tag:blogger.com,1999:blog-2288224069061739842024-03-18T03:56:40.503-05:00arteautoblog - the blog of l'art et l'automobileFor all car enthusiasts who love vintage automobiles, automobilia, transportation and automotive related collectibles.Unknownnoreply@blogger.comBlogger135125tag:blogger.com,1999:blog-228822406906173984.post-55487167569077709232019-01-24T16:00:00.000-06:002019-01-24T16:00:01.589-06:0024 Hours of Daytona<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c40e050_-_24-hours-of-daytona-lg.jpg?resize=980:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The Sun Sets on Daytona International Speedway, the setting for the Rolex 24 at Daytona" border="0" data-original-height="488" data-original-width="800" height="360" src="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c40e050_-_24-hours-of-daytona-lg.jpg?resize=980:*" title="The Sun Sets on Daytona International Speedway, the setting for the Rolex 24 at Daytona" width="590" /></a></td></tr>
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A Short history of a long race.</h2>
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BY <a href="https://www.roadandtrack.com/author/2728/sam-pose/">SAM POSE</a></h4>
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Dan Gurney had a 2-minute lead at Daytona when the engine blew in his Lotus 19. "I knew it was very close to the end of the race," Dan recalls, "so I put the clutch in and let the car roll up to the line, stopping a few feet short of it." The finish line was on a banked part of the track. "I stopped in the upper lane, next to the starter's stand. I even got out of the car for a moment—I don't know why. Then the starter began waving the checkered flag. I turned left and just coasted down the banking, across the line." <br />
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To win. <br />
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That unusual finish took place a half-century ago in the Daytona Continental, a forerunner to the 24-hour race first held four years later in 1966. The course was part banking, part infield road course—a configuration new to racing. Overnight, Daytona, Sebring and Le Mans became what was informally known as endurance racing's Triple Crown. It would be hard to conceive of three races whose ambience differed more. The 12 Hours of Sebring, in central Florida, was held amid the vacant hangars and rusting World War II bombers of a little-used airfield; Le Mans—the doyen of the three—combined extreme danger with the intoxicating beauty of a long twilight rush through the pastoral French countryside. Daytona was all about the banking. It was intended for stock cars, not the fragile long-distance racers, and it was brutal, pounding the suspensions and leaving the drivers feeling as if they had just been in the ring with Mike Tyson. Derek Bell, who won both Daytona and Le Mans, thought Daytona was tougher; the banking never let you rest.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c4576c4_-_rt0212-comprolex-003-lg.jpg?resize=768:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Ford GT40, photo courtesy of Road and Track" border="0" data-original-height="469" data-original-width="768" height="360" src="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c4576c4_-_rt0212-comprolex-003-lg.jpg?resize=768:*" title="Ford GT40" width="590" /></a></td></tr>
<tr><td class="tr-caption">Ford GT40, photo courtesy of Road and Track</td></tr>
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For one thing, you couldn't see where you were going. You looked left into the ground; right, and all you saw was the wall. Imagine racing inside a bowl: The road ahead didn't seem to curve but to climb; the impression was that you were always racing uphill. The big windshields of the NASCAR stockers allowed for good visibility, but in a 917 Porsche or a Ferrari 512, the knee-high roof blocked your view, so you scrunched down as best you could, craning your neck for a brief glimpse forward—many a driver ended his stint wracked with the pain of muscle cramps. <br />
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Only the middle two of the four lanes were usable, the bottom one too rough and the top, next to the wall, slippery with dust in the early hours, then with marbles as the race wore on. The idea was that cars in the slower classes would keep to the lower lane, leaving the high line for the fast boys, but out there on the banking, etiquette gave way to spur-of-the-moment expediency. Drivers of slow cars couldn't see behind them any better than those in the fast cars. When a Camaro, say, pulled out to pass, it would block the lane for a prototype bearing down on the scene with a closing rate of up to 70 mph. A split-second to decide: high or low? Nine out of 10 times it was too late to get on the brakes, and if you did there was the risk of losing control—the suspension settings were compromised, the flat infield turns calling for spring rates and ride heights that were the exact opposite of what you wanted for the banking. So there you were, the car crushed down onto the bumpstops, veering from lane to lane, centrifugal force pinning you in the seat and trying to drag your hands off the wheel, going 200 and unable to see much of anything—that was the banking experience. Oh, and for 10 hours, you got to do it in the night.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c4a3416_-_rt0212-comprolex-012-lg.jpg?resize=768:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Dyson Riley & Scott Mk III, photo courtesy of Road and Track" border="0" data-original-height="469" data-original-width="768" height="360" src="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c4a3416_-_rt0212-comprolex-012-lg.jpg?resize=768:*" title="Dyson Riley & Scott Mk III" width="590" /></a></td></tr>
<tr><td class="tr-caption">Dyson Riley & Scott Mk III, photo courtesy of Road and Track</td></tr>
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The Daytona night is the longest in racing and often the coldest. Florida in February can be damp and freezing—parka weather. Along pit lane, crews jury-rigged plastic curtains to block the wind—in the daytime it looked like Shantytown, but at night it was quite beautiful, the translucent walls glowing in the dark. Inside the enclosures, men slumped on the concrete floor, fighting to stay awake.<br />
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The contrast between the stands packed with cheering NASCAR fans at the 500 and the same stands at night, empty except for a few fanatics frozen in place like lumps of coal, left no room for doubt as to the relative popularity of stock cars versus sports cars. The first year of the 24-hour race, Daytona's management sought to evoke the carnival atmosphere of Le Mans with a Ferris wheel, but although it revolved all night, its neon tubes bright yellow on the spokes, it failed to attract any customers—because there weren't any customers to attract. Attendance at Le Mans was close to 300,000; in those first years at Daytona the oft-repeated joke was that the drivers outnumbered the spectators.<br />
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<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c5017b7_-_rt0212-comprolex-015-lg.jpg?resize=768:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="911 GT3 RS, photo courtesy of Road and Track" border="0" data-original-height="469" data-original-width="768" height="360" src="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c5017b7_-_rt0212-comprolex-015-lg.jpg?resize=768:*" title="911 GT3 RS" width="590" /></a></td></tr>
<tr><td class="tr-caption">911 GT3 RS, photo courtesy of Road and Track</td></tr>
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Despite the poor attendance, the race became an important fixture on the international calendar. There was the cachet of the name Daytona (even then the 500 was a big deal), plus 1966 was the height of the Ford versus Ferrari battle, which lent historical significance to the proceedings. Ford swept the 1966 race, with Ken Miles and Lloyd Ruby coming home first in a GT40 Mk II. The following year, Ferrari fought back, winning with their stunning 330 P4s. In 1968, Porsche scored the first of its record 22 wins, and 1969 saw Roger Penske's battered Lola—a victim of a crash on the banking—eke out a win. This was big-time racing, and Speedway President Bill France chose to absorb the losses at the gate in return for the international prestige. <br />
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I was in those races, and I actually looked forward to Daytona—especially when I got to drive a Ferrari for NART (Luigi Chinetti's North American Racing Team). True, every stint involved some lurid moment on the banking, and if you weren't on the banking you were scrabbling through the tight, utterly featureless corners of the infield portion of the lap, but it was a chance to race the top European Formula 1 drivers, who in those days also participated in sports car racing. Jackie Ickx, Pedro Rodríguez, Jo Siffert, Chris Amon, Lorenzo Bandini—these men were heroes to me, and somehow the suffering imposed by Daytona helped forge a bond with them, a sort of Brotherhood of the Banking.<br />
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<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c54e779_-_rt0212-comprolex-005-lg.jpg?resize=768:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Porsche 907, photo courtesy of Road and Track" border="0" data-original-height="469" data-original-width="768" height="360" src="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c54e779_-_rt0212-comprolex-005-lg.jpg?resize=768:*" title="Porsche 907" width="590" /></a></td></tr>
<tr><td class="tr-caption">Porsche 907, photo courtesy of Road and Track</td></tr>
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The epoch of the big 5-liter 917s and 512s ended with the 1971 season. The 1972 race, shortened to six hours, went to Ferrari's trim 3-liter sports racer—the last time the Ferrari factory would contest the race. The following year, 1973, saw a motley collection of sports racers upset by Peter Gregg's Porsche 911 RSR, which looked little different from the production 911s upon which it was based. Gregg was a brilliant but tightly wound Harvard grad who raced under the colors of Brumos Porsche, a dealership just up the road in Jacksonville. Peter's contacts at Weissach kept him a step ahead of the rest, but after the mighty prototypes and their swarms of engineers and mechanics, it was a letdown to see Daytona won by a car that looked as if it had just come from the showroom floor. Gregg's first victory was with Hurley Haywood, who would become the only driver to win Daytona five times. But it was Gregg, with four wins in five starts (including one for BMW), who defined an era—which ended with his suicide in 1980.<br />
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Through the 1980s, Porsche was the backbone of the race, and Daytona's prestige revived step by step as the German manufacturer supplied its many customers with ever faster cars—first the 935 and its derivatives, finally the superb Group C 962s, which were identical to the cars that were winning Le Mans. European aces such as Martin Brundle, Brian Redman and Rolf Stommelen filtered in along with Indy winners A.J. Foyt and Al Unser Jr. When Porsche finally had its fill of success, wins began going to such industry heavyweights as Jaguar, Nissan and Toyota, giving the race in the 1990s its second golden age. But only the factory-supported teams had a chance—the private teams were being driven out of the sport.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c5a16ee_-_rt0212-comprolex-010-lg.jpg?resize=768:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Dan Gurney's Eagle, photo courtesy of Road and Track" border="0" data-original-height="469" data-original-width="768" height="360" src="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c5a16ee_-_rt0212-comprolex-010-lg.jpg?resize=768:*" title="Dan Gurney's Eagle" width="590" /></a></td></tr>
<tr><td class="tr-caption">Dan Gurney's Eagle, photo courtesy of Road and Track</td></tr>
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In 1999, the pressure for change was compelling enough to produce two new series, each backed by a man of great wealth and imagination. The American Le Mans Series, created by the inventor Don Panoz, established close ties with the French and adopted their rules. The other, sanctioned by the Grand American Road Racing Association, was the brainchild of Jim France. Jim was Bill France's son and part of the family's NASCAR dynasty, but he had a rogue gene: a passion for road racing. In 2000, Grand-Am took over Daytona's 24-hour classic and made it their marquee event. Both Panoz and France offered racing for prototypes and GT, but each took a different approach. Panoz's was caviar and champagne, while France's was burgers and beer. <br />
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Grand-Am promised NASCAR-style rules stability and rigid cost control—for example, no factory teams permitted and no in-season testing. The year 2003 saw the introduction of Daytona Prototype, a class with rules as tight as a spec series but open to a wide variety of engines, including Pontiac, Chevrolet, Lexus, Porsche and BMW. There were several chassis builders, too, of which Riley would become the most successful, winning at Daytona the last seven years. For safety and a better view of the banking, the rules mandated a bulbous greenhouse—and the big windshield, awkwardly mated to flat sides and a stubby nose, made for what most people agreed were ugly cars. But beauty is in the eye of the car owner, and the Daytona Prototype—and the prestigious series sponsor, Rolex, that went with it—was an attractive package. By 2006, 30 prototypes were on the grid for what was now called the Rolex 24. The GT cars did more than just fill out the fields; at first they were—embarrassingly—as fast as the new prototypes, forcing the organizers to invert the grid so as to have the prototypes up front at the start. A now-iconic Porsche 911 scored an upset victory, recalling the first win for Gregg and Haywood, exactly 30 years before.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c5f0ba7_-_rt0212-comprolex-011-lg.jpg?resize=768:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Dale Earnhardt's Corvette, photo courtesy of Road and Track" border="0" data-original-height="469" data-original-width="768" height="360" src="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c5f0ba7_-_rt0212-comprolex-011-lg.jpg?resize=768:*" title="Dale Earnhardt's Corvette" width="590" /></a></td></tr>
<tr><td class="tr-caption">Dale Earnhardt's Corvette, photo courtesy of Road and Track</td></tr>
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Back in the 1960s and '70s, teams consisted of two drivers; today, in both GT and prototype classes, four drivers is the norm: the team's two regulars plus a big name NASCAR hero such as Jimmie Johnson or Jeff Gordon...or an Indy winner like Sam Hornish Jr. or Dario Franchitti—and there's still a spot open for a guy who pays big bucks for his ride. In 1997, the Rob Dyson entry set some kind of record when they won using seven drivers—I understand they were lining up spectators for a turn at the wheel when, mercifully, the race ended. (Just kidding, Rob.) Chip Ganassi's cars have won four times, including 2011 with Joey Hand, Graham Rahal, Memo Rojas and Scott Pruett—a formidable quartet, as good as any at Le Mans. The win was Scott's fourth; another and he'll tie Haywood. <br />
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The next generation of the Daytona Prototype, dubbed DPG3, will go into action at the 2012 Rolex. Their bodies will be allowed to have what is being called "brand character." For example: Alex Gurney and Jon Fogarty run a Chevrolet engine, and under the new rules they will be allowed to have a body that suggests a Corvette. I have seen some artists' renderings of the new look, and it's good.</div>
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<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c6490cc_-_rt0212-comprolex-006-lg.jpg?resize=768:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Daytona at night, photo courtesy of Road and Track" border="0" data-original-height="469" data-original-width="768" height="360" src="https://hips.hearstapps.com/roa.h-cdn.co/assets/cm/14/47/1280x782/546b74c6490cc_-_rt0212-comprolex-006-lg.jpg?resize=768:*" title="Daytona at night" width="590" /></a></td></tr>
<tr><td class="tr-caption">Daytona at night, photo courtesy of Road and Track</td></tr>
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Also in the works is a series-within-the-series. The idea is to link Daytona to shorter events at Indianapolis (over the weekend of the Brickyard 400) and Watkins Glen (a France-owned track), re-creating—after 40 years—a second Triple Crown, complete with its own prize money and points system. Instead of Daytona-Sebring-Le Mans, it will be Daytona-Indy-The Glen. Exciting? I think so. <br />
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The heart of the new Triple Crown will, of course, be Daytona, now entering its second half-century and well into its third golden era. A chicane near the end of the long back straight was intended to reduce the risk on the banking, but it seems Daytona's essential character never changes: The curbing is temporary (so it can be removed for NASCAR races), and slower cars drop their wheels over it, scattering gravel into the racing line, leaving the drivers of the faster cars to wonder if they may have a slow puncture on their hands. As John Andretti, who won in 1989, put it: "They just replaced one hazard with another." <br />
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When I think of Daytona, I think of a race that extracts a toll on anyone who enters it, a race in which winning has never come easily. It seems oddly appropriate, then, that Dan Gurney won the first race by coasting silently across the line.<br />
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As you may know, the Rolex 24 at Daytona will be run this weekend, January 26th-27th, which with the running of the Daytona 500 the week before, signals the start of Motor Racing Season. We here at l’art et l’automobile have been waiting as patiently as possible for racing season to start again, which admittedly has not been very patient, and Formula E just isn’t cutting it. That’s why we’re celebrating the beginning of the Racing Season, and in order to extend our celebrations to you, we have gathered all of our Daytona and Endurance Racing Artwork, Collectibles and Memorabilia and are presenting them to you. Please head over to our website and tour the <a href="https://arteauto.com/collections/endurance-racing" target="_blank">Gallery</a> and perhaps you can find an item that will assist in your celebration of the beginning of the Motorsports Season.<br />
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Enjoy the race and the season,<br />
<br />
Jacques Vaucher<br />
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Remember we have a wide variety of items in our gallery, so do not hesitate to contact us if you are looking for something in particular.<br />
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And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/blogs/news" target="_blank">Newsfeed</a>.<br />
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Unknownnoreply@blogger.com21tag:blogger.com,1999:blog-228822406906173984.post-86031794466487161662019-01-10T16:00:00.000-06:002019-01-10T16:00:04.416-06:00Art Deco Style meets Classic Auto Design<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiORCVV9-ElXS89gVRu3bHGY6hccCcmHLdl5AsKYpujjFmvnWp2GrAx83UIyShmm_ldxpEFvF-K75hO452OT3mojqNcWMTkLT_rUhiFlje8_lYyEXhYG2xZiNwF3FaQnhVpXZ8IgvkSza8/s1600/levesque-and-his-camero.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Alain and his Camero, Courtesy of http://www.alainlevesque.ca" border="0" data-original-height="947" data-original-width="1600" height="348" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiORCVV9-ElXS89gVRu3bHGY6hccCcmHLdl5AsKYpujjFmvnWp2GrAx83UIyShmm_ldxpEFvF-K75hO452OT3mojqNcWMTkLT_rUhiFlje8_lYyEXhYG2xZiNwF3FaQnhVpXZ8IgvkSza8/s640/levesque-and-his-camero.jpg" title="Alain and his Camero" width="590" /></a></td></tr>
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<h2>
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<h2>
Alain Lévesque from Hemmings Classic Car</h2>
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February, 2010 - <a href="https://www.hemmings.com/magazine/hcc/2010/02/Alain-L-eacute-vesque/2718321.html" target="_blank">Mark J. McCourt</a></h4>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/story_image/164871-450-0.jpg?rev=1" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Alain working on one of his classic pieces" border="0" data-original-height="653" data-original-width="450" height="320" src="https://assets.hemmings.com/story_image/164871-450-0.jpg?rev=1" title="Alain working on one of his classic pieces" width="220" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Alain working on one of his classic pieces</td></tr>
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In the wide spectrum of talented artists, only a handful have developed an instantly recognizable, totally unique style that is incomparably their own. In the focused world of automotive fine art, there is no one who paints like Québec, Canada, native Alain Lévesque, and because of this, his art is sought and celebrated around the world.<br />
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"I was very young when I first became interested in automobiles, probably four or five," he recalls. "It was well before I started school. It was probably because my father was so enthusiastic about automobiles; this could have been how I tried to capture my parents' interest. I had a hard time finishing my schoolwork because I was drawing cars in my books. My friends asked me all the time, 'Hey Alain, draw me a Corvette, draw me a Ferrari.'"<br />
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Alain pursued graphic design in college, studying at the Université du Québec in Montréal in the 1980s. He later went to work for a publishing company, creating numerous acclaimed poster designs for events like the Montréal World Film Festival and the Americas Cycling Grand Prix.<br />
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A 1989 work trip provided the seed that would start him on a new track, one that combined his talent with his passion. "I found an automotive art gallery in the St. James area of London; I'd never seen an art gallery with this specialty before, and seeing these paintings and sculptures--this was the first time that I associated art and automobiles. I was really amazed, it was like a parallel world for me," he explains.<br />
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The gallery's owner, Simon Khachadourian, soon commissioned Alain to produce two pieces; the artist returned to London six months later to deliver them. "It was quite exciting for me to get into this world and realize that it was possible to live as an artist with the automobile as my main subject." Alain also soon found representation closer to home, beginning a 20-year working relationship with Jacques Vaucher and his l'art et l'automobile galleries in America.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHVXAbdYccxh6G2iJ-fAR9fMaxbMXq7lfJZgxZsutKz_Zt8lXnNx3Gf0JCkHxg8CgV0BnlT88DIC8HaxtvcyKEc7JCpNxjqteC08IPZchJ66tJgjbTmmA4X5F-FwwClA_SrUiZ99fuvzI/s1600/art-et-automobile-alain-levesque-poster.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="l'art et l'automobile large poster by Alain Lévesque. available at arteauto.com" border="0" data-original-height="1600" data-original-width="1033" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHVXAbdYccxh6G2iJ-fAR9fMaxbMXq7lfJZgxZsutKz_Zt8lXnNx3Gf0JCkHxg8CgV0BnlT88DIC8HaxtvcyKEc7JCpNxjqteC08IPZchJ66tJgjbTmmA4X5F-FwwClA_SrUiZ99fuvzI/s320/art-et-automobile-alain-levesque-poster.jpg" title="l'art et l'automobile large poster by Alain Lévesque." width="206" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div style="-webkit-text-stroke-color: rgb(0, 0, 0); -webkit-text-stroke-width: initial; font-family: "Times New Roman"; font-size: 12px; font-stretch: normal; line-height: normal;">
<span style="font-kerning: none;">l'art et l'automobile large poster by Alain </span></div>
<div style="-webkit-text-stroke-color: rgb(0, 0, 0); -webkit-text-stroke-width: initial; font-family: "Times New Roman"; font-size: 12px; font-stretch: normal; line-height: normal;">
<span style="font-kerning: none;">Lévesque. Available at <a href="https://arteauto.com/collections/alain-levesque/products/lart-et-lautomobile-poster-by-alain-levesque" target="_blank">arteauto.com</a></span></div>
</td></tr>
</tbody></table>
It was Khachadourian who first made Alain aware of a major influence behind his trademark abstract interpretive style: "My style is well established now, but I had to work hard to get there--I was developing it at university. Mr. Khachadourian told me my pieces were typical of 'Italian Futurism.' I wasn't really conscious as to the root of my style, and he told me about this art movement, explaining that it was part of the avant-garde art movement of the early 20th century, like the Bauhaus and Cubist movements of the same period. Cubism is well known, and I knew a lot of attention has been paid to Bauhaus because of its importance in avant-garde, but not much is said about Italian Futurism, especially in Europe, due to its political connection with Mussolini. We don't have the same reflections here in North America.<br />
<br />
"Mr. Khachadourian offered me a huge reference book on Italian Futurism, and from that I realized how deeply I was inspired by this without knowing it; I developed my style from there more consciously," he continues. "I'd rather be expressive than descriptive. To me, the interest is in the way the subject is treated, rather than in the subject itself. That my work appears as a total abstraction does not bother me, as long as it is able to communicate an idea. The automobile becomes a pretext to create."<br />
<br />
