguar had in 2003 and 2004. Coulthard, after a poor 2003 and 2004 with McLaren, was a revelation for the team while Klien showed that he had vastly improved from 2004. Overall they scored 34 points. Red Bull was occasional podium challenger for most of their debut season. American driver Scott Speed, who rose through the ranks in the American equivalent of Red Bull Junior Team, Red Bull Driver Search, was Red Bull Racing's third driver in 2005 for the Canadian and United States Grands Prix. Speed was attractive to Red Bull because of his American nationality, which would raise the profile of both Red Bull and Formula One in America, a market where the sport has traditionally struggled to make an impact. On 23 April 2005, the team announced a deal to use Ferrari engines in 2006; this coincided with a rule change mandating the use of V8 engines, making it that both Red Bull Racing and Ferrari would use the same specification engine.
Red Bull Racing continued to use Michelin tyres, rather than the Bridgestones used by Ferrari. On 8 November 2005, Red Bull Racing poached Adrian Newey, the successful McLaren technical director. On 15 December 2005, the Red Bull RB2, hit the track for the first time. David Coulthard completed a handful of laps of the Silverstone circuit in England, declared the new car was a "sexy looking thing". In early testing Red Bull was plagued with overheating of car components. At the opening race of the 2006 season in Bahrain, Christian Klien qualified eighth. Coulthard had problems when he flat spotted a tyre fighting with Nick Heidfeld, finished 10th. In Malaysia, Coulthard made up several places from back of the grid but was forced to retire with hydraulic problems, while Klien had an opening lap incident with Kimi Räikkönen and after pitting for repairs retired with hydraulic failure. Coulthard got a point in Australia after Scott Speed was penalised for passing him under the yellow flags; the following races were marred with retirements and lowly
Arrows Grand Prix International
Arrows Grand Prix International was a British Formula One team active from 1978 to 2002. It was known as Footwork from 1991 to 1996; the Arrows Grand Prix International team was founded in Milton Keynes, England in 1977, by Italian businessman Franco Ambrosio, Alan Rees, Jackie Oliver, Dave Wass and Tony Southgate when they left the Shadow team. Arrows ran a copy of the Shadow DN9, with the initials of the team's first sponsor, Franco Ambrosio, used in naming the car, the Arrows FA1. However, Ambrosio left the team in early 1978 when jailed in Italy for financial irregularities and main sponsor became Warsteiner. Shadow sued for copyright infringement, the London High Courts ruled that the FA1 was a direct copy of the Shadow DN9. Arrows designed a brand new car, the Arrows A1, in 52 days, it was shown the day after the High Court of Justice in London upheld Shadow's claim and banned the team from racing the FA1. For the team's first season Gunnar Nilsson and Riccardo Patrese were signed as drivers.
Ill health prevented Nilsson from driving for the team and he was replaced by Rolf Stommelen for the team's second race, the South African Grand Prix. Nilsson died of cancer in 1978. Patrese scored points in the US West Grand Prix at Long Beach. In September 1978, in the Italian Grand Prix at Monza, Patrese was involved in an accident which claimed the life of Ronnie Peterson. Patrese was wrongly accused of causing the accident and subsequently banned from racing at the following event by his fellow drivers; the 1979 Monaco GP could have been the highlight of Arrows' early years, when Jochen Mass' Arrows A1 moved into third place during the race and looked to be closing in on the leaders. However, brake issues dropped him down to sixth position by the chequered flag. In 1981, Patrese scored the team's only Formula One pole position in Long Beach, which he led until retiring with mechanical problems on lap 33 of 80. Arrows finished joint eighth in the Constructors' Championship that year. In 1984 with BMW M12 turbo engines and sponsorship from cigarette brand Barclay things got much better.
That year they were ninth in the Constructors' Championship and eighth in 1985. At the 1985 San Marino Grand Prix, Thierry Boutsen finished third behind Alain Prost and Elio de Angelis. However, after the race, Prost was disqualified because his car was 2 kg underweight, giving Boutsen the second place. In 1987, BMW pulled out of Formula One and the engines were badged Megatron through a deal with Arrows major sponsor USF&G, but the British team had their best seasons yet, finishing sixth in 1987 and fifth in 1988 thanks to frequent points finishes by drivers Eddie Cheever and Derek Warwick. While 1987 and 1988 were Arrows' best years in F1, they were the cause of frustration for the team and its drivers Warwick and Cheever. At the start of 1987 the sports ruling body mandated that all turbo powered cars were to use a pop-off valve in order to restrict turbo boost; this was done not only to slow the cars down for safety reasons, but it was an effort to curb the rising costs of Formula One. The problem for Arrows was that the valve would cut in lower than the set limit.