Many of Alain's recent pieces have been commissioned, so the first step for him is to learn about the particular car in question before starting his design. "I have to ask the client or representative to tell me about the car's era, where it was created and who owned it. From there, I'll do two or three rough pencil drawings that I send to the client to give him a wide spectrum of options. He might like some of the first with a bit of the third, so I'll construct a new image, this time painted in color using gouache, to give him an idea of the palette. When he agrees with the design and canvas, I move on to the final thing.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1MrQF3jsH4O2FPvMPjDc0pz_Lzs4MlsWx-5p7xjof0-9J-1UX8iIM2A-la3-oHrHjFJ3Xri3mdd0sXavPo2RSFtF2ZG3h2cU0T-ZxR4RLTO8nyr_MECqkEztpvnSk5UE1Apf5TDt_4xY/s1600/bugatti-dashboard-screen-levesque-front_1400x.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Jacques Vaucher, owner of l'art et l'automobile, stands next to one of Alain's works, A room divider detailing a classic Bugatti Dashboard. Available at arteauto.com" border="0" data-original-height="1049" data-original-width="1361" height="454" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1MrQF3jsH4O2FPvMPjDc0pz_Lzs4MlsWx-5p7xjof0-9J-1UX8iIM2A-la3-oHrHjFJ3Xri3mdd0sXavPo2RSFtF2ZG3h2cU0T-ZxR4RLTO8nyr_MECqkEztpvnSk5UE1Apf5TDt_4xY/s640/bugatti-dashboard-screen-levesque-front_1400x.jpg" title="Jacques Vaucher, owner of l'art et l'automobile, stands next to one of Alain's works, A room divider detailing a classic Bugatti Dashboard. " width="590" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Jacques Vaucher, owner of l'art et l'automobile, stands next to one of Alain's works, A room divider detailing a classic Bugatti Dashboard. Available at <a href="https://arteauto.com/collections/alain-levesque/products/bugatti-dashboard-painting-room-divider-by-alain-levesque" target="_blank">arteauto.com</a></td></tr>
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<br />
"For years, I worked with gouache and airbrush. I still use the airbrush technique, as it's a good tool for strong graphic designs. I now sometimes use acrylic, but more and more, I prefer working in oil paint because of the quality of the rendering of the shades. Oil is so rich in terms of color, and it gives you the opportunity to work with the shading over a long period of time--more so than acrylic, which dries very quickly," he explains.<br />
<br />
Because of his unique style and vision, Alain has been a favorite of concours organizers when it comes to creating original artwork. He has painted at the request of automakers like Porsche and Daimler-Chrysler, has exhibited at Detroit's Meadow Brook Concours d'Elegance since 1995, and has even exhibited alongside the Automotive Fine Arts Society at their annual show at the Pebble Beach Concours d'Elegance. Despite these prestigious showings and commissions, he continues to challenge himself with new and different themes: "My goal is to convey the essence of the automobile, not to illustrate it."<br />
<br />
<blockquote class="tr_bq">
De Soto<br />
"This piece was commissioned by Barrett-Jackson in 2003. They asked me to create an image inspired by typical American fins, a witness of what was the glorious bold American automobile industry era."</blockquote>
<blockquote class="tr_bq">
1963 Riviera<br />
"Among the masterpieces of Bill Mitchell's legacy, with the Sting Ray and the Toronado, the Riviera's powerful personality makes you feel like you can almost have a conversation with her."</blockquote>
<blockquote class="tr_bq">
1956 Lincoln<br />
"Working on a commissioned painting of the mighty Batmobile, I felt that I had to return to the classic to find out where the beast was hidden..." </blockquote>
<blockquote class="tr_bq">
Cord<br />
"Since my work is related to the Streamline and Art Deco era, it was a natural for me to bring that car in. The Cord's radical design is a signature of the boldness and creativity of the 1920s and 1930s." </blockquote>
<blockquote class="tr_bq">
Miller<br />
"Created for the Indianapolis 500 competition in the 1920s, the Miller 91 belongs to the 'Machine Age' era. Dramatically graphic, it recalls the powerful majesty of the Hoover Dam."</blockquote>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5_Uj_G81yHQel13bW-FTnwUK7Djmukl_JaO8WiLqmBwlk0dVlD3DyF2BOjEGOVSZTuQPksyHDgrHAfZjrK0xNTpIquqOBiqu1UsplSVo4GhSQf56B9TwOJrQ6rHDR6eUrgJCH6Vtbar8/s1600/alain-levesque-redefines-the-automobile-with-avant-garde-futurism-1jn1qq7pc-4-480x320.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Alain redefines the automobile with avant guarde futurism." border="0" data-original-height="320" data-original-width="480" height="393" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5_Uj_G81yHQel13bW-FTnwUK7Djmukl_JaO8WiLqmBwlk0dVlD3DyF2BOjEGOVSZTuQPksyHDgrHAfZjrK0xNTpIquqOBiqu1UsplSVo4GhSQf56B9TwOJrQ6rHDR6eUrgJCH6Vtbar8/s640/alain-levesque-redefines-the-automobile-with-avant-garde-futurism-1jn1qq7pc-4-480x320.jpg" title="Alain redefines the automobile with avant guarde futurism." width="590" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Alain redefines the automobile with avant guarde futurism.</td></tr>
</tbody></table>
<br />
I first met Alain in the '80's, and after collaborating on a few shows in New York we became fast friends and have worked together ever since. I immediately enjoyed his work the moment I saw it and have partnered with Alain in order to help share his beautiful artwork with collectors around the world. To celebrate Alain's artistic accomplishments, we here at l'art et l'automobile have gathered all of his artwork we have in the gallery, and present it here to you. <br />
<br />
We invite you to view the Alain Lévesque gallery and acquire one of these magnificent pieces for you to display proudly. <br />
<br />
Enjoy,<br />
<br />
Jacques Vaucher<br />
<br />
For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="https://arteauto.us10.list-manage.com/track/click?u=f8919eea31d5f6404b4fce7b9&id=115f423d06&e=0baa292f61">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
<br />
<br />
And as always, be sure to Like and Share on <a href="https://arteauto.us10.list-manage.com/track/click?u=f8919eea31d5f6404b4fce7b9&id=35fa938589&e=0baa292f61">Facebook</a>, Follow us on <a href="https://arteauto.us10.list-manage.com/track/click?u=f8919eea31d5f6404b4fce7b9&id=28f3085f02&e=0baa292f61">Twitter</a>, share a photo on <a href="https://arteauto.us10.list-manage.com/track/click?u=f8919eea31d5f6404b4fce7b9&id=9f1caed100&e=0baa292f61">Instagram</a> and read our <a href="https://arteauto.us10.list-manage.com/track/click?u=f8919eea31d5f6404b4fce7b9&id=d8cf30cdab&e=0baa292f61">Blogs</a>.<br />
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Unknownnoreply@blogger.com4tag:blogger.com,1999:blog-228822406906173984.post-33276950242306262842018-12-27T16:00:00.000-06:002018-12-27T16:00:01.970-06:00Spray It Again Dan<h2>
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<a href="https://gallery.mailchimp.com/f8919eea31d5f6404b4fce7b9/images/14447799-4e71-4230-a901-38295f618941.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Dan Sprays the Crowd with Moët in a moment of true celebration. Photo Courtesy of All American Racers" border="0" data-original-height="501" data-original-width="800" height="369" src="https://gallery.mailchimp.com/f8919eea31d5f6404b4fce7b9/images/14447799-4e71-4230-a901-38295f618941.jpg" title="Dan Sprays the Crowd with Moët in a moment of true celebration. Photo Courtesy of All American Racers" width="590" /></a></h4>
<h2>
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<h2>
Dan Gurney’s 1967 Champagne Week</h2>
<h4>
<br /></h4>
<h4>
story and photos by Eoin Young, edited by James Karthauser</h4>
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It was a Champagne week for Daniel Sexton Gurney back in mid-summer 1967, when he won the Le Mans 24-hours for Ford one Sunday and was a winner again the next weekend when he took the laurels in the Belgian Grand Prix in his own Eagle.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://gallery.mailchimp.com/f8919eea31d5f6404b4fce7b9/images/2152d65b-84c9-4b23-897b-3c79abdd12e8.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Dan Gurney prepares a surprise for the audience that would go on to unexpectedly start a tradition. Photo Courtesy of Dyler.com" border="0" data-original-height="320" data-original-width="800" height="236" src="https://gallery.mailchimp.com/f8919eea31d5f6404b4fce7b9/images/2152d65b-84c9-4b23-897b-3c79abdd12e8.jpg" title="Dan Gurney prepares a surprise for the audience that would go on to unexpectedly start a tradition. Photo Courtesy of Dyler.com" width="590" /></a></td></tr>
<tr><td class="tr-caption">Dan Gurney prepares a surprise for the audience that would go on to unexpectedly start a tradition. <br />
Photo Courtesy of Dyler.com</td></tr>
</tbody></table>
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Dan Gurney was the first driver to spray the champers about rather than swigging it after he and A.J. Foyt had won at Le Mans. “I was so stoked that when they handed me the magnum of Moët I shook the bottle and began spraying at the photographers, drivers, Henry Ford II, Carroll Shelby and their wives. It was a very special moment.” Gurney made Champagne history when he sprayed the bubbly and the moment was captured on a special ‘Spray it Again, Dan’ fan poster.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://gallery.mailchimp.com/f8919eea31d5f6404b4fce7b9/images/547eaf3d-c4c7-41b5-ac3c-ebf957aad5ef.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="This classic moment was memorialized in this beautiful poster, 'Spray it Again Dan,' available at arteauto.com" border="0" data-original-height="800" data-original-width="606" height="640" src="https://gallery.mailchimp.com/f8919eea31d5f6404b4fce7b9/images/547eaf3d-c4c7-41b5-ac3c-ebf957aad5ef.jpg" title="This classic moment was memorialized in this beautiful poster, 'Spray it Again Dan,' available at arteauto.com" width="484" /></a></td></tr>
<tr><td class="tr-caption">This classic moment was memorialized in this beautiful poster, 'Spray it Again Dan,' <br />
available at <a href="https://arteauto.com/products/le-mans-1967-spray-it-again-dan-poster-montage-showing-a-photo-of-dan-gurney-spraying-champagne" target="_blank">arteauto.com</a></td></tr>
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“What I did with the Champagne was totally spontaneous. I had no idea it would start a tradition. I was beyond caring and just got caught up in the moment. It was one of those once-in-a-lifetime occasions where things turned out perfectly...I thought this hard-fought victory needed something special.” “LIFE” photographer Flip Schulke, was a popular chap on the racing scene and Dan had hauled him up on to the stage before he started spraying the Champagne. “I took one photo and then ducked,” Schulke recalled. “When it was over Dan handed me the empty bottle and autographed it. <br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://gallery.mailchimp.com/f8919eea31d5f6404b4fce7b9/images/b0ca090d-bfbb-4fc7-8d50-4cc3f167b146.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="AJ Foyt (right) and Dan Gurney (left) on victory stand. Photo Courtesy of Ford Archive" border="0" data-original-height="400" data-original-width="600" height="393" src="https://gallery.mailchimp.com/f8919eea31d5f6404b4fce7b9/images/b0ca090d-bfbb-4fc7-8d50-4cc3f167b146.jpg" title="AJ Foyt (right) and Dan Gurney (left) on victory stand. Photo Courtesy of Ford Archive" width="590" /></a></td></tr>
<tr><td class="tr-caption">AJ Foyt (right) and Dan Gurney (left) on victory stand. <br />
Photo Courtesy of Ford Archive</td></tr>
</tbody></table>
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<br />
That original Moët Champagne bottle is now in pride of place in the conference room at All American Racers headquarters. Schulke had converted it to a table lamp and used it in his Florida home for 30 years before returning it to Gurney with the comment “You did it...you should have it!” Dan and Evi removed the lampshade, took the electrics out, and had a special glass case made to preserve the famous bottle.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEinB0io-jLcx0uOAD5tDfu5rctHA-0MFOU2NSTP12gJUQ-QuuOjZVIfpcZ-YZH0-xR1ib61r1kAFJQoE9_4Q_xgaRJ3SvAjZrDy9q-o5POKWsR6Z9jnsOyL9Ko0_wRsvdB2rCA_KZpx7S0/s1600/spray-it-again-dan-image-2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Ford Mk IV winning at Le Mans 1967. Photo Courtesy of All American Racers" border="0" data-original-height="823" data-original-width="1600" height="302" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEinB0io-jLcx0uOAD5tDfu5rctHA-0MFOU2NSTP12gJUQ-QuuOjZVIfpcZ-YZH0-xR1ib61r1kAFJQoE9_4Q_xgaRJ3SvAjZrDy9q-o5POKWsR6Z9jnsOyL9Ko0_wRsvdB2rCA_KZpx7S0/s640/spray-it-again-dan-image-2.jpg" title="Ford Mk IV winning at Le Mans 1967. Photo Courtesy of All American Racers" width="590" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Ford Mk IV winning at Le Mans 1967. Photo Courtesy of All American Racers</td></tr>
</tbody></table>
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Gurney and Foyt drove their way into Le Mans history with the red 7-litre Mk IV Ford, specially modified with a bump on the roof to accommodate the lanky Dan. They raised the race record by 10mph to 135mph average for the 24 hours, covering a total of 3,250 miles. It was also the first time that an American car and driver combination had won at Le Mans.<br />
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<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdDSoBnr6TCUXdMeO1H49fbjRG1MixZj-QaplisuQ3mNRBSp5yKKt1Kffax-BWoCskuPQVFpejnCPcwLrjionwSV3mAjrS1iDiZiZk44QWAqqjmGVzyZr1bLZFOaJz7HzhjlvHxhqGVIs/s1600/spray-it-again-dan-image-1.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Dan Gurney takes the chequer to win the Belgian Grand Prix at Spa in 1967 in his Eagle-Westlake V12. Photo Courtesy of All American Racers" border="0" data-original-height="790" data-original-width="1600" height="289" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdDSoBnr6TCUXdMeO1H49fbjRG1MixZj-QaplisuQ3mNRBSp5yKKt1Kffax-BWoCskuPQVFpejnCPcwLrjionwSV3mAjrS1iDiZiZk44QWAqqjmGVzyZr1bLZFOaJz7HzhjlvHxhqGVIs/s640/spray-it-again-dan-image-1.jpg" title="Dan Gurney takes the chequer to win the Belgian Grand Prix at Spa in 1967 in his Eagle-Westlake V12. Photo Courtesy of All American Racers" width="590" /></a></td></tr>
<tr><td class="tr-caption"><div style="text-align: center;">
Dan Gurney takes the chequer to win the Belgian Grand Prix at Spa in 1967 in his Eagle-Westlake V12. </div>
<div style="text-align: center;">
Photo Courtesy of All American Racers</div>
</td></tr>
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Dan won at Spa in his own 3-litre V12 Eagle- Weslake. The 3-litre Cosworth-Ford V8s had arrived to win first time out at Zandvoort in Jim Clark’s works Lotus 49, and the two new cars bracketed the Eagle on the front row at Spa. Clark stormed into an immediate lead with Jackie Stewart second in the unloved H16 BRM with Gurney third. Gurney was moving in on Stewart when Clark pitted with a blown spark plug and Gurney also stopped to warn of fluctuating fuel pressure but there was nothing the crew could do so he was sent back out, now in second place, 16sec behind Stewart. Dan was now in attack mode, lowering the lap record as he chased down Stewart and went into the lead with seven laps left.<br />
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<div>
It was Moët that Dan sprayed in those days and it was Moët that was presented at races thereafter on a gratis basis, Moët et Chandon presumably figuring that giving their bubbles free was financial involvement enough. But Bernie Ecclestone decided that ‘free’ was a word with which he was uncomfortable. He put the naming rights for the official alcoholic fizz in Formula 1 up for bids, and G.H. Mumm won.<br />
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<div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjyAivxlp2C19BvJ7HQb5ZhVjvyG0J0rEcy8dqAGHa_NRDLOyrSdhz-gakDVfpK2qMZixgsGEco2T37EnQi7O5C48CgZYr6HA8oVuuLuVBsNTx7bR3gdnZNYGFV6_dfUv54gVbzynULwb0/s1600/spray-it-again-dan-image-5.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Dan Guarney at speed on the way to winning the Belgian Grand Prix at Spa. Photo Courtesy of All American Racers" border="0" data-original-height="946" data-original-width="1384" height="218" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjyAivxlp2C19BvJ7HQb5ZhVjvyG0J0rEcy8dqAGHa_NRDLOyrSdhz-gakDVfpK2qMZixgsGEco2T37EnQi7O5C48CgZYr6HA8oVuuLuVBsNTx7bR3gdnZNYGFV6_dfUv54gVbzynULwb0/s320/spray-it-again-dan-image-5.jpg" title="Dan Guarney at speed on the way to winning the Belgian Grand Prix at Spa. Photo Courtesy of All American Racers" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Dan Guarney at speed on the way to winning the <br />
Belgian Grand Prix at Spa. Photo Courtesy of <br />
All American Racers</td></tr>
</tbody></table>
Dan might have been the first racer to spray the bubbly after a race win, but G.H. Mumm Champagne had arrived in motor racing eighty years earlier when Raymond Mays christened his Brescia Bugatti Cordon Rouge.<br />
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<div>
Mays had been winning sprints and hillclimbs with the elegant lightweight Type 13 Bugattis that were in production from 1910 to 1926. In the 1930s Mays would create the ERA (English Racing Automobiles) racing marque and in the late 1940s he was the man behind BRM (British Racing Motors). The first BRM was a screaming 1500cc V16 which sounded far better than its racing record would read but a BRM would win the 1962 World Championship in the hands of Graham Hill. Gurney had a dismal summer with BRM in 1960 with a best result of 10th at Silverstone.<br />
<br />
In a 1973 interview, Mays told me the story about dining with his engineer friend, Amherst Villiers, in a London restaurant in 1923 when a Champagne label caught his eye. “I had just won a speed trial in the Bugatti and we were celebrating over dinner with a bottle of Champagne. It occurred to me that the striking red and gold Cordon Rouge label on the bottle was just what I needed as a racing name for my Bugatti, and I suppose that was really where sponsorship in racing started.” At the time of the interview, Mays was 73 and still active as Director of Racing for the Marlboro-BRM team.<br />
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That night in 1923, Mays asked the waiter if he could steam the label off the bottle as a guide for the name to be painted on the bonnet of his Bugatti and he wrote to the head office of the G.H. Mumm Champagne company, makers of Cordon Rouge in Reims, asking for their permission for him to borrow their brand name for his French racing car. The company replied immediately, delighted with the idea, and despatched three cases of Champagne to toast their new association with success.<br />
<br />
Pleased with this double result from the bubbly company, Mays wrote to the makers of Cordon Bleu Cognac but while he received permission to use the name on his ‘other’ Brescia, he was never offered any brandy!<br />
<br />
In fact this was inadvertently a first venture into the world of commercial sponsorship in motorsport that has led to the wheel turning full circle. Cordon Rouge Champagne is now the official bubby in Grand Prix racing for presentation and spraying on the Formula 1 rostrums.<br />
<br />
Tom Wheatcroft arranged with Raymond Mays to open his motor racing museum at Donington Park in 1974, linking with the UK importers of G.H. Mumm Champagne – half a century after Mays ‘discovered’ the label – and the bubbles started spraying in vintage racing circles with a replica of a Brescia Bugatti used in major store promotions. A special Cordon Rouge Classic Bugatti hillclimb was held by the Bugatti Owners’ Club at Prescott on June 2, 1974 and the winner at six vintage meetings during the summer was presented with a Jereboam of Cordon Rouge and each finisher received a bottle.<br />
<br />
Cordon Rouge Champagne had already been the toast of society for half a century when Mays, the young Cambridge graduate made racing history by being the first to carry what amounted to a commercial sponsor’s name on his racing car. That the ‘sponsor’ was a top Champagne company only added to the flair of Mays’ talent as a racing driver. With ‘Cordon Rouge’ he was to dominate speed trials and hillclimbs all over England during the summer of 1924.<br />
<br />
Mays, the son of a prominent wool brokerage family from Bourne, Lincolnshire, leapt to prominence in speed events in 1921, while still at Cambridge. He drove a speed model Hillman in those days and had such instant success that he invested everything in a new Brescia Bugatti for the 1922 season. Once again he excelled and during 1923 the Bugatti was run in much modified trim. The speed and engineering so impressed Ettore Bugatti that Mays was provided with a second Brescia for the season of 1924, thus providing him with the need to differentiate between his two Bugattis.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhH39r_xnZbyWkbfsq44fUcRXxmqXA8v7XH39spNfUIMfd9EgJ8lVjO6zZJRA30kISOQAgpGU6Nn86FjtpTxvYEuO4qvw-tPa0uDUjph5dAg2lsm9Ni7naIAC76pd-m8JQdKs4wYmXTCGQ/s1600/spray-it-again-dan-image-3.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Raymond Mays in the Cordon Rouge Brescia Bugatti. Photo Courtesy of All American Racers" border="0" data-original-height="959" data-original-width="1461" height="210" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhH39r_xnZbyWkbfsq44fUcRXxmqXA8v7XH39spNfUIMfd9EgJ8lVjO6zZJRA30kISOQAgpGU6Nn86FjtpTxvYEuO4qvw-tPa0uDUjph5dAg2lsm9Ni7naIAC76pd-m8JQdKs4wYmXTCGQ/s320/spray-it-again-dan-image-3.jpg" title="Raymond Mays in the Cordon Rouge Brescia Bugatti. Photo Courtesy of All American Racers" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Raymond Mays in the Cordon Rouge Brescia Bugatti.<br />
Photo Courtesy of All American Racers</td></tr>
</tbody></table>
The Brescia was a 1500cc 16-valve 4-cylinder sporting car, the competition models being Type 13s in the Bugatti numbering system. They won the voiturette race at Brescia in 1921 to earn the title and Mays made his debut with his Brescia at the Laindon hillclimb, facing Leon Cushman and Eddie Hall in similar cars and placed second in his class. By the end of the 1922 season Mays and the striking blue-grey Bugatti had become extremely competitive. During the winter of 1922-23 Mays began a modification programme on the Bugatti working with Amherst Villiers, a brilliant engineering friend from Cambridge days. Mays wanted a ‘super hillclimb car’ and Villiers designed new pistons and camshaft and made other modifications to boost the Bugatti’s engine from a rev limit of 4300rpm to over 6000rpm – an almost unheard of figure in those days. Running specially-brewed RD2 alcohol fuel – it cost over six shillings a gallon in those days which was regarded as insanely expensive – Mays found that he had the super-car he wanted, but there were development problems with bearings.<br />
<br />
Villiers was also an accomplished painter having produced portraits of subjects as diverse as Graham Hill and James Bond creator, Ian Fleming. It was Villiers who designed a fictional car to the fit the role of Chitty Chitty Bang Bang which Fleming was using as the theme for a children’s book. His painting of Mays at speed in the Brescia Bugatti was used by G.H. Mumm in a presentation and a poster for the Prescott Hillclimb that summer.<br />
<br />
M. Lefrere in Bugatti’s London agency, was most impressed and at the Show he gave Mays a personal letter of introduction to Le Patron, Ettore Bugatti. Bugatti invited the young Englishman to the Molsheim factory, emphasising that he bring his Brescia with him.<br />
<br />
Mays senior was delighted at his son’s newfound success and financed the trip to Molsheim, taking the modified car for Bugatti’s inspection. Ettore stood worked long and hard on the cars, Mays helping on evenings away from the wool business. Bleu was potentially faster than Rouge with its later engine, but it mixed success with misfortune, winning at South Harting and throwing a rear wheel at Caerphilly. After this hair-raising ‘moment’ the car was set aside for axle shaft changes, while Rouge howled from strength to strength, winning all over the country.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjvCam-_Zf76_I6HmF_S9EfVBJOIOdwsz7HQs-Hjl34xiF5BCLtqThZbg71XOHhKwy0mh3V0Kqj6iq4MhfSxgbF4jwBYmAEbetFpxsnrRzUgFJ49hBMdwQZQCJGGjhVtyBxKVxsv7pykYM/s1600/spray-it-again-dan-image-4.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Dan Gurney with the original Moët bottle in the All American Racers’ boardroom. Photo Courtesy of All American Racers" border="0" data-original-height="1600" data-original-width="1083" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjvCam-_Zf76_I6HmF_S9EfVBJOIOdwsz7HQs-Hjl34xiF5BCLtqThZbg71XOHhKwy0mh3V0Kqj6iq4MhfSxgbF4jwBYmAEbetFpxsnrRzUgFJ49hBMdwQZQCJGGjhVtyBxKVxsv7pykYM/s320/spray-it-again-dan-image-4.jpg" title="Dan Gurney with the original Moët bottle in the All American Racers’ boardroom. Photo Courtesy of All American Racers" width="216" /></a></td></tr>
<tr><td class="tr-caption">Dan Gurney with the original Moët bottle <br />
in the All American Racers’ boardroom. </td></tr>
</tbody></table>
The Brescia Bugattis finally ran out of hours and engines and Mays moved on but he had brought Champagne and sponsorship to motor racing, making history as he did so. Dan Gurney might have been the first driver to spray the crowd after a race win in 1967, but Bernie Ecclestone made an extra little bit of history, whether he realised it or not, by bringing Cordon Rouge back into the motorsport winner’s circle!<br />
<br />
We here at l'art et l'automobile hope that your holiday season has been filled with laughter and joy, and if you're of the particular frame of mind, filled with champaign toasts and the occasional dousing. We hope you have enjoyed this little taste of Racing History, and that your spirits rise like the bubbles from the champaign flutes. <br />
<br />
We also wish to toast Dan Gurney, who's accomplishments and exploits have not only gone down in racing history, but who's jovial spirit and gleeful nature have given us a much lauded tradition that racers still honor and celebrate to this day. <br />
<br />
Cheers to Dan and Cheers to you this holiday season!<br />
<br />
Jacques Vaucher<br />
<br />
Remember we have a wide variety of items in our gallery, so do not hesitate to contact us if you are looking for something in particular.<br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/blogs/news" target="_blank">Newsfeed</a>.<br />
<br /></div>
Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-228822406906173984.post-5070151598795728722018-12-20T16:00:00.000-06:002018-12-20T16:00:04.220-06:00How Fast is the Fastest?<h2>
History: December 18, 1898: First Land Speed Record Ever, In an Electric Car!</h2>
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<h4>
By <a href="https://www.historyandheadlines.com/history-december-18-1898-first-land-speed-record-ever-in-an-electric-car/" target="_blank">MAJOR DAN</a> edited by James Karthauser</h4>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://s.yimg.com/ny/api/res/1.2/YOS0YMxfbnJacz.7ptwBFw--/YXBwaWQ9aGlnaGxhbmRlcjtzbT0xO3c9NjEwO2g9NDQ1O2lsPXBsYW5l/http://media.zenfs.com/en-US/blogs/motoramic/jeantaud.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="445" data-original-width="610" height="430" src="https://s.yimg.com/ny/api/res/1.2/YOS0YMxfbnJacz.7ptwBFw--/YXBwaWQ9aGlnaGxhbmRlcjtzbT0xO3c9NjEwO2g9NDQ1O2lsPXBsYW5l/http://media.zenfs.com/en-US/blogs/motoramic/jeantaud.jpg" width="590" /></a></td></tr>
<tr><td class="tr-caption">The first vehicle to ever turn a wheel in France was powered by electricity and <br />
the mind of engineer Charles Jeantaud. Photo Courtesey of The Right Reasons</td></tr>
</tbody></table>
<br />
<br />
<br />
<h3>
A Brief History</h3>
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<br />
On December 18, 1898, French race car driver Gaston de Chassaloup-Laubat set the first recognized World Record for Land Speed at an unimpressive 63.13 kilometers per hour (39.25 mph). (Note: For Land Speed Record we are referring to human steered vehicles powered by a motor of some type, and not considering bicycles or horseback riding.)<br />
<br />
<br />
<h3>
Digging Deeper</h3>
<br />
<br />
Gaston was driving a Jeantaud electric car for his record run, and at that time when automobiles were in their infancy it was not yet clear which means of propulsion would become preeminent, whether gasoline, electric, steam or diesel powered motors.<br />
<br />
Over the next couple years Gaston and his arch rival Camille Janatzy would trade the record status back and forth in an ever increasing raising of the bar. When Janatzy set a new record in 1899 as the first man to drive a car over 100 kph (62 mph) the record stood for a whopping 3 years (105 kph/65 mph). Also in 1899, “Mile a Minute” Murphy rode a human powered bicycle over a 1 mile course in 57 seconds, over 60mph! (The current bicycle speed record is 167 mph.)<br />
<br />
The record setting Jeantaud electric car was a chain drive primitive affair that produced only 36 horsepower. Steering was done with a vertical stick that was attached to history‘s first known steering wheel, when other cars were steered with a tiller. The car was rebuilt and won back the land speed record 2 more times, for a distinguished career of having set the Land Speed Record 3 times in all. In fact, the first 5 times the record was set it would be in electric cars, before steam powered cars eclipsed the electrics and finally gasoline powered cars became king of the hill.<br />
<br />
The record attempt would first come to the United States in 1904 when Henry Ford drove one of his early creations to the record setting performance, this time on frozen Lake St. Clair near Detroit. By 1927, almost every Land Speed World Record set was accomplished in the United States, though not always by Americans. The current record is held by the Thrust SSC, a jet powered car, at a supersonic 763 mph, set in 1997. (Note: The Ford 999 was powered by an 18.9 liter/ 1150 cubic inch 4 cylinder engine!)<br />
<div>
<br /></div>
<div>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://integrated4x.files.wordpress.com/2012/12/marjoram-land-speed-record.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto; text-align: center;"><img border="0" data-original-height="443" data-original-width="590" src="https://integrated4x.files.wordpress.com/2012/12/marjoram-land-speed-record.jpg" /></a></td></tr>
<tr><td class="tr-caption">Designer Stefan Marjoram took on the ambitious project of creating a massive poster commemorating<br />
and comparing history's official land-speed record holders. Photo Courtesy of Autoblog.com</td></tr>
</tbody></table>
</div>
<div>
<br />
What is the fastest you have ever driven a car? The fastest you have ever been in a car driven by someone else? Feel free to share your high speed stories.</div>
<div>
<br /></div>
<div>
We here at l'art et l'automobile have an extraordinary appreciation and yearning for acceleration and velocity. A need for speed, if you will. We also appreciate the historical achievements of the daredevils who risk it all on an ever expanding quest for maximum velocity, and of the artists who capture these men and moments rendered in paint or sculpture. You can find a myriad of Artwork, Sculpture, Collectibles and Memorabilia depicting the pursuit of Acceleration in our Gallery, here at arteauto.com. Perhaps there you can find something that will satisfy your Need for Speed. </div>
<div>
<br /></div>
<div>
Cheers, </div>
<div>
<br /></div>
<div>
Jacques Vaucher</div>
<div>
<br /></div>
<div>
Remember we have a wide variety of items in our gallery, so do not hesitate to contact us if you are looking for something in particular.<br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</div>
<div>
<br /></div>
Unknownnoreply@blogger.com9tag:blogger.com,1999:blog-228822406906173984.post-60566392227533372252018-12-13T16:00:00.001-06:002018-12-13T16:00:14.287-06:00From moonshiners to millionaires<div class="separator" style="clear: both; text-align: center;">
<a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19230418/Plymouth-Superbird.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="A Plymouth Superbird, one of the original aero-cars. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19230418/Plymouth-Superbird.jpg" data-original-height="534" data-original-width="800" height="353" title="A Plymouth Superbird, one of the original aero-cars. Courtesy of Snaplap" width="532" /></a></div>
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<br />
<h2>
A look inside NASCAR history</h2>
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<div>
<br /></div>
by <a href="http://www.snaplap.net/nascar-history/">George Sugarcane</a>, edited by James Karthauser<br />
<div>
<br /></div>
<br />
Though NASCAR of today is the American national motorsport, its earliest days were not as magnificent and romantic as those in Europe where car races attracted the blue-blooded and the otherwise rich. In the beginning, NASCAR was closely entangled with one clear, highly flammable and potentially poisonous liquid. And no, it’s not gasoline, but moonshine, whiskey’s unaged, unlicensed and frowned-upon cousin.<br />
<br />
To understand NASCAR’s beginnings, we must travel back to 1920, when Eighteenth Amendment went into effect, prohibiting the use, production, importation and transportation of alcohol beverages. In the South, though, prohibition didn’t end in 1933; production and distribution of liquor were legal, the taxes were extremely high, so spirits were not affordable to the majority of Southerners.<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/29172701/One-of-the-early-Daytona-Beach-races.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="NASCAR racing was far different from what we see today. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/29172701/One-of-the-early-Daytona-Beach-races.jpg" data-original-height="532" data-original-width="800" height="353" title="NASCAR racing was far different from what we see today. " width="532" /></a></td></tr>
<tr><td class="tr-caption">NASCAR racing was far different from what we see today. Courtesy of Snaplap</td></tr>
</tbody></table>
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<br />
<h3>
From moonshining to racing on weekends</h3>
<br />
With that in mind, local distilleries turned to the production of moonshine and young guys who were in charge of its transportation were the pioneering drivers of NASCAR. Their task was to outrun and outsmart the police while thundering through the backwoods, delivering liquor to the bars all the way from Louisiana to Virginia.<br />
<br />
All that one driver needed to become a transporter was calmness, bravery, good knowledge of the terrain and a cheap car with a potent motor that was hard enough to handle the unpaved, bumpy and muddy Southern roads.<br />
<br />
The choice was obvious: the 1940 Ford Deluxe Coupé; a cheap, small and durable two door automobile with the famous Flathead V8 engine producing up to 100 horsepower, a short wheelbase that could ensure sharp turning and a decent trunk for all that moonshine.<br />
<br />
As soon as the police started upping their game, the dangers of moonshining suddenly became even greater and drivers were often arrested, serving prison sentences instead of racing during the weekends. To continue operating, both distillers and drivers had to resort to various modifications to ensure that their cars were still getting to the bars faster than the police.<br />
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<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19222504/Roy-Hall-Moonshiner-Ford.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Roy Hall standing to a typical moonshiner car turned stock racer. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19222504/Roy-Hall-Moonshiner-Ford.jpg" data-original-height="532" data-original-width="800" height="353" title="Roy Hall standing to a typical moonshiner car turned stock racer" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Roy Hall standing to a typical moonshiner car turned stock racer. Courtesy of Snaplap</td></tr>
</tbody></table>
<br />
<br />
<h3>
Staying ahead of the law with upgrades</h3>
<br />
The earliest upgrades were of course all about horsepower and they later went as far as installing huge Cadillac engines. Very soon, they became even more ingenious, like brakes which could enable cars to corner even more swiftly by stopping just one side of the car, or switches that could turn off rear lights in the dark. That way, the moonshiner counterculture gave birth to the American hot rod.<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/29172724/Crash-at-Daytona-Beach.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Crash at a Daytona Beach race, one of the early NASCAR races. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/29172724/Crash-at-Daytona-Beach.jpg" data-original-height="532" data-original-width="800" height="353" title="Crash at a Daytona Beach race, one of the early NASCAR races" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Crash at a Daytona Beach race, one of the early NASCAR races. Courtesy of Snaplap</td></tr>
</tbody></table>
<br />
<br />
<h3>
NASCAR Series was founded as the governing body for dirt oval races</h3>
<br />
The greatest proof of driver’s quality was his freedom, but drivers soon found the need to distinguish themselves from their other moonshining colleagues. So, dirt oval races were the best weekend past-time and a chance to earn some extra money. The races quickly started gaining popularity both with the moonshiners and the crowds, and many races were organized throughout the South, often without any clear rules and highly variable prize money given away by shady promoters.<br />
<br />
One of the guys that drove around the ovals was William Bill France, a D.C. racer and mechanic who moved to Florida. He felt the need to organize the sport and after a driver meeting in December of 1947 at the Streamline Hotel in Daytona Beach, the National Association for Stock Car Auto Racing, better known as NASCAR, was born. That way, the sandy beach in Florida became the home of NASCAR.<br />
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<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19222720/Early-NASCAR-Daytona.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Early NASCAR races looked nothing like today. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19222720/Early-NASCAR-Daytona.jpg" data-original-height="532" data-original-width="800" height="353" title="Early NASCAR races looked nothing like today" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Early NASCAR races looked nothing like today. Courtesy of Snaplap</td></tr>
</tbody></table>
<br />
<br />
<h3>
NASCAR history is written by moonshiners</h3>
<br />
The first NASCAR sanctioned race took place on Daytona Beach on February 15, 1948, while the first Strictly Stock race was held on June 19, 1949, in North Carolina, at the Charlotte Speedway. The first main series champion was Red Byron.<br />
<br />
With NASCAR as the organizing body came the first sponsors, and the prizes were getting bigger, but the best drivers still held onto their perilous jobs in Southern backwoods. The pay of a moonshiner was still higher than the prize of a NASCAR race winner, so many ambitious racers still risked their freedom, often missing races because they served jail sentences.<br />
<br />
The practice stretched all the way to the fifties, despite the fact that NASCAR was already an established organization. NASCAR legend and six-time Winston Cup owners’ championship winner Junior Johnson was a second generation moonshiner himself, and he is the most successful bootlegger-turned-racer. As he once stated, all the best racers on the dirt ovals were, in fact, moonshiners.<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19222951/Junior-Johnson-NASCAR-History.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Junior Johnson, The Last American Hero. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19222951/Junior-Johnson-NASCAR-History.jpg" data-original-height="532" data-original-width="800" height="353" title="Junior Johnson, The Last American Hero" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Junior Johnson, The Last American Hero. Courtesy of Snaplap</td></tr>
</tbody></table>
<br />
<br />
<h3>
At first, the cars were strictly stock, but NASCAR Series allowed modifications through history</h3>
<br />
Very quickly, little Flathead Fords weren’t fast or agile enough to outrun the more-and-more powerful police cars, so, many moonshiners started switching to bigger cars with stronger V8 engines. That trend was mirrored on the tracks as well, where both the drivers and the racing fans benefited from the booming automotive industry. Full-size two door sedans were soon dominating the tracks, and one of the most iconic cars of that era was Hudson Hornet.<br />
<br />
Driven by Marshall Teague, Herb Thomas and several other drivers including the Fonty Brothers, The Fabulous Hudson Hornet dominated the NASCAR ovals with 13 wins in 1951, 49 in 1952, and 46 in 1953.<br />
<br />
The only early NASCAR requirement for entering the cars was that it had to be sold to the general public, and that’s how many strange cars ended up racing the ovals. With Detroit producing more and more powerful engines, the speed threshold was getting higher, so the cars started getting their first rulebook aftermarket modifications, mainly to improve durability and safety.<br />
<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19223314/Fabulous-Hudson-Hornet-NASCAR-History.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The Fabulous Hudson Hornet was perhaps the first legendary car of NASCAR. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19223314/Fabulous-Hudson-Hornet-NASCAR-History.jpg" data-original-height="532" data-original-width="800" height="353" title="The Fabulous Hudson Hornet was perhaps the first legendary car of NASCAR" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Fabulous Hudson Hornet was perhaps the first legendary car of NASCAR. Courtesy of Snaplap</td></tr>
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<h3>
Aero Warriors, the most extreme cars of the 1960 and 1970 seasons</h3>
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With the stakes being risen higher and higher, the oval race cars soon became mere platforms and bodyshells upon which various improvements were made. That moment occurred in 1966 when Holman Moody grafted a Ford Galaxie onto a Ford Fairlane. The following step was welding a tubular frame onto the Fairlane unibody, and the move was emulated by Petty’s team as well. That started the trend which evolved into a highly regulated platform system we know today.<br />
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The next big NASCAR moment came with the closer involvement of Detroit’s automotive companies which started purpose-building homologation vehicles for Grand National series. The most extreme evolution in the early NASCAR years was reflected in the so-called Aero Warriors, four heavily modified muscle cars with extreme aerodynamics built for the 1960 and 1970 seasons. Mopar built two of them, Dodge Charger Daytona and Plymouth Superbird while the other two came from Ford Motor Company: Ford Torino Talladega and Mercury Cyclone Spoiler II.<br />
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<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19223555/Aero-Warriors-NASCAR-History.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Aero Warriors: Four vehicles that revolutionized NASCAR. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19223555/Aero-Warriors-NASCAR-History.jpg" data-original-height="532" data-original-width="800" height="353" title="Aero Warriors: Four vehicles that revolutionized NASCAR" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Aero Warriors: Four vehicles that revolutionized NASCAR. Courtesy of Snaplap</td></tr>
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<h3>
Building cars for NASCAR</h3>
By the late eighties, the cars stopped being specifically made for NASCAR by Detroit’s Big Three, and cars gradually became simple, highly modified bodyshells with visual cues taken from the current production models. The cars’ mechanics of the newest generations stock cars have been purpose-built and developed for NASCAR with no homologation needed to enter the competition.<br />
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One of the biggest upsets in NASCAR came in the 2000s when Toyota joined the series. So far, Toyota hasn’t won any manufacturers’ championships, but the 2015 Sprint Cup champion Kyle Busch drove a NASCAR Toyota Camry to the championship victory.<br />
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<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/29174146/Kyle-Busch-drove-a-Toyota-Camry-to-victory-in-2015.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Kyle Busch drove a Toyota Camry to victory in 2015. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/29174146/Kyle-Busch-drove-a-Toyota-Camry-to-victory-in-2015.jpg" data-original-height="532" data-original-width="800" height="353" title="Kyle Busch drove a Toyota Camry to victory in 2015" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Kyle Busch drove a Toyota Camry to victory in 2015. Courtesy of Snaplap</td></tr>
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The tracks have evolved from dirt ovals to monumental stadiums</h3>
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The first NASCAR-based track was the Darlington Raceway, an egg-shaped track built by Harold Brasington and the first asphalt track to host the NASCAR event in 1950.<br />
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After Darlington, many more speedways followed, but the birthplace of NASCAR had to wait for its asphalt track until 1959 when Daytona International Speedway was opened. The track was built by Charles Moneypenny and NASCAR founder Bill France, and the inaugural race at the new track was held on February 22, 1959. The winner of the race was Lee Petty, father of Richard Petty, who later became known as The King of NASCAR and seven-time Daytona 500 winner. Ever since that February in 1959, it has been the season-opening NASCAR event.<br />
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Year by year, stock racing became more and more popular. As the prohibition was finally over in the South, moonshiners could become professional racers with decent pays provided by growing sponsor pools and crowd-packed speedway grandstands.<br />
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<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19231534/NASCAR-History-First-Daytona-500.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The first Daytona 500, 1959. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19231534/NASCAR-History-First-Daytona-500.jpg" data-original-height="532" data-original-width="800" height="353" title="The first Daytona 500, 1959" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The first Daytona 500, 1959. Courtesy of Snaplap</td></tr>
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Sponsors came and went, but the France family was always in charge of NASCAR</h3>
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The main NASCAR series had several name changes from 1949 to today. At first, it was named Strictly Stock Series but changed its name to Grand National Series in 1950.<br />
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The name stuck until the first big sponsor came in 1971. It was R. J. Reynolds Tobacco Company who got the naming rights and the series became known as Winston Cup from 1971 to 2003. The longtime sponsorship ended with the wireless provider Nextel buying the naming rights for the 2004 season, renaming the NASCAR series to Nextel Cup. Nextel was acquired by Sprint Corporation in 2005, but the series was renamed Sprint Cup in 2008.<br />
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<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19223920/Bill-France-Senior-NASCAR-History.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Bill France started the dynasty of NASCAR CEOs. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19223920/Bill-France-Senior-NASCAR-History.jpg" data-original-height="532" data-original-width="800" height="353" title="Bill France started the dynasty of NASCAR CEOs" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bill France started the dynasty of NASCAR CEOs. Courtesy of Snaplap</td></tr>
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Changes in NASCAR ownership, tracks, and point system</h3>
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In 1969, Bill France Sr. opened the Lincoln, Alabama-based Alabama International Motor Speedway, or as it’s best known, the Talladega Superspeedway. The track was longer and faster than the Daytona International Speedway and since its opening, Talladega has been among the most popular NASCAR venues.<br />
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One of the biggest NASCAR milestones was in 1972, the second year of Winston Cup era, when dirt tracks fell out from the schedule (although the last main series dirt event was held two years earlier, on September 30, 1970, and was won by Richard Petty), which marked the beginning of modern NASCAR.<br />
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In 1974, Bill France Senior passed the baton to his oldest son Bill France Junior. The new CEO commissioned Bob Latford to design a new point system, with equal points awarded for all races no matter their prize money or duration. The newly developed point system ensured that drivers had to run all the races to become champions, and it was used without change from 1975 until the Chase was instituted for the 2004 Nextel Cup season.<br />
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The France family is still in charge of NASCAR, with Bill’s son Brian France as its CEO since 2003, after a short presidency of Mike Helton, who was put in charge by Bill France Jr. after he was diagnosed with cancer in 2000 and resigned the position.<br />
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Video : the infamous 1979 Daytona 500 finish</h4>
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The day that put NASCAR in the spotlight</h3>
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However, the big breakthrough had to wait until the 1979 Daytona 500, the first flag-to-flag covered NASCAR race. A brawl between Cale Yarborough, Bobby and Donnie Allison that followed the end of the race crash really put NASCAR in the spotlight. That event was the defining moment in NASCAR history, drawing national attention to what would become the most popular American motorsport series.<br />
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The race winner was the six-time champion Richard Petty who claimed his seventh NASCAR main series title by the end of 1979, a record unmatched until 1994 by the late Dale Earnhardt. NASCAR’s popularity has significantly risen in the early and mid-nineties, which coincided with the demise of IndyCar.<br />
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The most popular drivers of the era, if not ever, were Dale Earnhardt and Jeff Gordon, two of the most accomplished racers besides Richard Petty. In the mid-2000s, NASCAR’s popularity started stagnating and slowly declining, but the new generations of drivers keep it alive, interesting and very well watched.<br />
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<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/29172748/Jeff-Gordon-and-Dale-Earnhardt.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Jeff Gordon and Dale Earnhardt, NASCAR legends. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/29172748/Jeff-Gordon-and-Dale-Earnhardt.jpg" data-original-height="532" data-original-width="800" height="353" title="Jeff Gordon and Dale Earnhardt, NASCAR legends" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Jeff Gordon and Dale Earnhardt, NASCAR legends. Courtesy of Snaplap</td></tr>
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Continuing the legend of the American motorsport</h3>