This meant. It took the team's chief mechanic Heini Mader until just before the 1988 Italian Grand Prix at Monza to find the solution, moving the valve closer to the engine, something Honda and Ferrari engineers had long before discovered. Although Cheever and Warwick finished the race in 3rd and 4th it was too little too late as the turbo era ended after the 1988 season. Warwick and Cheever stayed with the team for 1989 and drove the Ross Brawn designed Arrows A11, powered by the Ford DFR V8 engine; the team's best finish came at the United States Grand Prix in Cheever's home town of Phoenix. There, the American scored his final podium finish by finishing third. However, Cheever struggled in the A11 and he failed to qualify at the British and Italian Grands Prix. Warwick's perennial bad luck continued: a long pit stop during the opening race in Brazil cost him what many believed would have been his first win, while at Round 6 in the wet Canadian Grand Prix, Warwick led, was in second place when his Ford V8 blew.
He had been faster than those behind him, could have won when race leader Ayrton Senna blew the Honda engine in his McLaren with only two laps remaining. After finishing fifth in 1988, Arrows dropped to seventh in 1989. Japanese businessman Wataru Ohashi invested in Arrows in 1990 and the cars started displaying the Footwork logo prominently; the team was renamed Footwork in 1991, secured a deal to race with Porsche engines, but the car was woefully noncompetitive and in 1992 they switched to a Ford V8, to Mugen engines. Arrows retained the Footwork name until Ito pulled out before the 1996 season, whereupon the name of the team was changed back to Arrows. Jackie Oliver had retained control throughout the entire period. In March 1996, Tom Walkinshaw bought the team, in September Walkinshaw signed up World Champion Damon Hill and hired wealthy Brazilian Pedro Diniz to help pay for Hill's salary; the team nearly secured a maiden victory at the 1997 Hungarian Grand Prix, where Hill started in third position and passed Michael Schumacher to take first place.
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Automobili Turismo e Sport
ATS is an Italian automotive constructor. It once had a racing team that operated between 1963 and 1965, formed after the famous "Palace Revolution" at Ferrari; the company was formed by Carlo Chiti and Giotto Bizzarrini, among others – intending for it to be a direct competitor to Ferrari both on the race track and on the street. Chiti and Bizzarrini built, with sponsorship from the Scuderia Serenissima's Count Giovanni Volpi, a road-going sports car and a Formula One racing car, it was presented in April 1963 at the Geneva Motor Show. The sports car was the ATS 2500 GT, a small coupé developed by Chiti and Bizzarrini with a Franco Scaglione-designed bodywork built by Allemano; the engine was a mid-mounted 2.5 L V8 engineered by Chiti, capable of achieving 245 hp and accelerating to 257 km/h. Only 12 cars were built, few exist today. Apart from being the second mid-engine sports cars, the 2500 GT never gained fame or popularity, but its 90 degree DOHC V8 with a flatplane crankshaft was developed into Alfa Romeo Tipo 33 engine in 2 L, 2.5 L and 3 L formats by Carlo Chiti at Autodelta.
Construction of the Tipo 100 began in mid-1962 on a farm near Bologna, with the car being unveiled in that city in December 1962. The Tipo 100 had a pencil thin body, was powered by a V8 1,494cc engine, which featured fuel injection and double-overhead camshafts; the transmission was a 6-speed Colotti gearbox. Suspension consisted of rockers arms with inboard coils for the front, double wishbones with coils for the rear, while disc brakes were mounted inboard. Total weight was just over 1,000 pounds The cars were to be driven by Phil Hill and Giancarlo Baghetti, who had both left Ferrari after a disappointing 1962 season. Testing took place at Monza, but this was slow and tedious, as when something broke, the car had to be taken back to Bologna for repairs, taken back to Monza for further testing. One of the major problems was chassis flexing, fixed by the unusual method of reinforcing tubes being welded over the top of the engine; the car was entered for several non-Championship races early in the season, but was withdrawn, due to not being ready.