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NASCAR’s rise to national and international fame is the definitive automotive rags-to-riches story. It proves that all you really need to succeed are the people ready to drive the hell out of dirt ovals and the rumble of V8 engines to capture the ears and hearts of the rapidly expanding crowds. Simple, yet exciting as it is, NASCAR stock racing was, is, and forever will be the bona fide American motorsport and one of defining American sports in general.<br />
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<tr><td style="text-align: center;"><a href="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19224355/Daytona-500-Today-NASCAR-History.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Season-opening NASCAR race in its full glory. Courtesy of Snaplap" border="0" src="http://snaplap.s3-us-west-2.amazonaws.com/wp-content/uploads/2016/02/19224355/Daytona-500-Today-NASCAR-History.jpg" data-original-height="532" data-original-width="800" height="353" title="Season-opening NASCAR race in its full glory" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Season-opening NASCAR race in its full glory. Courtesy of Snaplap</td></tr>
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We here at l'art et l'automobile have an unrivaled passion for motorsports and the art and memorabilia that celebrates motorsports. So of course we look forward to the beginning of NASCAR season, and celebrate the history and adventure of NASCAR's creation, especially when the <i>spirit </i>moves us. Wink wink. Our hope is that you will celebrate with us and in <i>that</i> spirit, we wish to present our collection of NASCAR Artwork, Collectibles and Memorabilia. Click <a href="https://arteauto.com/blogs/news/celebrating-the-birth-of-nascar" target="_blank">here</a> to read more about it. <br />
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Happy Holidays Race Fans,<br />
<br />
Jacques Vaucher<br />
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For more great automotive memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">Website</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.<br />
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And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-228822406906173984.post-67943089185290812002018-12-06T16:00:00.000-06:002018-12-06T16:00:04.649-06:00Speed Lines by Porsche Panorama <div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiokmPvIP07WzJuiXex91CvHPgmJaSwZ4225nYFAB_19PClBFblgzfh2tp928FJMK5xlIP5VqgbnkLTnpWO8ocrt35q6dVgz2zQQw67BbswUg3_h6K6Ub0svMj2XBBOELlISJBPDkRtJec/s1600/blogger-nic-watts-image.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="The Final Targa print by Nicholas Watts, Autographed by Gijs Van Lennep" border="0" data-original-height="764" data-original-width="1105" height="367" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiokmPvIP07WzJuiXex91CvHPgmJaSwZ4225nYFAB_19PClBFblgzfh2tp928FJMK5xlIP5VqgbnkLTnpWO8ocrt35q6dVgz2zQQw67BbswUg3_h6K6Ub0svMj2XBBOELlISJBPDkRtJec/s640/blogger-nic-watts-image.jpg" title="The Final Targa print by Nicholas Watts, Autographed by Gijs Van Lennep" width="532" /></a></div>
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Delivering a fleeting moment in time at a very particular place.</h2>
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By Michael Jordan, with addition from Jacques Vaucher</h4>
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When you look at the work of Nicholas Watts, you once again realize that painters have a unique vision of every scene, and this gives them the ability to portray their work in a way that a photographer simply cannot.<br />
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To be sure, Watts has a deep respect for automotive machinery, and like a photographer, his realistic images give you a picture of what the cars really look like. Yet painting also gives him the opportunity to put the cars in context, capturing a moment in time that includes not only other cars but also the place where it happened. Through his paintings, Watts is able to tell the story that underlies the speed.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhU6exIWUiAW_l9nrhpdx94e0roWOKzkSZTOC77Fu97flelX0vPoL5ieHbJ8EGI-Zc3KY5cd1fBPCb4cP4nS5T8EUC3btmIfvBPsGggGFqMATMTmaaR3gEEOOG9E18f6f5JI8tdfDWvjxE/s1600/blogger-nic-watts-carrera.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Carrera Panamericana 1952 print by Nicholas Watts, Autographed by Karl Kling, available at l'art et l'automobile." border="0" data-original-height="506" data-original-width="761" height="352" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhU6exIWUiAW_l9nrhpdx94e0roWOKzkSZTOC77Fu97flelX0vPoL5ieHbJ8EGI-Zc3KY5cd1fBPCb4cP4nS5T8EUC3btmIfvBPsGggGFqMATMTmaaR3gEEOOG9E18f6f5JI8tdfDWvjxE/s640/blogger-nic-watts-carrera.jpg" title="Carrera Panamericana 1952 print by Nicholas Watts, Autographed by Karl Kling" width="532" /></a></td></tr>
<tr><td class="tr-caption">Carrera Panamericana 1952 print by Nicholas Watts, Autographed by Karl Kling,<br />
available at l'art et l'automobile.</td></tr>
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Nicholas Watts is another British boy of the 1950s who grew up fascinated by cars. The fact that he lived practically within earshot of the Brands Hatch racing circuit inevitably drew him to motorsport. He started out as a draftsman at Vauxhall, which perhaps accounts for his ability to make the cars look right. He later went into the Royal Air Force as a specialist in navigation systems, which might have something to do with his dedication to making sure the details are correct. Working with both gouache on board and acrylic on canvas over the past 40 years, Watts has created an astonishing number of paintings and prints, and they cover an equally astonishing range of motorsport disciplines.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1FHTwVyZLa9-WqL-JrxgD7jNkWvZGQ3SJNsiMgDO50ZvT6us3A-EegiwbHxwsv_Dw8W-IE173OdBeWGA3A4lRWLLFWh44ykxuMQhQ17HOgmvtqLmCjgktFNz5ngISeRykZpBaYWIgtBw/s1600/blogger-nic-watts-raging-bulls.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Raging Bulls giclee by Nicholas Watts, autographed, available at l'art et l'automobile." border="0" data-original-height="474" data-original-width="674" height="374" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1FHTwVyZLa9-WqL-JrxgD7jNkWvZGQ3SJNsiMgDO50ZvT6us3A-EegiwbHxwsv_Dw8W-IE173OdBeWGA3A4lRWLLFWh44ykxuMQhQ17HOgmvtqLmCjgktFNz5ngISeRykZpBaYWIgtBw/s640/blogger-nic-watts-raging-bulls.jpg" title="Raging Bulls giclee by Nicholas Watts, autographed." width="532" /></a></td></tr>
<tr><td class="tr-caption">Raging Bulls giclee by Nicholas Watts, autographed,<span class="product-item__price" data-money-convertible="" style="box-sizing: border-box; color: #777777; display: inline-block; font-family: "roboto"; font-size: 0.75rem; font-weight: bold; text-transform: uppercase;"><span style="color: black; font-size: 12.800000190734863px; font-weight: normal; text-transform: none;"> </span></span>available at l'art et l'automobile.</td></tr>
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In this particular painting, we see the Martini-sponsored Porsche 911 RSR 2.8 that wild man Herbert Müller and Le Mans-winner Gijs van Lennep drove to a win at the Targa Florio in 1973, the last year that this race over the mountain roads of Sicily was included in the sports car world championship. Watts gives us a scene that juxtaposes the speed of the high-tech Porsche with the slow pace of a rustic Sicilian town. The proximity of the spectators shows us the spe- cial enthusiasm that always accompanied this event, as well as the danger that nally ended it.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRfc0paSFgY81Gd-TLGsA6IknPSAz3SMVFPLt6IJutzXWm6nx_R8W-ShsNpUcs_f5CTMTgmhyphenhyphenWdIbfDWl0P5TEXdUu1B7rquo39dTtS4sKQkmrbbeO_h6To3LwvmUO-qvSTeSl2LBMmXU/s1600/blogger-nic-watts-lemans-54.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Le Mans 1954 print by Nicholas Watts, autographed by 5 drivers, available at l'art et l'automobile." border="0" data-original-height="409" data-original-width="600" height="362" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRfc0paSFgY81Gd-TLGsA6IknPSAz3SMVFPLt6IJutzXWm6nx_R8W-ShsNpUcs_f5CTMTgmhyphenhyphenWdIbfDWl0P5TEXdUu1B7rquo39dTtS4sKQkmrbbeO_h6To3LwvmUO-qvSTeSl2LBMmXU/s640/blogger-nic-watts-lemans-54.jpg" title="Le Mans 1954 print by Nicholas Watts, autographed by 5 drivers, available at l'art et l'automobile." width="532" /></a></td></tr>
<tr><td class="tr-caption">Le Mans 1954 print by Nicholas Watts, autographed by 5 drivers, available at l'art et l'automobile.</td></tr>
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The work of Nicholas Watts is available from many sources, a measure of both its enduring popularity and its relative affordability. We recommend l’art et l’automobile (arteauto.com), Jacques Vaucher’s legendary outlet for automotive art and collectibles. Vaucher has been in the eld since 1975, and he virtually invented the business in the U.S. Most important, Vaucher has a personal relationship with the artists he represents, and his ongoing blog is an entertaining window on the personalities in the eld.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg4Gug2g3wS_sZvB4ZRCM1DYi7YN9BqsUVi4CxCP9-_ii3nV9JD_WytV_DCIdHTK7g392xW2w_DLSp994qwjuNO1UDKfnqbU-iUg14-AzjBb18K73w3XWdSAR6DTLfSDZAhTk0EmCXy4tA/s1600/blogger-nic-watts-gp-japan.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Grand Prix of Japan 1976 acrylic painting by Nicholas Watts, available at l'art et l'automobile." border="0" data-original-height="605" data-original-width="852" height="377" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg4Gug2g3wS_sZvB4ZRCM1DYi7YN9BqsUVi4CxCP9-_ii3nV9JD_WytV_DCIdHTK7g392xW2w_DLSp994qwjuNO1UDKfnqbU-iUg14-AzjBb18K73w3XWdSAR6DTLfSDZAhTk0EmCXy4tA/s640/blogger-nic-watts-gp-japan.jpg" title="Grand Prix of Japan 1976 acrylic painting by Nicholas Watts, available at l'art et l'automobile." width="532" /></a></td></tr>
<tr><td class="tr-caption">Grand Prix of Japan 1976 acrylic painting by Nicholas Watts, available at l'art et l'automobile.</td></tr>
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Richard Baron, Panorama’s creative director, notes, “Like Walter Gotschke and Michael Turner, Nicholas Watts is at the center of the great tradition of automotive art. His realistic style and unique perspectives have made things possible for younger automotive artists— photographers as well as painters.”<br />
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Many thanks to Porsche Panorama for Highlighting Nicholas Watts and his talent, as well as the mention of us and our website. <br />
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At l’art et l’automobile we have a deep appreciation for the artistry of vintage automobiles, but particularly for the artwork that celebrates them. Nicholas Watts is at the forefront of this sense of dedication to capturing the automotive world through the lens of paint and canvas. To celebrate this fact, we have collected all our pieces by this wonderful artist and present them to you. Find out more about this collection <a href="https://arteauto.com/blogs/news/the-art-of-nicholas-watts-exploring-auto-racing-from-different-angles-and-perspectives">here</a> or enjoy looking through the gallery at <a href="https://arteauto.com/collections/nicholas-watts">arteauto.com</a>, and perhaps add a piece to your collection.<br />
<br />
Jacques Vaucher<br />
<br />
For more great automotive memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">Website</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</div>
Unknownnoreply@blogger.com15tag:blogger.com,1999:blog-228822406906173984.post-81367175000672322442018-11-29T16:00:00.000-06:002018-11-29T16:00:01.322-06:00Ford's Assembly Line Turns 105: How It Really Put the World on Wheels<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogmedia.dealerfire.com/wp-content/uploads/sites/367/2016/07/Old-Assembly-Lines-Feature-Image_o.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="298" data-original-width="800" height="198" src="https://blogmedia.dealerfire.com/wp-content/uploads/sites/367/2016/07/Old-Assembly-Lines-Feature-Image_o.jpg" width="532" /></a></div>
<h2>
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</h2>
<h2>
It was this innovation—not the Model T itself—that cemented the automobile's future.</h2>
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<h4>
Originally Published April 2013 by <a href="https://www.caranddriver.com/features/fords-assembly-line-turns-100-how-it-really-put-the-world-on-wheels-feature" rel="nofollow" target="_blank">Tony Swan</a>, edited by James Karthauser</h4>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-01-chassis-at-sstations-photo-513773-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Before the advent of the moving assembly line, Ford and other automakers used variations of the station-build approach. Rather than the car coming to individual workers, a team of workers came to the car. Ford produced Model Ts in this manner for three years at its new Highland Park plant before adopting the assembly line." border="0" data-original-height="532" data-original-width="678" height="417" src="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-01-chassis-at-sstations-photo-513773-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" title="Model T's on the assembly line, photo courtesy of Aaron Kiley" width="532" /></a></td></tr>
<tr><td class="tr-caption">Before the advent of the moving assembly line, Ford and other automakers used variations of the<br />
station-build approach. Rather than the car coming to individual workers, a team of workers came<br />
to the car. Ford produced Model Ts in this manner for three years at its new Highland Park plant<br />
before adopting the assembly line. Photo courtesy of Aaron Kiley<br />
<br /></td></tr>
</tbody></table>
<br />
When modern drivers think about the Ford Model T—if they think about it at all—they perhaps dimly perceive it as the car that changed the world. That is correct, of course, as far as it goes. But this month, the Ford Motor Company is quietly commemorating a T-related centennial that was the true source of that seismic shift in mobility: the automotive assembly line. The Model T just happened to be the product it was used to build.<br />
<br />
Indeed, the innovations could very well have been made by some other company and involved some other car. But in April 1913, led by production boss Charlie “Cast Iron” Sorensen, Ford began taking its first tentative steps toward a moving line that used conveyor belts to stream components past workers who performed one or two tasks each. This pioneering manufacturing process made automobiles affordable to just about anyone and became the template for the entire industry.<br />
<br />
Prior to 1913, Ford and virtually every other automaker assembled whole cars at a station with a team of workers working together to complete a single example, usually from start to finish. Like other companies, Ford had made numerous refinements to the process, achieving impressive production totals at the Piquette Avenue plant where the Model T was born in October 1908.<br />
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When deciding to implement the assembly line, neither Sorensen nor Henry Ford nor anyone else involved had the benefit of time-motion studies. They simply reasoned that moving the component at a fixed rate past each station would reduce the number of workers required to build the cars, reduce the time required for assembly, increase volume, and allow the company to control the pace.<br />
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The guinea pig was the T’s magneto, a component that supplied ignition energy to the engine before generators became common. A complex and innovative component that was one of the early Model T’s technological advantages, Ford’s magneto was integrated with the engine’s flywheel and involved many pieces. Under the old system, each magneto was assembled by one worker. On average, that worker could assemble 35 of them in a nine-hour shift, or roughly one every 15 minutes.<br />
<br />
After some tinkering with the line rate and other factors, Sorensen and his cohorts achieved results that were probably startling even to them. Starting with 29 workers performing 29 different tasks, the experiment reduced assembly time by about seven minutes per unit. And with more refinements, Sorensen was able to reduce the magneto-line workforce to 14 and cut assembly time to five minutes.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-02-magneto-assembly-photo-513772-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Ford’s transition to moving assembly lines began in April 1913 with the integrated (and complex) flywheel/magneto. With each worker assigned to complete a few specific tasks rather than build the entire unit, Ford reduced magneto assembly time from about 15 minutes to 5, and the required workforce decreased from 29 to 14." border="0" data-original-height="581" data-original-width="678" height="455" src="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-02-magneto-assembly-photo-513772-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" title="Ford’s transition to moving assembly lines began in April 1913 with the integrated (and complex) flywheel/magneto. Photo courtesy of Aaron Kiley" width="532" /></a></td></tr>
<tr><td class="tr-caption">Ford’s transition to moving assembly lines began in April 1913 with the integrated (and complex)<br />
flywheel/magneto. With each worker assigned to complete a few specific tasks rather than build<br />
the entire unit, Ford reduced magneto assembly time from about 15 minutes to 5, and the required<br />
workforce decreased from 29 to 14. Photo courtesy of Aaron Kiley</td></tr>
</tbody></table>
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<h3>
</h3>
<h3>
FULL SPEED AHEAD</h3>
<br />
It didn’t take long for Sorensen to apply the moving-line principle to all aspects of Model T production. Engine assembly time was cut from almost 10 hours to less than four. The team tackled chassis assembly in August and quickly cut completion time from 12 hours to six. It was down to slightly less than three hours by October, then to 2.3 in December.<br />
<br />
By October, Ford’s vast plant in Highland Park, Michigan, was a maze of conveyors, powered drive belts, overhead traveling cranes, and hundreds of machine tools. Moving assembly went into full swing. And the efficiencies established on a small scale with the magneto line translated directly to total production, which exploded.<br />
<br />
Four years prior, while construction crews were at work on the gigantic Highland Park facility, the Piquette work teams assembled <a href="http://www.caranddriver.com/features/1908-buick-model-10-and-1909-ford-model-t">10,660 Model Ts</a>, keeping Ford atop the manufacturing standings ahead of Buick. In Highland Park’s immense spaces, production for 1910 rose to 19,050, despite various hiccups associated with settling into the new facility. By 1912, output was up to 68,773.<br />
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But those numbers were dwarfed by the results of the moving assembly line. The process netted 170,211 examples in 1913, 202,667 in 1914, well over half a million in 1916, and 735,020 in 1917. All U.S. industrial output was down in 1918, a casualty of the final year of World War I, as well as the economic downturn that followed in its wake. But the market rebounded in 1920, and Model T production topped one million cars for the first time, at 1,301,067. Output peaked at 2,011,125 in 1923, followed by almost two million units in 1924 and ’25 before demand finally began to tail off.<br />
<br />
Verging on obsolescence and dowdy compared with many competitors, the T finally went out of production on May 26, 1927. Although final tallies vary, the generally accepted total stands at just over 15 million built.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-03-1st-photo-513779-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" imageanchor="1" style="margin-left: auto; margin-right: auto; text-align: center;"><img alt="Even as Ford’s moving assembly line was still in its infancy, Model T production was ramping up exponentially. This August 1913 photo shows 1000 completed chassis at the Highland Park plant—one day’s production. By 1916, the plant was cranking out 2000 per day. And in 1926, the factory hit an all-time high with 9000 in one day." border="0" data-original-height="532" data-original-width="678" height="417" src="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-03-1st-photo-513779-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" title="This August 1913 photo shows 1000 completed chassis at the Highland Park plant—one day’s production. Photo courtesy of Aaron Kiley" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Even as Ford’s moving assembly line was still in its infancy, Model T production was ramping <br />
up exponentially. This August 1913 photo shows 1000 completed chassis at the Highland Park <br />
plant—one day’s production. By 1916, the plant was cranking out 2000 per day. And in 1926, the <br />
factory hit an all-time high with 9000 in one day. Photo courtesy of Aaron Kiley</td></tr>
</tbody></table>
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<h3>
</h3>
<h3>
THE PAYOFF</h3>
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Henry Ford’s much publicized Model T mission was to “build a car for the great multitude,” and the key to the quest was economies of scale, making the car affordable to as many potential customers as possible.<br />
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When the car made its debut, it was innovative, simple, rugged, and easily repaired by owners with even modest mechanical skills. But it wasn’t exactly cheap: $825 for a basic Runabout, the least expensive model, and $850 for the five-passenger Touring version. The pricing didn’t include extras such as a top or side curtains and actually increased to $900 and $950 for 1910.<br />
<br />
But as production numbers soared, the prices went down. Ford charged $600 in 1913 for a Touring T, $440 in 1915, and $360 in 1917. Pricing bottomed out at $290 for a 1925 Touring model (the Runabout cost $30 less) and ramped up slightly in the last year and a half of the Model T’s long life.<br />
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The assembly innovations at Highland Park did not go unnoticed. The multiple buildings of Ford’s big facility regularly welcomed visitors, and it wasn’t long before competitors began adopting the techniques developed there. So by the end of the Model T’s 19-year run, it was fair to say that Ford really had put the world on wheels.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-03-chassis-on-assembly-line-photo-513771-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" imageanchor="1" style="margin-left: auto; margin-right: auto; text-align: center;"><img alt="Chassis construction was the final step in Ford’s transition from static to moving assembly. This 1914 photo shows in-progress chassis on the line. The moving lines cut the Model T's final assembly time in half, from 12 hours to six. Continual adjustments and refinements kept reducing final assembly time until nearly four more hours were saved." border="0" data-original-height="533" data-original-width="678" height="417" src="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-03-chassis-on-assembly-line-photo-513771-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" title="Chassis construction was the final step in Ford’s transition from static to moving assembly. Photo courtesy of Aaron Kiley" width="532" /></a></td></tr>
<tr><td class="tr-caption">Chassis construction was the final step in Ford’s transition from static to moving assembly. This 1914 <br />
photo shows in-progress chassis on the line. The moving lines cut the Model T's final assembly time <br />
in half, from 12 hours to six. Continual adjustments and refinements kept reducing final assembly time <br />
until nearly four more hours were saved. Photo courtesy of Aaron Kiley </td></tr>
</tbody></table>
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<h3>
THE $5 DAY AND SOCIAL CHANGE</h3>
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One of the more noteworthy chapters in the moving-assembly story was Ford’s announcement on January 5, 1914, that the company was increasing its wage rate to $5 per eight-hour workday—more than double the existing rate for the then-standard nine-hour day.<br />
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Ford was already racking up huge profits, and the new policy could be interpreted as altruistic, although other automakers received the news with clenched jaws. There was open speculation that Henry was only aiming to ensure that his workers could afford to buy the products they were assembling.<br />
<br />
But Ford’s motives were far more pragmatic. Assembly-line work—performing the same tasks every day for long hours at a stretch—was mind-numbingly dull, and the company found itself beset with unacceptable turnover in its labor pool. In 1913, for example, Ford was forced to hire more than 52,000 workers to sustain a workforce of about 14,000.<br />
<br />
There were strings attached to that $5 bill. The basic wage was $2.34. To qualify for the additional $2.66, a worker had to meet company standards for clean living, including sobriety, no gambling, thrift, and a happy home environment. Ford actually formed a sociological department whose staff members visited homes to assess workers’ worthiness for the full five bucks.<br />
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That policy would provoke torch-bearing mobs and militant picket lines today, but it was acceptable in 1914 and produced dramatic reductions in absenteeism and turnover. Moreover, the $5 day attracted job seekers from all over the country, particularly the South, permanently changing the demographics of Detroit.<br />
<br />
Other changes were even more profound. The availability of an affordable, durable automobile put the dream of unlimited personal mobility within reach of a broad swath of society, setting the stage for the rise of the suburbs and the establishment of a national highway network. Automobiles were no longer a novelty when the Model T made its first appearance, but they were far from universal. By the time the last T left the line, the automobile was fully integrated into everyday life, and the world would never be the same.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-04-5-dollar-day-crowd-photo-513770-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The tedium of moving-assembly-line work proved to be more than many employees could tolerate. Massive turnover prompted Ford to announce the celebrated $5 workday in January 1914. The $5 day, roughly double existing wages, attracted workers from all over the country. Here, an estimated 10,000 applicants brave early January weather in hopes of employment." border="0" data-original-height="532" data-original-width="678" height="417" src="https://hips.hearstapps.com/amv-prod-cad-assets.s3.amazonaws.com/images/media/51/fords-assembly-line-turns-100-04-5-dollar-day-crowd-photo-513770-s-original.jpg?crop=1xw:1xh;center,top&resize=800:*" title="Here, an estimated 10,000 applicants brave early January weather in hopes of employment. Photo courtesy of Aaron Kiley" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The tedium of moving-assembly-line work proved to be more than many employees could <br />
tolerate. Massive turnover prompted Ford to announce the celebrated $5 workday in January <br />
1914. The $5 day, roughly double existing wages, attracted workers from all over the country. <br />
Here, an estimated 10,000 applicants brave early January weather in hopes of employment. <br />
Photo courtesy of Aaron Kiley </td></tr>
</tbody></table>
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<h3>
<b><br /></b></h3>
<h3>
<b>Model T Myths</b></h3>
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The Model T moving assembly was Henry Ford’s idea. Not really. As production honcho Charlie Sorensen observed in his memoirs, “Henry Ford is generally regarded as the father of mass production. He was not. He was the sponsor of it. Mr. Ford had nothing to do with originating, planning, and carrying out the assembly line. He encouraged the work. His vision to try unorthodox methods was an example to us.”<br />
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All Model Ts were black. Not true. The “any color you want, as long as it’s black” ethic began in 1913. Folklore says the black color was a Japanese lacquer chosen for its fast-drying properties. Also not true. The black paint was cheaper and more durable. Ford restored colors to the Model T palette in 1926.<br />
<br />
The Model T was all-new. Not quite. It was innovative and included the extensive use of vanadium steel, which was stronger and lighter than ordinary steel; an integrated flywheel/magneto; and a monoblock four-cylinder engine with a removable cylinder head. It was also lightweight, at about 1200 pounds. But for all that, it was an evolution of the highly successful Model N (1906–08).</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogmedia.dealerfire.com/wp-content/uploads/sites/367/2016/07/First-Moving-Assembly-Line_o.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto; text-align: center;"><img alt="1913 – Ford Highland Park Plant- First Moving Assembly Line, Photo courtesy of Western Slope Auto.com" border="0" data-original-height="500" data-original-width="768" height="346" src="https://blogmedia.dealerfire.com/wp-content/uploads/sites/367/2016/07/First-Moving-Assembly-Line_o.jpg" title="1913 – Ford Highland Park Plant- First Moving Assembly Line, Photo courtesy of Western Slope Auto.com" width="532" /></a></td></tr>
<tr><td class="tr-caption">1913 – Ford Highland Park Plant- First Moving Assembly Line,<br />
Photo courtesy of Western Slope Auto.com</td></tr>
</tbody></table>
<div>
<br />
<br />
The Model T never changed. Wrong. Ford made a number of mechanical and cosmetic running changes to the T over the years, including the introduction of safety glass in 1926, an industry first. But the Model T failed to change in key ways. It retained its two-speed planetary transmission long after competitors were offering three-speed gearboxes with shift levers, the cooling system was via thermosyphon (meaning no water pump), and electric starting wasn’t even an option until 1919.<br />
<br />
The Model T was hard to drive. Quite the opposite. Compared with other cars of the day, it was easy once a driver acquired minimal skill in advancing or retarding the spark. The hard part was cranking the T’s engine to life. It was prone to backfires, accounting for a good many fractured limbs over the years. For more, check out our feature "<a href="https://www.caranddriver.com/features/how-to-drive-a-ford-model-t">How to Drive a Model T</a>."<br />
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We here at l'art et l'automobile have a passion for how the legendary automobiles of the past were envisioned, designed and built, just as intense as our passion for how they are celebrated and rendered into art and memorabilia. We would like to honor Ford's monumental achievement, bring the automobile to the mainstream consumer through the use of the assembly line, by sharing a little history on the subject, that will hopefully enlighten you just a little bit more on the amazing history of our shared love; the automobile. </div>
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Cheers and Happy Holidays, </div>
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<br /></div>
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Jacques Vaucher</div>
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Remember, this week we are hosting our Special 12 days of Christmas Online Auction, which opens for bidding December 1st at 12pm (noon) and Closes at noon on December 13th. This Auction contains many exciting, recently acquired pieces of Artwork, Memorabilia and Collectibles that would be perfect for filling your stockings or going under your tree this Holiday Season. Viewing has already begun at arteautoauction.com, so you definitely don't be a Grinch or you might get scrooged out of these amazing items. </div>
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<a href="https://www.arteautoauction.com/auctions/12-days-of-christmas/" target="_blank"><img border="0" data-original-height="122" data-original-width="566" height="68" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijaqJTdjChJInjLWbPoPxp03Jq32Pbe-UUb88m7POuGqJf2HD0lIvpIumbmAfloU5PWqpj3CCcJgRXAo8hdqhv6HCofhY70Jl3BXUHO6nZPBVV8ARbHhIUnB_lXEpyyUmoRZEF3sGc1-w/s320/auction-button.jpg" width="320" /></a></div>
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Also, for great automotive artwork and memorabilia, don't forget to browse the many categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. Also be sure to check out our Newsfeed, which has details on our collection of Ford Artwork, and Memorabilia. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, or share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a>. </div>
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Unknownnoreply@blogger.com6tag:blogger.com,1999:blog-228822406906173984.post-75140321242172918302018-11-22T16:00:00.001-06:002018-11-22T16:00:04.642-06:00The First American Auto Race: Thanksgiving 1895<h2>
The greatest dangers in America’s first auto race were frostbite and exposure.</h2>
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<span style="font-weight: bold;">written by </span><a href="https://www.saturdayeveningpost.com/author/jnilsson/" style="font-weight: bold;">Jeff Nilsson</a><span style="font-weight: bold;"> and </span><a href="https://www.saturdayeveningpost.com/author/h-h-kohlsaat/" style="font-weight: bold;">H.H. Kohlsaat</a><span style="font-weight: bold;">, edited by James Karthauser</span></div>
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<a href="https://www.saturdayeveningpost.com/wp-content/uploads/satevepost/20151126-duryea-car.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="The Duryea Motor Wagon" border="0" data-original-height="304" data-original-width="610" height="264" src="https://www.saturdayeveningpost.com/wp-content/uploads/satevepost/20151126-duryea-car.jpg" style="cursor: move;" title="The Duryea Motor Wagon" width="532" /></a></div>
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It seemed like a great idea at the time.<br />
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Having read about an automobile race in France, H.H. Kohlsaat decided he’d host America’s first auto race in Chicago. The year was 1895 and automobiles were still a great novelty. Kohlsaat, who owned the Chicago Times Herald, planned to exploit the growing interest in motoring by sponsoring a <a href="https://en.wikipedia.org/wiki/File:America%27s_First_Car_Race_Map.jpg">54-mile race from downtown Chicago to Evanston, Illinois, and back</a>. It would be open to all qualifying vehicles, foreign or domestic, powered by gas, electricity, or steam. The top prize would be $2,000 (the equivalent of over $50,000 today).<br />
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To draw a big holiday crowd, he set the race date for the Fourth of July 1895.<br />
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He quickly learned this was too soon for the competitors. Applicants begged Kohlsaat to postpone the race so they could get their vehicles ready for the competition.<br />
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So Kohlsaat pushed the race back to Labor Day. As that date drew near, the contestants pleaded for more time.<br />
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In the end, Kohlsaat pushed the date back to Thanksgiving Day, November 28.<br />
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He hoped that fair weather would hold for the race, but the night before Thanksgiving, a storm blew into town and buried Chicago streets in snow. High winds followed, blowing snowdrifts across racecourse streets.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.funcarsofsandiego.com/uploads/3/4/2/5/34253895/duryea-motor-wagon-10.jpg?441" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The Duryea Motor Wagon Co. Factory was opened earlier that year." border="0" src="http://www.funcarsofsandiego.com/uploads/3/4/2/5/34253895/duryea-motor-wagon-10.jpg?441" data-original-height="314" data-original-width="439" height="379" title="The Duryea Motor Wagon Co. Factory was opened earlier that year." width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Duryea Motor Wagon Co. Factory was opened earlier that year. </td></tr>
</tbody></table>
<div>
<br />
<a href="http://exploregram.com/chicagos-first-auto-race-about-to-start-in-jackson-park-on-thanksgiving/">Only six cars made it to the starting line in Jackson Park</a> that morning. At 8:55 a.m., a small, shivering crowd watched the first vehicle set off. It was the only gas-powered American car in the contest and had been built by brothers Charles and Frank Duryea. The other three gas vehicles were all German machines built by Karl Benz, one representing the De La Verne Refrigerator Machine Company, one representing Macy’s Department Store in New York, and the last driven by Oscar Mueller of Decatur, Illinois, who proved a tough adversary.<br />
<br />
The last two entries were electric models, a Sturges Electric and Morris and Salom’s Electrobat. No steam models competed.<br />
<br />
After the cars disappeared, the crowd dispersed. It was 30 degrees and windy at the lakeside. With the vehicles expected to travel at just 5 mph, there would be nothing to see for the next 10 hours.</div>
<div>
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.funcarsofsandiego.com/uploads/3/4/2/5/34253895/duryea-motor-wagon.jpg?440" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="The Duryea Motor Wagon with pneumatic rubber tires which went on to win the first auto race in the United States." border="0" src="http://www.funcarsofsandiego.com/uploads/3/4/2/5/34253895/duryea-motor-wagon.jpg?440" data-original-height="303" data-original-width="437" height="221" title="The Duryea Motor Wagon with pneumatic rubber tires which went on to win the first auto race in the United States." width="320" /></a></td></tr>
<tr><td class="tr-caption"><div style="text-align: center;">
The Duryea Motor Wagon with pneumatic rubber tires which </div>
<div style="text-align: center;">
went on to win the first auto race in the United States.</div>
</td></tr>
</tbody></table>
<div>
The vehicles struggled up Lake Shore Drive fighting wind and snowdrifts. As they passed Lincoln Park, they were suddenly greeted by cheers from a crowd of thousands. These weren’t race fans, but <a href="http://mvictors.com/tag/old-school/">attendees at the football game between the University of Chicago and University of Michigan</a>, who noticed the horseless carriages slowly working their way up the street. Shortly afterward, as Frank Duryea crossed the Rush Street Bridge, the steering arm on his vehicle snapped. He managed to get his vehicle to a blacksmith’s shop, where the arm was repaired, but the delay put him an hour behind the leading Benz car.</div>
<div>
<br /></div>
<div>
Years later, when Kohlsaat gave his account of the race in the Post, he wrote that early that on Thanksgiving afternoon “a large number of people gathered near the [Evanston] Industrial School and received the first comers with cheers. The Macy machine was then slightly in the lead.” Just two blocks beyond, though, Frank Duryea came up on the leader. “In accordance to the rules of the contest,” Kohlsaat wrote, the Macy Benz pulled to one side.<br />
<div>
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.saturdayeveningpost.com/wp-content/uploads/satevepost/20151125-1924_01_05-021_SP.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Read “America’s First Horseless Carriage Race, 1895”by H.H. Kohlsaat from the January 5, 1941 issue." border="0" data-original-height="391" data-original-width="300" height="320" src="https://www.saturdayeveningpost.com/wp-content/uploads/satevepost/20151125-1924_01_05-021_SP.jpg" title="Read “America’s First Horseless Carriage Race, 1895”by H.H. Kohlsaat from the January 5, 1941 issue." width="245" /></a></td></tr>
<tr><td class="tr-caption"><div style="text-align: center;">
Read “America’s First Horseless Carriage</div>
<div style="text-align: center;">
Race, 1895”by H.H. Kohlsaat from the</div>
<div style="text-align: center;">
January 5, 1941 issue.</div>
</td></tr>
</tbody></table>
<div>
<div>
The driver of the Macy Benz tried to close Duryea’s lengthening lead, but late in the afternoon, Macy’s driver ran into a sleigh that had overturned in the street. He was able to extricate the car and resume driving, but he soon ran into a horse-drawn hackney cab, which damaged the car’s steering. The driver managed to roll the car in-between the trolley car tracks and drive between the tracks to next checkpoint. Mechanics spent 80 minutes putting the Benz back in running order. But by 6:15, the darkening sky and cold winds were too discouraging. The Macy Benz vehicle dropped out of the race.</div>
<br />
This left just Duryea and another Benz, driven by Oscar Mueller.<br />
<br />
Duryea had now been driving for nine hours. He was experiencing trouble with his ignition, not to mention the snowdrifts. In addition, he’d taken a wrong turn that added several miles to his route. But he was still ahead of Mueller, who was facing even greater difficulties.<br />
<br />
Before starting, Mueller had decided he would not just carry a referee, like all entrants, but an extra passenger as well. After spending the day in the back of the car, huddled against the freezing winds, the passenger was overcome by the cold. He was lifted out of the car and carried off for medical attention in a sleigh. Mueller kept driving, but he, too, was losing consciousness.<br />
<br />
By 6:30 p.m., Duryea was getting close to the finish line. Kohlsaat wrote, “Lacking spectators, except here and there a solitary workman on his way home … the men on the motor gave vent to war whoops, cheers, cat calls, and other manifestations of joy over the victory they were winning.”<br />
<br />
At 7:18 p.m., Frank Duryea crossed the finish line. He’d taken 10 hours and 23 minutes to travel 52.4 miles.<br />
<br />
Almost two hours later, Mueller’s Benz came in sight, but now the referee was driving. In one hand, he held the steering tiller and, in the other, held up Mueller, who’d collapsed from the cold.<br />
<br />
The first automobile race was over.<br />
<br />
The next automobile race was held, more sensibly, on Memorial Day.</div>
<div>
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.saturdayeveningpost.com/wp-content/uploads/satevepost/20151125-thanksgiving-cartoon.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Cartoon from the front page of the Chicago Tribune, November 28, 1895." border="0" data-original-height="181" data-original-width="400" height="144" src="https://www.saturdayeveningpost.com/wp-content/uploads/satevepost/20151125-thanksgiving-cartoon.jpg" title="Cartoon from the front page of the Chicago Tribune, November 28, 1895." width="320" /></a></td></tr>
<tr><td class="tr-caption"><div style="text-align: center;">
Cartoon from the front page of the Chicago Tribune,</div>
<div style="text-align: center;">
November 28, 1895.</div>
</td></tr>
</tbody></table>
<div>
Not surprising, Chicago’s Thanksgiving Day race never became a holiday tradition. Chicagoans weren’t afraid to spend hours standing in the cold for a public event. But even as early as 1895, the holiday already established its cold-weather sport. As the Chicago Tribune declared on its front page that day, Thanksgiving was, “the day we celebrate — the day when football and turkey rule.”<br />
<br />
Kohlsaat’s account doesn’t use the term “automobile.” As he explains, “There was considerable opposition to calling the horseless carriage ‘automobile,’ as the name was too Frenchy, so The Times Herald offered $500 for a name, and ‘motocycle’ was awarded the prize.”<br />
<br />
That’s motocycle, without an r.<br />
<br />
Years later, Duryea recalled his early days of inventing the automobile, and his early racing days. You can read his article “It Doesn’t Pay to Pioneer,” originally published in 1931, in the <a href="http://www.shopthepost.com/auinameaye.html">Post’s latest special issue: Automobiles in America!</a></div>
</div>
<div>
<br /></div>
<div>
We here at l'art et l'automobile would like to wish you all a very Happy Thanksgiving and would like to remind everyone that if you decide to race your automobile this weekend, perhaps don't do it in a Duryea Motor Wagon. </div>
<div>
<br /></div>
<div>
Seasons Greetings from all of us, </div>
<div>
<br /></div>
<div>
Jacques Vaucher</div>
<div>
<br /></div>
For great automotive artwork and memorabilia, don't forget to browse the many categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.<br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, or share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a>.Unknownnoreply@blogger.com6tag:blogger.com,1999:blog-228822406906173984.post-62301976515775123022018-11-15T16:00:00.000-06:002018-11-20T15:22:40.168-06:00A Colorful History of Racing Hues: British Racing Green<div class="separator" style="clear: both; text-align: center;">
<a href="https://cdn.shopify.com/s/files/1/0923/0610/articles/SPA0645_4439d009-b708-4d27-aa27-6c74e1592728_1024x1024.jpg?v=1484673333" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="COLOR INSPIRATIONS: HOW BRITISH RACING GREEN INFLUENCED SPORT TRIUMPHS AND EXCLUSIVE STYLE, Photo Courtesy of Federico Bajetti for The Outlierman © 2017" border="0" data-original-height="527" data-original-width="800" height="349" src="https://cdn.shopify.com/s/files/1/0923/0610/articles/SPA0645_4439d009-b708-4d27-aa27-6c74e1592728_1024x1024.jpg?v=1484673333" title="COLOR INSPIRATIONS: HOW BRITISH RACING GREEN INFLUENCED SPORT TRIUMPHS AND EXCLUSIVE STYLE, Photo Courtesy of Federico Bajetti for The Outlierman © 2017" width="532" /></a></div>
<h2>
<br />
</h2>
<h2>
HOW BRITISH RACING GREEN INFLUENCED SPORT TRIUMPHS AND EXCLUSIVE STYLE</h2>
<div>
<br /></div>
<h4>
By <a href="https://petrolicious.com/articles/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4" target="_blank">Adam Kaslikowski</a> for Petrolicious and <a href="https://www.theoutlierman.com/blogs/blog/color-inspirations-british-racing-green" target="_blank">The Outlierman</a>, edited by James Karthauser</h4>
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://d39a3h63xew422.cloudfront.net/wp-content/uploads/2014/01/20121925/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4-1476934779562-1000x1328.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="What Jaguar isn't BRG? Photo Courtesy of Petrolicious" border="0" data-original-height="800" data-original-width="602" height="320" src="https://d39a3h63xew422.cloudfront.net/wp-content/uploads/2014/01/20121925/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4-1476934779562-1000x1328.jpg" title="What Jaguar isn't BRG? Photo Courtesy of Petrolicious" width="240" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">What English Car isn't BRG? Photo Courtesy <br />
of <a href="https://petrolicious.com/articles/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4" target="_blank">Petrolicious</a></td></tr>
</tbody></table>
British Racing Green is one of the most iconic colors of the automotive world. It’s provenance goes back 110 years and has decorated countless racing icons. Unfortunately, there are a lot of misconceptions about the origin of this special emerald color. Here we will attempt to sort through the myriad stories and present to you the true origin of British Racing Green.<br />
<div>
<br />
At the turn of the 20th century, Grand Prix racing was very different. Races were more a contest between nations than they were between drivers or factories. Wealthy American newspaper man James Gordon Bennett, Jr. organized an annual race pitting various countries against each another in a bid for automobile manufacturing supremacy.<br />
<br />
The Gordon Bennett Cup races were city-to-city contests, with entries required to consist entirely of components manufactured in their home country. Each country was limited to three entries each, and each car was required to carry both a driver and a riding mechanic at all times. To make national identification of the participants easier, each country was required to adopt a national racing color. They were: blue for France, yellow for Belgium, white for Germany and red for Italy.<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://d39a3h63xew422.cloudfront.net/wp-content/uploads/2014/01/20121932/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4-1476934779506.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="James Bond might have stood out less if his DB5 was BRG rather than silver... Photo Courtesy of Petrolicious" border="0" data-original-height="399" data-original-width="800" height="264" src="https://d39a3h63xew422.cloudfront.net/wp-content/uploads/2014/01/20121932/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4-1476934779506.jpg" title="James Bond might have stood out less if his DB5 was BRG rather than silver... Photo Courtesy of Petrolicious" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">James Bond might have stood out less if his DB5 was BRG rather than silver... <br />
Photo Courtesy of <a href="https://petrolicious.com/articles/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4" target="_blank">Petrolicious</a></td></tr>
</tbody></table>
<div class="separator" style="clear: both; text-align: center;">
<br /></div>
<br />
France walked away with the inaugural victory in 1900, and thus was given the honor of hosting the races for the 1901 race. British manufacturer David Napier opted to contest this second race, and entered with his own 50 hp car. Unfortunately, this particular car weighed in at a massive three tons and could not keep its British (Dunlop) tires underneath it. Selwyn F. Edge, the driver for the 1901 race, opted to fit more robust French tires and was subsequently disqualified from the Cup. Most interestingly though, this Napier wore a pale shade of olive that the factory called Napier Green. It is unclear why Napier chose green as his color of choice; most likely it was simply personal preference. Regardless, the deep green we know today had yet to become Britain’s official racing color.<br />
<br />
With the disqualification of the heavy Napier, the first two years showcased complete domination by the French, and the other participating countries were beginning to sting at the embarrassment of being unable to challenge the Gallic successes. For the 1902 race, Napier was determined to address its failure from 1901 and developed a much lighter car weighing in at just a ton. With the car’s weight lowered dramatically, the British tires survived the strain of the race. And it wasn’t just the tires that survived – all other entrants for the 1902 race retired from the race due to mechanical problems. With the Napier alone, the Brits sailed to their first Gordon Bennett Cup victory.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://cdn.shopify.com/s/files/1/0923/0610/files/SPA9772_1024x1024.jpg?v=1484665829" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="British racing green enhances the undeniable presence of glamor of an Aston Martin DB4 GT Zagato, shown in this photo taken with complete admiration during the 2016 Concorso d'Eleganza Villa d'Este. Photo Courtesy of Federico Bajetti" border="0" data-original-height="534" data-original-width="800" height="354" src="https://cdn.shopify.com/s/files/1/0923/0610/files/SPA9772_1024x1024.jpg?v=1484665829" title="British racing green enhances the undeniable presence of glamor of an Aston Martin DB4 GT Zagato, shown in this photo taken with complete admiration during the 2016 Concorso d'Eleganza Villa d'Este. Photo Courtesy of Federico Bajetti" width="532" /></a></td></tr>
<tr><td class="tr-caption">British racing green enhances the undeniable presence of glamor of an Aston Martin DB4 GT Zagato, shown<br />
in this photo taken with complete admiration during the <a href="http://www.theoutlierman.com/blogs/blog/117791237-the-gentleman-drivers-diary-concorso-deleganza-di-villa-deste-2016">2016 Concorso d'Eleganza Villa d'Este</a>.<br />