A similar situation occurred for the Monaco Grand Prix, before the cars made their first appearance, at the Belgian Grand Prix. Spectators and fellow competitors were shocked by the Tipo 100’s appearance. After looking so fantastic at the public unveiling back in Bologna, they now had rumpled body panels, pock marks and were poorly painted; the cars were oily and greasy, the body panels were ill-fitting. Due to the reinforcing tubes being over the top of the engine, they had to be sawed apart for an engine change, welded back into place. A new higher engine cover had been hurriedly fabricated to hide the tubes. Both cars retired; the team did not attend the French and German races. The Tipo 100 returned for the Italian Grand Prix, both cars started and finished, although a long way down the field – Hill 11th and Baghetti 15th; that was the only race where an ATS was classified as a finisher, with both cars retiring in the United States Grand Prix and Mexican Grand Prix, which marked the end of A.
T. S as a Formula 1 team; the ATS would be used in the Derrington-Francis project spearheaded by the Rob Walker Racing Team's former chief mechanic, Alf Francis. The car made one appearance at a Formula 1 race, the 1964 Italian Grand Prix, driven Mário de Araújo Cabral, where it retired after 25 laps; this car was subsequently restored in the late 1990s, has appeared in historic racing meetings since then. Count Volpi subsequently backed the Serenissima marque which used much technology similar to ATS. Bruce McLaren used a Serenissima engine for a few Grands Prix in 1966. After the demise of ATS, Bizzarrini moved to Lamborghini before building his own cars as Bizzarrini, while Chiti founded Autodelta together with fellow ex-Ferrari engineer Lodovico Chizzola, which would work with Alfa Romeo for the following decades. In 2012, 50 years Daniele Maritan bought the brand and began development on two cars: the ATS Wild Twelve, which used a 3.8-litre V12 engine combined with four electric motors, the modern iteration of the 2500 GT, which used a 2.5-litre Subaru-Cosworth turbocharged flat-4-cylinder engine with a power output of 500 PS.
In 2017, ATS introduced the GT, which uses McLaren's 3.8-litre twin-turbocharged V8 engine, as seen on McLaren's new models. ATS has planned production of 12 cars. Stiel, Simon. "Rebels Without Speed: The ATS Fiasco". F1 Rejects. Archived from the original on 22 March 2013. Official site
1959 British Grand Prix
The 1959 British Grand Prix was a Formula One motor race held at the Aintree Circuit on 18 July 1959. It was race 5 of 9 in the 1959 World Championship of Drivers and race 4 of 8 in the 1959 International Cup for Formula One Manufacturers, it was the 14th British Grand Prix and the third to be held at the Aintree Motor Racing Circuit, a circuit mapped out in the grounds of the Aintree Racecourse horse racing venue. The race was held over 75 laps of the four kilometre circuit for a race distance of 362 kilometres; the race was won by Australian Jack Brabham taking his second Grand Prix victory in a works Cooper T51. Brabham dominated the race, leading all 75 laps to win by 22 seconds over British driver Stirling Moss driving a British Racing Partnership entered BRM P25, it was the first time. Brabham's Cooper Car Company team mate, New Zealader Bruce McLaren finished in third place, just 0.2 seconds behind Moss, having lost second place late in the race. Harry Schell finished fourth for the Owen Racing Organisation BRM team a lap behind Brabham.
The British Grand Prix had the biggest entry of the season outside the Indianapolis 500 with 30 cars competing and 24 starting the race, all despite the absence of Ferrari. Strikes in Italy trapped the team at home. Ferrari's new lead driver Tony Brooks was given a release and started the race in a Vanwall but was the first to retire with misfire after 13 laps having started in a lowly 17th after winning the French Grand Prix a few weeks earlier; the win saw Brabham expand his points lead over Brooks to 13 points. Moss and McLaren moved into fourth place just half a point behind the absent Phil Hill. On the last lap of this race, McLaren became the youngest driver to set a fastest lap in Formula One, aged 21 years and 322 days, it was another 44 years before Fernando Alonso relieved him of that achievement with fastest lap in the 2003 Canadian GP. He was a day younger aged 321 days. Notes^1 – Includes 0.5 points for shared fastest lap Notes: Only the top five positions are included for both sets of standings.
"Brabham presses home his claim on the title". Grand Prix Racing. Archived from the original on 14 August 2007. Retrieved 7 September 2007. "GRAND PRIX RESULTS: BRITISH GP, 1959". GrandPrix.com. Archived from the original on 29 September 2007. Retrieved 2007-09-07. "1959 British GP". ChicaneF1.com. Archived from the original on 29 September 2007. Retrieved 2007-09-07