Photo Courtesy of <a href="https://www.theoutlierman.com/blogs/blog/color-inspirations-british-racing-green" target="_blank">Federico Bajetti</a> </td></tr>
</tbody></table>
<br />
Due to their victory, England was scheduled to host the 1903 event. However, the rule of the British land was that no automobile was allowed to exceed 12mph, and this decree from parliament essentially made motor racing illegal on the entire island. In a mad scramble, the British organizers switched the location of the 1903 to Ireland – a land where the local laws were “adjusted” to accommodate road racing.<br />
<br />
A total of three Napier cars contested the 1903 race, and they were pitted against French, German and American entries. According to contemporary newspapers, the olive shade of Napier green was darkened to Shamrock Green in honor of Ireland hosting the races and this is the first public reference to a British car being painted green as a part of a national livery. While it would seem that Napier Green was the coincidental choice of a private manufacturer, what would eventually become known as British Racing Green was a tribute, ironically, to Ireland.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://cdn.shopify.com/s/files/1/0923/0610/files/DSC_1794_1024x1024.jpg?v=1484665940" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="A charismatic color, green: distinct and unexpected. Photo Courtesy of Federico Bajetti for The Outlierman © 2017" border="0" data-original-height="533" data-original-width="800" height="354" src="https://cdn.shopify.com/s/files/1/0923/0610/files/DSC_1794_1024x1024.jpg?v=1484665940" title="A charismatic color, green: distinct and unexpected. Photo Courtesy of Federico Bajetti for The Outlierman © 2017" width="532" /></a></td></tr>
<tr><td class="tr-caption">A charismatic color, green: distinct and unexpected. Photo Courtesy of <a href="https://www.theoutlierman.com/blogs/blog/color-inspirations-british-racing-green" target="_blank">Federico Bajetti</a> for<br />
The Outlierman © 2017</td></tr>
</tbody></table>
<br />
<br />
As English auto manufacturers are nothing if not an independent lot, there has never been one true shade of British racing green. While most of us picture a deep forest green, this is not a steadfast rule. From Napier’s pale olive to Bentley’s near black, almost any emerald hue applied to a British car will be greeted with the name British Racing Green.<br />
<br />
The British racing green is the symbolic color of British motoring, with over 110 years of honorary history in the world of car racing, it also has a long line of legendary cars and drivers linked to it: from great drivers like Henry Segrave, Kenelm Lee Guinness, William Grover-Williams to iconic teams such as Aston Martin, Vanwall, Cooper, Lotus and BRM.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://d39a3h63xew422.cloudfront.net/wp-content/uploads/2014/01/20121929/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4-1476934779521-1000x667.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="A Classic, arrayed in British Racing Green, Photo Courtesy of Petrolicious" border="0" data-original-height="534" data-original-width="800" height="213" src="https://d39a3h63xew422.cloudfront.net/wp-content/uploads/2014/01/20121929/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4-1476934779521-1000x667.jpg" title="A Classic, arrayed in British Racing Green, Photo Courtesy of Petrolicious" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Classic, arrayed in British Racing Green,<br />
Photo Courtesy of <a href="https://petrolicious.com/articles/a-colorful-history-of-national-racing-hues-british-racing-green-2-of-4" target="_blank">Petrolicious</a></td></tr>
</tbody></table>
A charismatic color, green: distinct and unexpected. Revived in 2000 by Jaguar Racing in Formula 1; then again with Bentley, which would end up winning at LeMans in 2001, 2002 and 2003; and more recently with Aston Martin, who gave this hue to its DBR9. Enthusiasts were also able to admire the British racing green on the Jaguar XK by Rocketsports Racing during the 24 Hours of Le Mans and also on the Lotus T127 in 2010.<br />
<br />
Thanks to the triumphs of The British teams and the bewitching charm of the cars that have "worn" it, today the British racing green is still part of the colors that symbolize exclusivity and sporting passion. A shade full of character, history and style that can be celebrated and expressed thanks to the fantastic machines, assembled by some of the finest manufacturers in the world, at the hands of British racing legends, collectors and daily drivers alike. <br />
<br />
We here at l'art et l'automobile, as you may know, are avid racing historians, and the Drivers, Manufacturers and race tracks of Great Britain have definitely resonated through the various racing sports throughout the years. To celebrate 60th anniversary of the legendary Mike Hawthorn becoming Britain’s first ever Formula One World Champion and Lewis Hamilton clenching his 5th World Championship Title, we gathered all of our artwork and memorabilia related to the Cars and Drivers of the Isles, and present them here to you. <br />
<br />
We invite you to view the British Cars and Drivers gallery and acquire one of these pieces of racing history while they last. Please tour the collection <a href="https://arteauto.com/collections/british-cars-and-drivers">here</a> and perhaps you will find something to add to your collection. <br />
<br />
All our best from the staff at l’art et l’automobile,<br />
<br />
<br />
Jacques Vaucher<br />
<br />
For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="https://arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/?utm_source=Arteauto+Newsletter+Master&utm_campaign=0b909b9e7b-EMAIL_CAMPAIGN_2018_06_19_06_55_COPY_01&utm_medium=email&utm_term=0_fe8ba4c654-0b909b9e7b-&mc_cid=0b909b9e7b&mc_eid=%5BUNIQID%5D">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto?utm_source=Arteauto+Newsletter+Master&utm_campaign=0b909b9e7b-EMAIL_CAMPAIGN_2018_06_19_06_55_COPY_01&utm_medium=email&utm_term=0_fe8ba4c654-0b909b9e7b-&mc_cid=0b909b9e7b&mc_eid=%5BUNIQID%5D">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/?utm_source=Arteauto+Newsletter+Master&utm_campaign=0b909b9e7b-EMAIL_CAMPAIGN_2018_06_19_06_55_COPY_01&utm_medium=email&utm_term=0_fe8ba4c654-0b909b9e7b-&mc_cid=0b909b9e7b&mc_eid=%5BUNIQID%5D">Instagram</a> and read our <a href="https://arteauto.com/blogs/news/british-cars-and-drivers" target="_blank">Newsfeed</a>.</div>
Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-228822406906173984.post-46398733198834854102018-11-08T16:30:00.000-06:002018-11-08T16:30:02.396-06:00Wear your colors, proud!<div class="separator" style="clear: both; text-align: center;">
<a href="https://assets.hemmings.com/blog/wp-content/uploads//2018/06/intlracingcolorscomposite-970x361.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="298" data-original-width="800" height="198" src="https://assets.hemmings.com/blog/wp-content/uploads//2018/06/intlracingcolorscomposite-970x361.jpg" width="532" /></a></div>
<br />
<h2>
What, no polka dots? The expected and the unexpected among international racing colors</h2>
<br />
<h4>
Daniel Strohl of <a href="https://www.blogger.com/"><span id="goog_1066329045"></span>Hemmings<span id="goog_1066329046"></span></a> on Sep 25th, 2018, edited by James Karthauser</h4>
<br />
<br />
Our recent story on the <a href="http://www.arteautoblog.com/2018/10/theyre-silver-arrows-right.html" target="_blank">dubious legend of how Germany got its silver auto racing color</a> got us looking for original source materials to see if we could establish timelines for not just Germany’s national racing color but for all designated racing colors. As the stories go, not all of the racing colors were set in stone from the beginning, and it took a few decades of revisions to hammer them all out, by which time corporate logos pretty much rendered the colors moot.<br />
<br />
Our research is ongoing and perhaps interminable, but we did get some help in the comments to that story from commenter Nick, who pointed out an article in the <a href="http://anno.onb.ac.at/cgi-content/anno?aid=aaz&datum=19281001&seite=41&zoom=33&query=%22irland%22&ref=anno-search">October 1928 edition of the Allgemeine Automobil-Zeitung</a> in which the Association Internationale des Automobile Clubs Reconnus laid out not only the formulas for upcoming races but also the agreed-upon racing colors for 23 different countries.<br />
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Granted, the list is just for a certain time period and is incomplete — the article itself pointed that out, with color schemes undecided for Brazil, Chile, Cuba, Denmark, Greece, Luxembourg, Norway, Netherlands, Uruguay, and Yugoslavia — but after translating it, we saw that the AIACR went to great lengths to differentiate different countries on the racetrack not only with various colors but also with stripes, number/bubble combinations, and even patterns.<br />
<br />
So we took the translated list to Josh Skibbee, one of our graphic artists, to have him take a whack at reproducing the various schemes. We had to go back and forth on some of the details quite a bit. For example, the designations call for Streifen, which translates to stripe, streak, or band; on a modern car, we’d apply those lengthwise along the top of the hood, but our research shows that in the late 1920s stripes were applied transversely across the hood and hood sides, an interpretation that makes more sense when considering that the designation for Ireland specifically calls for a horizontal stripe around the body and hood.<br />
<br />
Some of the schemes (like Sweden’s) weren’t exactly clear to us even after some debate, some seem contrary to traditional notions of a country’s colors (why didn’t Switzerland get the scheme assigned to Portugal?), and some (like Lithuania’s) might be questionable to modern observers. But, hey, original sources don’t always tell us exactly what we expect. So, in alphabetical order:<br />
<div>
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Argentina-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Argentina: blue body, yellow hood, black stripes, red number on white field" border="0" data-original-height="248" data-original-width="800" height="164" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Argentina-970x301.jpg" title="Argentina: blue body, yellow hood, black stripes, red number on white field" width="532" /></a></td></tr>
<tr><td class="tr-caption">Argentina: blue body, yellow hood, black stripes, red number on white field</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Austria-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Austria: blue body and hood, white stripes, white number on blue field" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Austria-970x301.jpg" title="Austria: blue body and hood, white stripes, white number on blue field" width="532" /></a></td></tr>
<tr><td class="tr-caption">Austria: blue body and hood, white stripes, white number on blue field</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Belgium-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Belgium: yellow, black number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Belgium-970x301.jpg" title="Belgium: yellow, black number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Belgium: yellow, black number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Bulgaria-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Bulgaria: green body, white hood, red number on white field" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Bulgaria-970x301.jpg" title="Bulgaria: green body, white hood, red number on white field" width="532" /></a></td></tr>
<tr><td class="tr-caption">Bulgaria: green body, white hood, red number on white field</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Czech-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Czechoslovakia: white body, blue and white hood, red stripes, blue number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Czech-970x301.jpg" title="Czechoslovakia: white body, blue and white hood, red stripes, blue number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Czechoslovakia: white body, blue and white hood, red stripes, blue number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Egypt-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Egypt: light violet, red number on white field" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Egypt-970x301.jpg" title="Egypt: light violet, red number on white field" width="532" /></a></td></tr>
<tr><td class="tr-caption">Egypt: light violet, red number on white field</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Estonia-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Estonia: lower body and hood blue, upper body and hood white, black stripes, black number on white field" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Estonia-970x301.jpg" title="Estonia: lower body and hood blue, upper body and hood white, black stripes, black number on white field" width="532" /></a></td></tr>
<tr><td class="tr-caption">Estonia: lower body and hood blue, upper body and hood white, black stripes, black number on white field</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Finland-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Finland: black, blue number on white field" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Finland-970x301.jpg" title="Finland: black, blue number on white field" width="532" /></a></td></tr>
<tr><td class="tr-caption">Finland: black, blue number on white field</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_France-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="France: blue, white number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_France-970x301.jpg" title="France: blue, white number" width="532" /></a></td></tr>
<tr><td class="tr-caption">France: blue, white number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Germany-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Germany: white, red number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Germany-970x301.jpg" title="Germany: white, red number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Germany: white, red number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Britain-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Great Britain: green, white number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Britain-970x301.jpg" title="Great Britain: green, white number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Great Britain: green, white number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Hungary-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Hungary: body white (fore) and green (aft), red hood, black number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Hungary-970x301.jpg" title="Hungary: body white (fore) and green (aft), red hood, black number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Hungary: body white (fore) and green (aft), red hood, black number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Ireland-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Ireland: green with orange horizontal stripes around the hood and body, white number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Ireland-970x301.jpg" title="Ireland: green with orange horizontal stripes around the hood and body, white number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Ireland: green with orange horizontal stripes around the hood and body, white number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Italy-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Italy: red, white number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Italy-970x301.jpg" title="Italy: red, white number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Italy: red, white number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Latvia-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Latvia: black body, white hood, black number on white field" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Latvia-970x301.jpg" title="Latvia: black body, white hood, black number on white field" width="532" /></a></td></tr>
<tr><td class="tr-caption">Latvia: black body, white hood, black number on white field</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Lithuania-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Lithuania: yellow and green checkered body and hood, red number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Lithuania-970x301.jpg" title="Lithuania: yellow and green checkered body and hood, red number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Lithuania: yellow and green checkered body and hood, red number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Poland-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Poland: white body and hood, red stripes, red number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Poland-970x301.jpg" title="Poland: white body and hood, red stripes, red number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Poland: white body and hood, red stripes, red number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Portugal-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Portugal: red body and hood, white stripes, white number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Portugal-970x301.jpg" title="Portugal: red body and hood, white stripes, white number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Portugal: red body and hood, white stripes, white number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Romania-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Romania: marine blue body and hood, red stripes, yellow number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Romania-970x301.jpg" title="Romania: marine blue body and hood, red stripes, yellow number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Romania: marine blue body and hood, red stripes, yellow number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Spain-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Spain: red body chassis and springs, yellow hood, black number on yellow field" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Spain-970x301.jpg" title="Spain: red body chassis and springs, yellow hood, black number on yellow field" width="532" /></a></td></tr>
<tr><td class="tr-caption">Spain: red body chassis and springs, yellow hood, black number on yellow field</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Sweden-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Sweden: lower body and hood blue, upper body and hood yellow, three blue horizontal stripes on the upper part of the hood, white number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Sweden-970x301.jpg" title="Sweden: lower body and hood blue, upper body and hood yellow, three blue horizontal stripes on the upper part of the hood, white number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Sweden: lower body and hood blue, upper body and hood yellow, three blue horizontal stripes on the upper part of the hood, white number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Switzerland-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Switzerland: red body, white hood, red stripes, blue number" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_Switzerland-970x301.jpg" title="Switzerland: red body, white hood, red stripes, blue number" width="532" /></a></td></tr>
<tr><td class="tr-caption">Switzerland: red body, white hood, red stripes, blue number</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_US-970x301.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="United States: white hood and body, blue stripes, blue number on white field" border="0" data-original-height="248" data-original-width="800" height="165" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/06/IntRacing_US-970x301.jpg" title="United States: white hood and body, blue stripes, blue number on white field" width="532" /></a></td></tr>
<tr><td class="tr-caption">United States: white hood and body, blue stripes, blue number on white field</td></tr>
</tbody></table>
<div class="separator" style="clear: both; text-align: left;">
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Also not included in this list are the national racing colors for Latveria (Doom demands an apology for this insult!), Ruritania, and Vulgaria. Wakanda remained unknown to the outside world at the time.<br />
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<div>
<b>At l'art et l'automobile, we have always.</b></div>
<b><br /></b>
<b>Enjoy looking through the collection and tell us which ones you would like to own. Please Tour the gallery at <a href="https://arteauto.com/collections/razzia">arteauto.com</a>, and perhaps add a piece to your collection.</b><br />
<b><br /></b>
<b>All our best from the staff at l’art et l’automobile,</b><br />
<b><br /></b>
<b>Jacques Vaucher</b><br />
<b><br /></b>
<b>For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.</b><br />
<b><br /></b>
<b>And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, or share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a>.</b><br />
<div class="separator" style="clear: both; text-align: center;">
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Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-228822406906173984.post-87074458196007654412018-11-01T16:00:00.000-05:002018-11-01T16:00:09.568-05:00The Dangerous Life of Juan Manuel Fangio<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.grandprixhistory.org/images/fangio40.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.grandprixhistory.org/images/fangio40.jpg" data-original-height="465" data-original-width="710" height="387" width="532" /></a></div>
<div class="separator" style="clear: both; text-align: center;">
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<h2>
They Call Him 'El Maestro' for a Reason</h2>
<h4>
<br />
</h4>
<h4>
article courtesy of Grandprixhistory.org, with excerpts from Erik Shilling of Jalopnik,<br />
edited by James Karthauser</h4>
<br />
Stories about Juan Manuel Fangio, the one of the greatest Formula One drivers ever, are pretty well-trod at this point—there’s the famous 1957 German Grand Prix win, the fact that he was in his forties in his prime, the fact that he won 24 of the 51 grands prix he competed in. Less talked about is just how terrifying those races were.<br />
<br />
<a href="http://www.grandprixhistory.org/images/fangio1s.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://www.grandprixhistory.org/images/fangio1s.jpg" data-original-height="194" data-original-width="256" /></a>Affectionately known as "bandy legs" by his many fans, Juan Manuel Fangio was born in Balcarce, Argentina the son of an Italian immigrant in 1911. After military service he opened his own garage and would race in local events. These "local" events were not the weekend meetings that occur all over England but long-distance races held over mostly dirt roads up and down South America. Fangio's first race at eighteen was in a Ford taxi. One particular race, which he won in 1940, the Gran Premio del Norte was almost 10,000 kilometres long. This race between Buenos Aires, up through the Andes to Lima, Peru and back again took nearly two weeks with stages held each day. No mechanics were allowed and any repairs would have to be completed by either the driver or co-driver at the end of each stage. Following many successes driving all makes of American modified stock cars; Fangio was sponsored by the government and sent to Europe to continue his career after the end of World War II. It was not until 1949 at the age of 37 that he achieved regular success on the European circuit. In 1950 he was given a drive at Alfa Romeo. Battling with his teammate Nino Farina he ended up in second place but the die had been cast.<br />
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<a href="http://www.grandprixhistory.org/images/fangio35.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://www.grandprixhistory.org/images/fangio35.jpg" data-original-height="321" data-original-width="440" height="233" width="320" /></a>The next year Fangio won the first of his five titles. 1952 saw him suffer his first major accident, at Monza, when he broke his neck and had to miss the rest of the season. The accident may have been caused by a promise Fangio had made to take part at the race in Monza after his race in Budapest. Because he missed the connecting flight he had to drive himself the whole night from Paris to Monza. Only half an hour before the race began he arrived and took up his starting position completely overtired. He had promised to race at Monza following a race in Belfast but due to missed connections he found himself driving all night from Paris only to arrive at the circuit one half hour prior to the race. Having to start from the back of the grid he made a rare mistake and the Maserati he was driving went into a big slide. Being extremely tired his reactions were not what they would normally have been and he could not regain control of the car before it hit an earthen bank and somersaulted in the air. Fangio was thrown out and would spend the next few hours hovering near death. The following year he returned at the wheel of a Maserati and finished the season in second place. Fangio always made it his policy to garner the loyalty of the team mechanics. He told them that they would receive ten percent of any winnings. During practice for the Italian Grand Prix he complained of a severe vibration but come race day the problem had completely disappeared. The mechanics had switched cars in the middle of the night and given Fangio's vibrating car to his teammate Bonetto.<br />
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<a href="http://www.grandprixhistory.org/images/fangio2.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://www.grandprixhistory.org/images/fangio2.png" data-original-height="160" data-original-width="480" height="132" width="400" /></a>In 1954 he moved to the Mercedes team and won his second World Championship. Fangio drove twelve Grands Prix for Mercedes winning eight times. This began a string of four straight titles. In 1955 he won a particularly brutal race at the Argentine Grand Prix. The three-hour race was run during a grueling heat wave. With a track temperature of over 135º few drivers other than Fangio were able to complete the race. <br />
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In 1957 the championship arrived at the German Grand Prix at the Nurburgring where it was generally acknowledge by the Grand Prix Circus that this would be Fangio's last season. He was determined to finish on top. Fangio and Hawthorn qualified one-two and the race looked set for an epic battle. The Maserati 250F Fangio drove in that German Grand Prix win made 270 horsepower from its six-cylinder, or enough to go nearly as fast as modern race cars (in a straight line, at least.) What was different was the downforce, tires, and brakes. The car produced little to no downforce, had far inferior brakes, and had tires that were as grippy as an ice cube. Fangio started the race on half tanks and it was incumbent on him to build a large enough margin that would allow him to pit yet retained his lead. This he started to do, blistering the track at a record pace but Hawthorn and Collins in the Ferraris had other ideas. On the twelfth lap Fangio dove into the pits.<br />
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<a href="http://www.grandprixhistory.org/images/fangio1.png" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://www.grandprixhistory.org/images/fangio1.png" data-original-height="385" data-original-width="510" height="301" width="400" /></a>Even though everyone in the Maserati pits was prepared, the pit stop cost Fangio the lead when both Collins and Hawthorn thundered past. Finally the work was done and Fangio re-entered the fray. All seamed loss as Fangio was now 45 seconds behind the leading duo and few thought that even the great Fangio could make up this difference. Fangio was one of the few as he began chopping off large chunks of the gap to the leaders. In the Ferrari pit panic took hold as they pleaded for their drivers to go ever faster. Fangio would later say that he drove faster than he ever wanted to drive again. The lap record came tumbling down and he would soon be lapping at a faster average speed than that with which he had qualified! Both Collins and Hawthorn continued to race at a furious pace. Peter Lewis, the famous British journalist said that "he (Fangio) might almost have been pulling them backwards on the end of a rope for on the twentieth lap Fangio sliced eleven seconds off their lead. Fangio caught Collins first and passed him on the inside but the Englishman returned the favor and pushed Fangio back into third." The second time Fangio drew alongside and then slowly drew away. Just the Collins was hit in the eye by a stone thrown up by the Maserati's rear wheel but was saved by his goggles. Now it was Hawthorn's turn and still Fangio came on; actually driving straight on in one corner to force his way past Hawthorn. They would finish three seconds apart with Collins coming in third. The victory gave Fangio an unassailable lead in what would become his fifth and final World Championship.<br />
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<a href="http://www.grandprixhistory.org/images/fangio3.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.grandprixhistory.org/images/fangio3.png" data-original-height="360" data-original-width="600" height="319" width="532" /></a></div>
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So ended the maestro's greatest race. The Legendary racer had set nine lap records in his quest for victory, including seven in successive laps. He said afterward that he had “conquered” the ‘Ring, and that the experience on the whole was absolutely terrifying.<br />
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“Even now, these many years later, I can feel fear when I think of that race,” he said. “Only I knew what I had done, the chances I had taken.<br />
“The Nurburgring, you know, was always my favourite circuit, without any doubt. I loved it, all of it, and I think that day I conquered it. On another day, it might have conquered me, who knows? But I believe that day I took myself and the car to the limit - and perhaps a little bit more. I had never driven like that before, and I knew I never would again.”</blockquote>
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Fangio had clinched the driver’s championship at the ‘Ring, and would only race four more F1 grands prix.<br />
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In 1958, driving his last race, the French Grand Prix he finished fourth and retired. His Maserati was not competitive that day and was about to be lapped by the race leader Mike Hawthorn. As a mark of respect for the great man known as "the maestro" by his peers Hawthorn braked and allowed Fangio to cross the line ahead of him. Getting out of the car after the race he said to his mechanic simply, "It is finished." Juan-Manuel Fangio was famous for winning a race at the slowest possible speed. His record of wins against starts will probably never be matched. </div>
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Many consider Juan Manuel Fangio to be the greatest driver of all time. Several highly successful later drivers, such as Jim Clark, Alain Prost, Ayrton Senna and Michael Schumacher, have been compared with Fangio, however the qualities required for success, levels of competition, and racing rules have changed over time. His record of five World Championship titles stood for 45 years before German driver Michael Schumacher surpassed it in 2003. In his home country of Argentina, Fangio is revered as one of the greatest sportsmen the nation has ever produced. He lived until he was 84, but his memory and achievements live on, probaably embodied best by this quote:<br />
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You must always strive to be the best, but you must never believe that you are.<br />
—Juan Manuel Fangio</blockquote>
At l'art et l'automobile, we follow racing, whether it be Formula, Indy or Le Mans, almost as if it were a religion. And if one man were to be sanctified in the Church of Speed, it would be St. Fangio. To celebrate a the life of <i>El Maestro</i>, we have gathered a selection of our Fangio Artwork and Memorabilia and are presenting them here to you. Enjoy looking through the collection and tell us which ones you would like to own. Please Tour the gallery at <a href="https://arteauto.com/collections/fangio" target="_blank">arteauto.com</a>, and perhaps add a piece to your collection.<br />
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All our best from the staff at l’art et l’automobile,<br />
<br />
Jacques Vaucher<br />
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For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/" target="_blank">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
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And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/" target="_blank">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto" target="_blank">Twitter</a>, or share a photo on <a href="https://www.instagram.com/arteauto_classic/" target="_blank">Instagram</a>.Unknownnoreply@blogger.com18tag:blogger.com,1999:blog-228822406906173984.post-58896459431727082232018-10-25T16:30:00.000-05:002018-10-25T16:30:18.415-05:00Remembering Jack Juratovic<div class="separator" style="clear: both; text-align: center;">
<a href="https://assets.hemmings.com/story_image/40677-400-0.jpg?rev=1" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Jack Juratovic from Hemmings Classic Car" border="0" data-original-height="268" data-original-width="400" height="356" src="https://assets.hemmings.com/story_image/40677-400-0.jpg?rev=1" title="Jack Juratovic from Hemmings Classic Car" width="532" /></a></div>
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An Icon Passes On</h2>
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written by Mark J. McCourt, with additional words by Ken Eberts and Jacques Vaucher, edited by James Karthauser</h4>
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On October 16th, we lost a good friend and great Automotive Artist, car designer and wild character, Jack Juratovic. He left us due to cancer at age 79. He had a good life and we have great fun memories of our time spent together. Our deepest condolences to his friends and family. In memorium of this lost icon, we have dedicated this article to our friend and compatriot Jack. <br />
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Ken Eberts had this to say about his friend and business partner;</div>
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<a href="https://www.carart.us/userImages/jack-juratovic.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="363" data-original-width="540" height="215" src="https://www.carart.us/userImages/jack-juratovic.jpg" width="320" /></a></div>
Jack was a character. Larry Wood of Hot Wheels fame said it best (Larry was one of our gang at Ford Styling in the mid 60's). Every story that Lwood tells today about the wild and fun days at "Fords" and Detroit in the 60's has Jack at it's center. Yes, Jack was wild but he was also a damn good designer and promoter not to mention wheeler/dealer. The Automemories Calendar that Jack illustrated for 30 plus years is a good example of his artistic abilities. The calendars evolved from what Jack said were cartoons to exquisite renderings. He loved Automotive Art and his wonderful collection of it featured all the great automotive artists and illustrators. Jack always kept in touch with his friends and earlier this year he organized a reunion of the Ford gang of former Stylists. Jack drove us all over the southern California mountains, valleys and coastline at breakneck speeds in a new Lincoln Navigator with 7-8 passengers but never missing his line. Jack liked to drive fast and when I first met him he was racing a Jag E Type at Waterford Hills raceway. Jack was not only one of the original 6 artists who formed AFAS but he also wrote our Preamble. From the Preamble he went on to edit the premiere edition of Automotive Fine Art AFAS with a forward by Dean Batchelor and an introduction by Jacques Vaucher sandwiching my President's message. He edited and published our AFAS Quarterly (print version until digital took over). He was just as interested in AFAS today and was contributing not only his artworks but also his ideas. But best of all he was to me a loyal friend for over 50 years. I will miss him very much.</blockquote>
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Marc J. McCourt wrote this fantastic Article about Jack in <a href="https://www.hemmings.com/magazine/hcc/2005/03/Jack-Juratovic/1281142.html" target="_blank">Hemmings Motor News</a> in 2005;</div>
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<i>"I'm a practicing old-car hobbyist," says automotive fine artist Jack Juratovic. "Some artists could care less about old cars on a hands-on basis, and while I'm by no means a certified mechanic, I do like to get under the hood. I consider some of my cars to be rolling sculpture, and I love to drive them as well as simply look at them." From the 1947 Mercury convertible and 1932 Ford V-8 five-window coupe that he wrenched on in high school to the restored 1939 Mercury convertible and 1946 Lincoln Continental that he enjoys driving today, Jack's always-present passion for automotive form and function has fueled his need to create artwork that celebrates the beauty and speed of fine automobiles.</i> </blockquote>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><span style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><a href="https://arteauto.com/products/piii-and-the-mallard-giclee-print-by-jack-juratovic" target="_blank"><img alt="PIII and the Mallard giclee print by Jack Juratovic" border="0" data-original-height="334" data-original-width="500" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhcKyknPWI46GwlWC8iGCG4YSjNyev13aCXE6alhQXRZZLCNP_6R78YUWd6qu6Y3NlZGZm_jjCfmP1SiT0ogvB071EBULNl99OYMV-LwCaJQJVYWU-qv8o01hwm3jqNPf0o4s-dt4mhrwU/s320/214.jpg" title="PIII and the Mallard giclee print by Jack Juratovic" width="320" /></a></span></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="https://arteauto.com/products/piii-and-the-mallard-giclee-print-by-jack-juratovic" target="_blank">PIII and the Mallard giclee print by Jack Juratovic</a></td></tr>
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<i>"Like many kids, I drew pictures of cars all through school-I thought I wanted to become an architect. Because my guidance counselor didn't know about the field of industrial design, he steered me towards mechanical engineering, but that didn't last long," he says, with a laugh. Jack switched colleges: "Before you could study industrial design, you had to take two years of fine arts-so you're skilled to go either way in the fine or practical arts." After graduating from the Cleveland Institute of Art in 1965, he went to work in the Ford Motor Company's styling studios. He became disenchanted after two years and left, racing an SCCA B-Production Jaguar until his funds ran out. Jack went on to work at Chrysler styling, then with William Schmidt Associates, a highly regarded independent automotive design firm, before founding his own, BORT, Inc. "At William Schmidt, I learned how to run a respected design firm," he recalled. "BORT was a small design shop run by myself and Jack Purcell, a Ford stylist and my old college buddy. We hauled in professional clay modelers as moonlighters on our projects, which included the Mustang II Cobra and the Monza Mirage. Those years of generating and presenting vehicle ideas-of making sketches into 3D forms-this is how I illustrate an idea. And it's only one step further to fine art."</i> </blockquote>
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<i>"Twenty years after graduating, I started painting to keep my skills sharp. I'd always admired famed automotive illustrator Peter Helck, and when I struck up a friendship with him in the early 1980s, he gave my paintings the nod," Jack recalls with a smile. "I was involved in the first Meadow Brook Concours d'Elegance fine arts show in 1982, and I've pursued art full-time ever since then. I don't pound it out in quantity-I don't think I have that many good ideas," he laughs. "Painting is abstraction, but it has to have a good idea behind it or there's no justification."</i> </blockquote>
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<tr><td style="text-align: center;"><span style="margin-left: auto; margin-right: auto;"><a href="https://arteauto.com/products/road-and-track-november-1935-duesenberg-print-by-jack-juratovic" target="_blank"><img alt="Road and Track November 1935 Duesenberg print by Jack Juratovic" border="0" data-original-height="608" data-original-width="882" height="366" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEitQ_vFxjUbe37FPxvsQsutjMiL_hB4eRhriyot4xBpZGu5BclnstY18J4A08mOQu8kj699X24xFF9GVFiv_74C7C2_qK317maoNYilEjxhSn1pay89MhXwQjNVJa0OVk6y7drFpqXIDjk/s640/jack-juratovic-painting-1.jpg" title="Road and Track November 1935 Duesenberg print by Jack Juratovic, available at arteauto.com" width="532" /></a></span></td></tr>
<tr><td class="tr-caption"><a href="https://arteauto.com/products/road-and-track-november-1935-duesenberg-print-by-jack-juratovic" target="_blank">Road and Track November 1935 Duesenberg print by Jack Juratovic</a></td></tr>
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<i>Jack works with water-based paints, including watercolor and gouache. "Peter Helck also inspired me to try caseins, which are milk-based paints that are very permanent," he explains. "When I start a painting, I do color rough thumbnail sketches, then I replicate them on to full scale on 300-pound illustration board or gessoed masonite. I'll create a wash background to set the tone, and then paint in colors from transparent to opaque. Nearly all of the work I do is freehand. The only time I'll take a picture is if I need it to reference the details. Sometimes I'll set up 1:18-scale promo models to act as foils to other models-it's a quick check to make sure I'm drawing the perspective correctly," he explains.</i> </blockquote>
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<i>In addition to his own inspirations, Jack has created concours and historic race event posters, series paintings and an annual vintage car calendar, along with the commissioned pieces for corporations and individuals. No matter the project, Jack celebrates all facets of the automobile: "In the end, many of my paintings express how a car looked to me instead of how it looks to a camera-it's how my mind's eye imagined it. A good artist captures the essence of a car. Personally, it's an esoteric thing, the emotion of how it makes you feel."</i></blockquote>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEitYNqGxBi7UKl7h4UhTnMiQiMZi4tvy2YmZ2Pq4UdbEjbaYVZ8on_LPIgAlWPkqxQWQRnQwvfKwRfSbnGywpEy33mX6Lc0Z6EnpDYgDVgErk8x9Lg3us31hDQ9SGnQbT7WZLyGNQxTQPo/s1600/IMG_0785.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Jack and I, at the ranch with Luba " border="0" data-original-height="1166" data-original-width="1600" height="387" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEitYNqGxBi7UKl7h4UhTnMiQiMZi4tvy2YmZ2Pq4UdbEjbaYVZ8on_LPIgAlWPkqxQWQRnQwvfKwRfSbnGywpEy33mX6Lc0Z6EnpDYgDVgErk8x9Lg3us31hDQ9SGnQbT7WZLyGNQxTQPo/s640/IMG_0785.jpg" title="Jack and I, at the ranch with Luba " width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Jack and I, at the ranch with Luba </td></tr>
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We here at l'art et l'automobile, as you may know, are quite keen on artists and designers who contribute to and elevate the form of the automobile, and capture it's essence in their work. Jack Juratovic was most assuredly one of those, with the work he did for Ford and Chrysler, his independent work modeling at BORT, definitely his paintings, but more importantly his spirit. He brought liveliness and character to everyone around him, and his loss has removed a little bit of the light from the world. <br />
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Jack, we will miss you, but thanks for all the memories,<br />
<br />
<br />
Jacques. <br />
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For great automotive artwork and memorabilia, don't forget to browse the many categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. And do not hesitate to contact us if you are looking for something in particular. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</div>
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Unknownnoreply@blogger.com4tag:blogger.com,1999:blog-228822406906173984.post-23650980473790813312018-10-18T16:30:00.000-05:002018-10-18T16:30:11.074-05:00U.S. Grand Prix and Formula 1<div class="separator" style="clear: both; text-align: center;">
<a href="https://d2xpg1khvwxlf1.cloudfront.net/production/images/original/763-Circuit-of-The-Americas-Experiences-F1-USGP-Racing-Austin-094-96a3956aaf6ff8f6c01ef0a2c362cc0e.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Formula 1 returns to the United States at the Circuit of the Americas" border="0" data-original-height="449" data-original-width="800" height="298" src="https://d2xpg1khvwxlf1.cloudfront.net/production/images/original/763-Circuit-of-The-Americas-Experiences-F1-USGP-Racing-Austin-094-96a3956aaf6ff8f6c01ef0a2c362cc0e.jpg" title="Formula 1 returns to the United States at the Circuit of the Americas" width="532" /></a></div>
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After decades of trying, Formula One may finally be growing in America</h2>
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written by Sophie Bearman and Mike Larson, edited by James Karthauser</h4>
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For over 70 years, Formula One has been a premier global sport, with opulent, multi-day races held in countries across the world.<br />
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Formula One’s events are <a href="https://www.formula1.com/en/latest/headlines/2018/1/strong-growth-for-f1s-tv-and-digital-audiences-in-2017.html">wildly popular</a> — everywhere, that is, except for the United States. But that could be changing sooner than most think.<br />
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<b>European roots</b></h3>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.cnbcfm.com/api/v1/image/105315762-1530917423077farina.jpg?v=1530917720&w=708&h=398" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Italian racer Giuseppe Farina wins the world’s first Formula One Grand Prix in 1950. Photo courtesy of CNBC" border="0" data-original-height="398" data-original-width="708" height="298" src="https://image.cnbcfm.com/api/v1/image/105315762-1530917423077farina.jpg?v=1530917720&w=708&h=398" title="Italian racer Giuseppe Farina wins the world’s first Formula One Grand Prix in 1950. Photo courtesy of CNBC" width="532" /></a></td></tr>
<tr><td class="tr-caption">Italian racer Giuseppe Farina wins the world’s first Formula One Grand Prix in 1950. Photo courtesy of CNBC</td></tr>
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Since its founding, Formula One has been an international organization.<br />
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The <a href="https://www.formula1.com/en/latest/features/2016/5/f1-first-race-1950-silverstone.html">first world championship</a> was held in 1950 at Silverstone in the United Kingdom. The winning driver, Italian racer Giuseppe Farina, drove a supercharged Alfa Romeo in front of 120,000 cheering spectators — including England’s reigning monarch, King George VI.<br />
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That European race set the stage for Formula One’s global presence, excluding America.</div>
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<b>Headwinds in America</b></h3>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://autoweek.com/sites/default/files/styles/gen-1200-675/public/111309999-1.jpg?itok=9Ya_ad7e" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Formula One has a storied history in the United States. Mario Andretti sat on the pole for his first F1 start at Watkins Glen in 1968 " border="0" data-original-height="450" data-original-width="800" height="298" src="https://autoweek.com/sites/default/files/styles/gen-1200-675/public/111309999-1.jpg?itok=9Ya_ad7e" title="Formula One has a storied history in the United States. Mario Andretti sat on the pole for his first F1 start at Watkins Glen in 1968 " width="532" /></a></td></tr>
<tr><td class="tr-caption">Formula One has a storied history in the United States. Mario Andretti sat on the pole for his first<br />
F1 start at Watkins Glen in 1968. Photo By Lat Photographic</td><td class="tr-caption"><div style="text-align: center;">
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Logistically, it’s hard to be a Formula One fan in America. Most of the races take place in Europe, so watching live events often means waking up at the crack of dawn. The U.S. also has its own motor sports to watch like IndyCar and NASCAR, which has been around since the 1940s.<br />
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Peter Habicht is the founder of Formula One's largest fan group in America, located in San Francisco. The group has about 2,500 members.<br />
<br />
“We have a difficult time following a lot of the European races because they go on at about five in the morning, so it’s a challenging proposition to get a group together, usually at a sports bar, to watch a live start of a race,” said Habicht.<br />
<br />
Unlike basketball or football, Formula One racing provides very few American drivers to cheer on: The <a href="http://www.espn.com/f1/story/_/id/17822394/finding-next-mario-andretti-america-long-wait-formula-one-champion">last American to win a race</a> was Mario Andretti, and that was at the Dutch Grand Prix in 1978.<br />
<br />
“The sport, under prior stewardship, began to move wherever the money was the highest," said Leo Hindery, InterMedia Partners managing partner and a former race car driver.<br />
<br />
"And that left Formula One in places like Kuala Lumpur, Malaysia, Bahrain, Abu Dhabi, Singapore, Shanghai, none of which is bad for the sport except for in the process of doing that, they neglected to maintain a footprint here in the United States,” said Hindery, a Formula One promoter.<br />
<br />
In 2005, the U.S. Grand Prix didn't turn out as Formula One might have hoped. <a href="https://www.theguardian.com/sport/2005/jun/20/formulaone.formulaone20051">Media reports at the time called it a disaster</a>. At the very last minute, fourteen cars were forced to withdraw due to safety concerns. Most fans left the event feeling disappointed and cheated of their money. The race they’d come to see didn’t deliver.<br />
<br />
“It was a low point, for sure, in American Formula One history,” said Habicht.<br />
<br />
<h3>
<b>Improving relations with the US</b></h3>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://autoweek.com/sites/default/files/styles/gen-1200-675/public/111309999-8.jpg?itok=kjfJ9D4s" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Ayrton Senna leads the field at the United States Grand Prix at Phoenix in 1989." border="0" data-original-height="450" data-original-width="800" height="298" src="https://autoweek.com/sites/default/files/styles/gen-1200-675/public/111309999-8.jpg?itok=kjfJ9D4s" title="Ayrton Senna leads the field at the United States Grand Prix at Phoenix in 1989." width="532" /></a></td></tr>
<tr><td class="tr-caption">Ayrton Senna leads the field at the United States Grand Prix at Phoenix in 1989. Photo By Lat Photographic</td></tr>
</tbody></table>
<br />
<br />
Still, the future of Formula One in America may be getting brighter. Competitor NASCAR has had an <a href="https://www.cnbc.com/2018/05/27/nascar-racing-fans-sponsors-viewers.html">undeniably rough few years</a>, which could be a boon for Formula One. More importantly, Formula One has had a <a href="https://www.cnbc.com/2018/04/19/f1-motor-racing-pivots-to-a-new-entertainment-brand.html">significant change in leadership</a>: In early 2017, it was acquired by Liberty Media, a U.S. company, for $8 billion.<br />
<br />
Formula One’s new CEO, Chase Carey, has high hopes for the sport in America, <a href="https://www.cnbc.com/2017/01/23/liberty-completes-f1-takeover-ecclestone-replaced.html">telling CNBC at the time of the acquisition</a> that he wanted to make the races feel more like Super Bowl events with mobile content, and behind-the-scenes access available for fans.<br />
<br />
“Put an organization in place that lets us make these events everything they can be, reaches out across digital media that we're not connecting to today [and] build a marketing organization that connects to fans [and] enables fans to connect to the sport,” said Carey.<br />
<br />
One year later and <a href="https://www.cnbc.com/2018/05/11/formula-one-miami-grand-prix-approved-lewis-hamilton-isnt-happy.html">expansion in America is already happening</a>: a new Miami street circuit Grand Prix will be added to the calendar in 2019. The race would be in addition to the U.S. Grand Prix. Hindery predicted there will be a race in the Northeast, possibly New Jersey, within the next two to three years as well.<br />
<br />
<h3>
<b>America's untapped market</b></h3>
<div>
<b><br /></b></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.cnbcfm.com/api/v1/image/105315726-1530914869552gettyimages-865151646.jpg?v=1530914979&w=708&h=472" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Fans greet racer Lewis Hamilton of Mercedes and Great Britain during the United States Formula One Grand Prix in 2017." border="0" data-original-height="472" data-original-width="708" height="354" src="https://image.cnbcfm.com/api/v1/image/105315726-1530914869552gettyimages-865151646.jpg?v=1530914979&w=708&h=472" title="Fans greet racer Lewis Hamilton of Mercedes and Great Britain during the United States Formula One Grand Prix in 2017." width="532" /></a></td></tr>
<tr><td class="tr-caption">Fans greet racer Lewis Hamilton of Mercedes and Great Britain during the United States Formula One<br />
Grand Prix in 2017. Photo courtesy of CNBC</td></tr>
</tbody></table>
<br />
There’s a lot of <a href="https://www.cnbc.com/2017/09/11/americans-spend-56-billion-on-sporting-events.html">money to be gained</a> from ticket sales, advertisers and sponsors in America. U.S. consumers shelled out $56 billion to attend sporting events in 2016, according to <a href="https://www.creditcards.com/credit-card-news/sporting-event-spending-poll.php">a study by CreditCards.com</a>.<br />
<br />
“You have 325 million people in the United States which, just in sheer numbers, is an audience you shouldn’t leave behind,” explained Hindery.<br />
<br />
Formula One could use the economic boost. In 2012, FinanceAsia, a Hong Kong-based financial news publication, <a href="https://www.reuters.com/article/us-cvc-formulaone/blackrock-others-buy-1-6-billion-stake-in-f1-sources-idUSBRE84L03G20120522">reported Formula One's valuation</a> was $9.1 billion. That means over the four-year period between that valuation and the subsequent $8 billion purchase, it lost 12 percent of its value.<br />
<br />
However, it’s not a sure thing that Formula One will catch on in the States. U.S. Grand Prix attendance <a href="https://www.formula1.com/en/latest/headlines/2017/12/f1-spectator-figures-for-2017-hit-four-million.html">fell in 2017 by 4.4 percent</a> from the year prior. And there are <a href="https://www.autosport.com/f1/news/133868/haas-no-american-drivers-ready-for-f1">no American drivers</a> racing in Formula One this year.<br />
<br />
But if there’s ever a time for Formula One to capture America’s hearts, it’s now. With NASCAR struggling and new American F1 leadership, it’s possible the pastime can make a permanent mark on U.S. soil.</div>
<div>
<br /></div>
<h3>
U.S. Grand Prix history review as Austin prepares for Formula One</h3>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://autoweek.com/sites/default/files/styles/gen-1200-675/public/111309999-3.jpg?itok=HJzUqh_c" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Stirling Moss at the 1960 United States Grand Prix at Riverside." border="0" data-original-height="450" data-original-width="800" height="298" src="https://autoweek.com/sites/default/files/styles/gen-1200-675/public/111309999-3.jpg?itok=HJzUqh_c" title="Stirling Moss at the 1960 United States Grand Prix at Riverside." width="532" /></a></td></tr>
<tr><td class="tr-caption">Stirling Moss at the 1960 United States Grand Prix at Riverside. Photo By Lat Photographic</td></tr>
</tbody></table>
<br />
<br />
On Sunday October 22nd, Formula 1 returns to the U.S. for the first time with the U.S. Grand Prix in Austin, Texas, at the brand new, world-class race track, the Circuit of the Americas. Having resumed Formula 1 racing in 2007, bringing the sport back to the U.S. for the first time since 2007 at Indianapolis Motor Speedway, this race should be an enormous boon to the push for the sport in America.<br />
<div>
<br />
Although F1 has had a long and at times troubled relationship with the American market, the sport also has a rich history here. Since 1950, the U.S. has hosted 62 F1 events, including races at Watkins Glen, Sebring, the streets of Detroit and several others. As some F1 fans prepare to head to Austin while others plan to watch the U.S. Grand Prix on television, here's a quick recap of F1 racing's American history.<br />
<br />
1950-1960—Indianapolis 500: OK, technically this was not a traditional Formula One race, let alone a road-course race. But 11 times from 1950-1960, the Indianapolis 500 counted as a round of the world championship, with points scored at Indy adding to F1 drivers' season tally.<br />
<br />
1959—Sebring: In 1959, the U.S. hosted two F1 races for the first time. In addition to the Indy 500, F1 added the United States Grand Prix to its schedule. The race, held at Sebring International Raceway in Florida, was the ninth and final round of the 1959 season.<br />
<br />
1960—Riverside: In 1960, the United States Grand Prix moved from Sebring to the famous—and today much missed—Riverside International Raceway in Riverside, Calif. Promoters had a difficult time drumming up interest for the Sebring race the previous year, and had similar problems with the Riverside race. It wasn't until the following year when F1 moved to Watkins Glen International in upstate New York that American fans started to embrace Grand Prix racing.<br />
<br />
1961-1980—Watkins Glen: After running the United States Grand Prix at two different venues in 1959 and 1960, the event finally found a somewhat permanent home in 1961. Originally, Daytona International Speedway was supposed to host the 1961 event, but an agreement couldn't be made. In the end, F1 went to Watkins Glen, where it remained for almost 20 years.<br />
<br />
1976-1983—Long Beach: After a 16-year hiatus, F1 returned to the West Coast in 1976. Dubbed the United States Grand Prix West, the race found a home in Long Beach for seven seasons. The Long Beach races also marked the first time a city street circuit was used in the U.S., and the event is credited with having a major impact on turning the city around and increasing its desirability as a place to live. Of course, when F1 left after the 1983 race, Long Beach continued to host the CART World Series, and today hosts the Izod IndyCar Series and American Le Mans Series. But it was F1 that started the city's ongoing affair with auto racing.<br />
<br />
1981-1982—Las Vegas: F1 left Watkins Glen after the 1980 running of the United States Grand Prix. The U.S. did continue to host the final race of the F1 season, but in Las Vegas. For two seasons, F1 participated in the Caesars Palace Grand Prix, which featured a surprisingly decent—if rather flat—track layout in the parking lot of the famous Las Vegas hotel. When F1 did not return to Las Vegas, the CART World Series added the race to its schedule in 1983 and 1984.<br />
<br />
1982-1988—Detroit: The year 1982 marked the first and only time that three F1 races have appeared in the United States during a single season. In addition to races in Long Beach and Las Vegas, downtown Detroit hosted its own street race. The circuit was bumpy—no surprise to Michigan drivers—tight and demanding. Alas, F1 could not come to an agreement with the host city for 1989, whereupon CART once again added Detroit to its schedule.<br />
<br />
1984—Dallas: Although this weekend's U.S. Grand Prix marks F1's first visit to Austin, the series is no stranger to Texas. In 1984, Fair Park in Dallas was converted to an F1 circuit to host the Dallas Grand Prix. The race turned out to be a one-off event, and it was plagued when high ambient temperatures caused the track surface to break apart. Drivers said it was the roughest circuit they had encountered, and the race was a significant physical challenge for the Grand Prix aces. Keke Rosberg won the race, but Nigel Mansell put on a memorable show by hitting a wall on the final lap, coming to a stop and attempting to push his car over the finish line. Instead he collapsed, exhausted by the heat on the rough circuit.<br />
<br />
1989-1991—Phoenix: After the final race in Detroit in 1988, F1 wanted a new venue. It came down to either Laguna Seca in California and the streets of Phoenix, and Phoenix got the nod. From 1989-1991, the United States Grand Prix found its home in Arizona, and the first event, held in June, roasted drivers and spectators with temperatures exceeding 100 degrees. The organizers learned a lesson; Phoenix's next two races were held in March.<br />
<br />
1992-1999—Hiatus: There were no F1 races held in the U.S. during this time period, and some began to wonder if the sport would ever return. And then along came Indianapolis . . .<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://autoweek.com/sites/default/files/styles/gen-1200-675/public/111309999-9.jpg?itok=fJt4JEr0" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="450" data-original-width="800" height="298" src="https://autoweek.com/sites/default/files/styles/gen-1200-675/public/111309999-9.jpg?itok=fJt4JEr0" width="532" /></a></td></tr>
<tr><td class="tr-caption">The 2007 United States Grand Prix at Indianapolis Motor Speedway. Photo By Lat Photographic</td></tr>
</tbody></table>
<br />
<br />
2000-2007—Indianapolis: After a nine-year absence, F1 came back to the U.S. in a huge way and to much fanfare in 2000. The series returned to its American roots, racing at Indianapolis Motor Speedway, after then-Speedway boss Tony George invested millions to build a road course inside the world-famous oval. Not only that, but George dropped millions more to construct modern F1-spec garages, offices and a new pagoda and media center on the oval's front straight.<br />
<br />
That first year, in 2000, the venue offered the largest F1 crowd in history as more than 250,000 fans flooded the giant facility, and it looked like a smash hit that would cement the series in the U.S.<br />
<br />
However, the race—and F1 in particular—suffered major backlash in 2005 when cars using Michelin tires were forced to withdraw due to concerns their tires would fail on the Speedway's banking. With 14 entries using Michelins, that left only six cars on Bridgestone tires to start the race. Fans were not impressed.<br />
<br />
Still, Indy hosted two more races, and though the crowds fell off significantly, the attendance was still strong compared to other F1 events around the world. Nevertheless, George found F1 boss Bernie Ecclestone's financial demands for 2008 too high to make a profit, and the U.S. bid goodbye to Grand Prix racing yet again.<br />
<br />
U.S. Grand Prix Winners<br />
<br />
2007, Indianapolis: Lewis Hamilton, McLaren-Mercedes<br />
<br />
2006, Indy: Michael Schumacher, Ferrari<br />
<br />
2005, Indy: Michael Schumacher, Ferrari<br />
<br />
2004, Indy: Michael Schumacher, Ferrari<br />
<br />
2003, Indy: Michael Schumacher, Ferrari<br />
<br />
2002, Indy: Rubens Barrichello, Ferrari<br />
<br />
2001, Indy: Mika Häkkinen, McLaren-Mercedes<br />
<br />
2000, Indy: Michael Schumacher, Ferrari<br />
<br />
1991, Phoenix: Ayrton Senna, McLaren-Honda<br />
<br />
1990, Phoenix: Ayrton Senna, McLaren-Honda<br />
<br />
1989, Phoenix: Alain Prost McLaren-Honda<br />
<br />
1988, Detroit: Ayrton Senna, McLaren-Honda<br />
<br />
1987, Detroit: Ayrton Senna, Lotus-Honda<br />
<br />
1986, Detroit: Ayrton Senna, Lotus-Renault<br />
<br />
1985, Detroit: Keke Rosberg, Williams-Honda<br />
<br />
1984, Dallas: Keke Rosberg, Williams-Honda<br />
<br />
1984, Detroit: Nelson Piquet, Brabham-BMW<br />
<br />
1983, Detroit: Michele Alboreto, Tyrrell-Ford<br />
<br />
1983, Long Beach: John Watson, McLaren-Ford<br />
<br />
1982, Detroit: John Watson, McLaren-Ford<br />
<br />
1982, Las Vegas: Michele Alboreto, Tyrrell-Ford<br />
<br />
1982, Long Beach: Niki Lauda, McLaren-Ford<br />
<br />
1981, Las Vegas: Alan Jones, Williams-Ford<br />
<br />
1981, Long Beach: Alan Jones, Williams-Ford<br />
<br />
1980, Long Beach: Nelson Piquet, Brabham-Ford<br />
<br />
1980, Watkins Glen: Alan Jones, Williams-Ford <br />
<br />
1979, Long Beach: Gilles Villeneuve, Ferrari<br />
<br />
1979, Watkins Glen: Gilles Villeneuve, Ferrari<br />
<br />
1978, Long Beach: Carlos Reutemann, Ferrari<br />
<br />
1978, Watkins Glen: Carlos Reutemann, Ferrari <br />
<br />
1977, Long Beach: Mario Andretti, Lotus-Ford<br />
<br />
1977, Watkins Glen: James Hunt, McLaren-Ford <br />
<br />
1976, Long Beach: Clay Regazzoni, Ferrari<br />
<br />
1976, Watkins Glen: James Hunt, McLaren-Ford <br />
<br />
1975, Watkins Glen: Niki Lauda, Ferrari<br />
<br />
1974, Watkins Glen: Carlos Reutemann, Brabham-Ford<br />
<br />
1973, Watkins Glen: Ronnie Peterson, Lotus-Ford<br />
<br />
1972, Watkins Glen: Jackie Stewart, Tyrrell-Ford<br />
<br />
1971, Watkins Glen: Francois Cevert, Tyrrell-Ford<br />
<br />
1970, Watkins Glen: Emerson Fittipaldi, Lotus-Ford <br />
<br />
1969, Watkins Glen: Jochen Rindt, Lotus-Ford <br />
<br />
1968, Watkins Glen: Jackie Stewart, Matra-Ford<br />
<br />
1967, Watkins Glen, Jim Clark, Lotus-Ford<br />
<br />
1966, Watkins Glen: Jim Clark, Lotus-BRM<br />
<br />
1965, Watkins Glen: Graham Hill, BRM<br />
<br />
1964, Watkins Glen: Graham Hill, BRM<br />
<br />
1963, Watkins Glen: Graham Hill, BRM<br />
<br />
1962, Watkins Glen: Jim Clark, Lotus-Climax<br />
<br />
1961, Watkins Glen: Innes Ireland, Lotus-Climax<br />
<br />
1960, Riverside: Stirling Moss, Lotus-Climax<br />
<br />
1959, Sebring: Bruce McLaren, Cooper-Climax<br />
<br />
<br />
<br />
At l'art et l'automobile, we are Formula 1 fans of a ravenous nature, and wish to celebrate our love of the sport with you, as well as to assist you in your collecting of Formula 1 artwork and memorabilia. <br />
<br />
Enjoy looking through the collection and tell us which ones you would like to own. Please Tour the gallery at <a href="https://arteauto.com/collections/formula-1">arteauto.com</a>, and perhaps add a piece to your collection.<br />
<br />
Enjoy the Race,<br />
<br />
<br />
Jacques Vaucher<br />
<br />
For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</div>
Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-228822406906173984.post-32211575742109723282018-10-11T16:30:00.000-05:002018-10-22T13:04:20.334-05:00They're Silver Arrows, Right...?<div class="separator" style="clear: both; text-align: center;">
<a href="https://assets.hemmings.com/blog/wp-content/uploads//2018/05/1280px-1934Mercedes-BenzW25-side_Goodwood_2009-970x646.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Jochen Mass in a W25 at Goodwood. Photo by Bahnfrend." border="0" data-original-height="533" data-original-width="800" height="354" src="https://assets.hemmings.com/blog/wp-content/uploads//2018/05/1280px-1934Mercedes-BenzW25-side_Goodwood_2009-970x646.jpg" title="Jochen Mass in a W25 at Goodwood. Photo by Bahnfrend." width="532" /></a></div>
<h2>
</h2>
<h2>
So that story you’ve heard about how silver became Germany’s national racing color? Not really true.</h2>
<div>
<h3 style="box-sizing: border-box; line-height: 1.1; margin-bottom: 15px !important; margin-top: 10px !important;">
</h3>
<h4>
Daniel Strohl of <a href="https://www.hemmings.com/blog/2018/06/04/so-that-story-youve-heard-about-how-silver-became-germanys-national-racing-color-not-really-true/" target="_blank">Hemmings</a> on Jun 4th, 2018, edited by James Karthauser</h4>
<div>
<br /></div>
Pop open any book discussing Mercedes-Benz racing history and guaranteed that book will include the story about how, faced with overweight W25 racing cars, the Mercedes-Benz racing team decided to strip all the paint from the aluminum-bodied cars, thus setting the precedent for silver to become the German national racing color. Except, according to a handful of historians fighting corporate PR and decades of tradition, it’s all hokum.<br />
<br />
“It’s a great story, and it would be nice if it were remotely true,” said <a href="http://independent.academia.edu/HDonaldCapps">Don Capps</a>, a longtime member of the <a href="http://autohistory.org/">Society of Automotive Historians</a> who plans to discuss the German racing silver origin myth in an upcoming talk at the International Motor Racing Research Center. “But one of the problems with auto racing history is that once these things become established, it gets really difficult to bother people with the facts.”<br />
<br />
So let’s start with the facts. In October 1932, the directors of the Association Internationale des Automobile Clubs Reconnus – the forerunner to the Fédération Internationale de l’Automobile – decided that Grand Prix racing had become too fast and too dangerous so, rather than limit the size of competitors’ engines, they decreed a new formula for the 1934 season, essentially unlimited save for the 750 kilogram maximum weight, or about half the weight of most competitive race cars.<br />
<br />
Theoretically, according to Louis Sugahara, who wrote and illustrated “<a href="https://amzn.to/2LakJNt">Mercedes-Benz Grand Prix Race Cars, 1934-1955</a>,” reducing vehicle weight meant reducing engine size in an era before widespread use of durable lightweight alloys for engines; AIACR officials had hoped the weight limit would cap engine sizes at about 2.5 liters. That size instead became a basement for engine displacement among the various competitors.<br />
<br />
At first, Mercedes-Benz had no intention to join the fray. The automaker officially suspended its racing program in 1930 as the Depression took hold and as its SSK cars were nearing the limits of their potential. <a href="http://www.grandprixhistory.org/neub_bio.htm">Alfred Neubauer</a>, who helmed the racing program, reportedly considered leaving Mercedes-Benz to join his old colleague Ferdinand Porsche at Auto Union, but remained after Mercedes-Benz board chairman Wilhelm Kissel promised the company would soon return to racing.<br />
<br />
That return came in 1933 after Jakob Werlin, who served as Mercedes-Benz’s liaison with the Nazi party, convinced the German Ministry of Transport to subsidize the company’s Grand Prix efforts to the tune of half-a-million Reichsmarks per year. Though that money would later be split between Mercedes-Benz and Auto Union, it still provided sufficient incentive for Mercedes-Benz engineers Hans Nibel and Max Wagner to begin work on a modern aerodynamic racing machine, the W25, powered by a 3.36-liter 32-valve supercharged double overhead-camshaft straight-eight located ahead of the driver.<br />
<br />
As before, Neubauer led the racing team, and while he couldn’t get Rudolf Caracciola to immediately return to the team due to an injury, he did get <a href="https://www.theguardian.com/news/2003/feb/08/guardianobituaries.germany">Manfred von Brauchitsch</a>, another proven Mercedes driver, to sign with the team again. Despite promising early tests, the W25 wouldn’t be ready to actually start a race until June 1934, when Neubauer and his team showed up at the Eifelrennen at Germany’s Nürburgring.<br />
<br />
For purposes of illustrating the myth, here’s what Sugahara had to say about what transpired there:<br />
<br />
<blockquote class="tr_bq">
<i>On the eve of the race, the Mercedes team discovered that the weight of the W25 was one kilogram above the 750 kg regulation. Apparently, weight control had been neglected somewhat during the repeated modification work. On the night before the race, everyone was in a somber mood, as they all knew it would be almost impossible to shed one kilogram. It was then that von Brauchitsch shouted in desperation, “How about filing down the paint?” This inspired Neubauer, and the team worked throughout the night, carefully filing off and polishing the aluminum skin until they had barely succeeded in reducing the weight by one kilogram.</i></blockquote>
<blockquote class="tr_bq">
<i>From then on, the factory color of Mercedes became metallic silver, and the race cars were nicknamed “Silver Arrows.” Auto Union, too, decided on the same silver color, eventually making silver the national racing color of Germany. After the war, Porsche painted its race cars silver, too.</i></blockquote>
<br />
(Other passages recounting the story often give sole credit to Neubauer for the idea, which is not surprising for reasons we’ll see shortly.)<br />
<br />
A critical reading of that passage should raise all sorts of red flags. If the team had indeed neglected weight control on the cars, it shouldn’t have caused them much consternation to find a kilogram here or there. And if it were up to the racing teams to decide their nation’s racing colors, it’s far from likely that Auto Union, furiously competing against Mercedes-Benz for Nazi Reichsmarks, would just go along with whatever color Mercedes-Benz haphazardly chose.</div>
<div>
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/05/SilverArrow_2000-970x1288.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="602" height="400" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/05/SilverArrow_2000-970x1288.jpg" width="300" /></a></td></tr>
<tr><td class="tr-caption"><div style="text-align: center;">
Alfred Neubauer directs driver Manfred von Brauchitsch </div>
<div style="text-align: center;">
(piloting a W125 Mercedes-Benz “Silver Arrow”)</div>
<div style="text-align: center;">
during a pause at the 1937 Grand Prix of Germany</div>
<div style="text-align: center;">
at the Nürburgring. Photo courtesy the</div>
<div style="text-align: center;">
IMRRC Werner Winter Collection.</div>
</td></tr>
</tbody></table>
<div>
Instead, as Capps pointed out, AIACR assigned racing colors to the various countries in 1908 or thereabouts: France got blue, Belgium yellow, Italy red, the U.K. green, and Germany white. However, due to white and silver sharing the same <a href="http://www.heraldica.org/topics/tincturs.htm">heraldry tincture</a>, Mercedes-Benz had a long history of using the colors interchangeably on its race cars.<br />
<br />
“We have photos back to 1924 of cars raced by the factory painted silver,” Capps said. “And we have photographic evidence directly from the Mercedes-Benz archives that shows the W24 cars were painted silver before the June 1934 race.”<br />
<br />
Indeed, as historian Doug Nye <a href="https://www.telegraph.co.uk/motoring/motorsport/2749203/The-history-of-the-Silver-Arrows.html">pointed out</a>, von Brauchitsch’s silver-painted Mercedes SSKL was described as a “Silver Arrow” in 1932 and a Mercedes-Benz press release from March of 1934 used the same terminology to describe the W25.<br />
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The story about sanding off the paint prior to the Eifelrennen, according to Capps, likely originated with Neubauer himself, who published his biography in German in 1958 and again in English in 1960 (as “<a href="https://amzn.to/2swqA8l">Speed Was My Life</a>“). “Prior to that, there was no mention of the story anywhere,” Capps said. “Then after 1960 or so, the story pops up all over the place.”<br />
<br />
Neither Capps nor Nye are the first to call the story out. In fact, Daimler-Chrysler convened a symposium in 2007 to discuss that era and to open up the company’s archives to historians. However, despite the evidence to the contrary, Capps said the company – which <a href="https://www.media.mbusa.com/releases/mercedes-benz-creates-historical-silver-arrow-display-to-mark-75th-anniversary?firstResultIndex=0&sortOrder=PublishedDescending">celebrated the 75th anniversary of the Silver Arrows in 2009</a> at the Pebble Beach Concours d’Elegance – still includes the Neubauer myth on placards at its museum, and the company <a href="http://media.daimler.com/marsMediaSite/en/instance/ko/Magical-moments-The-hour-of-the-Silver-Arrows-The-vehicles.xhtml?oid=9904198">continues to repeat the myth in current press and promotional literature</a>.<br />
<br />
Correcting the historical record is “easier said than done,” Capps said. “Mercedes-Benz has made it very clear that they enjoy the myth and don’t bother them with the facts.”<br />
<br />
Which is not to say Capps concedes. Instead, his talk at the IMRRC, which he describes as a followup to the 2007 symposium, will delve into the evidence that debunks the myth and show how automotive historians go about researching such topics.</div>
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<div>
<b>At l'art et l'automobile, we have followed every kind of auto racing for decades, and a shining silver star crowning most of the Auto Racing Circuits has to be the racing teams of Mercedes-Benz. Their power, technology, teamwork and that iconic silver paint shine so brightly on the racing world, that many teams and manufacturers are forced to do everything they can just to pull themselves from that shadow. In honor of the Manufacturer's prowess, we have gathered all of our Mercedes Artwork and Memorabilia into one collection, and present them here to you.</b></div>
<b><br /></b>
<b>Enjoy looking through the collection and tell us which pieces you would like to own. Please Tour the gallery at <a href="https://arteauto.com/collections/mercedes-collection" target="_blank">arteauto.com</a>, and perhaps add a piece to your collection.</b><br />
<b><br /></b>
<b>Prost!</b><br />
<b><br /></b>
<b>Jacques Vaucher</b><br />
<b><br /></b>
<b>For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.</b><br />
<b><br /></b>
<b>And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, or share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a>.</b></div>
Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-228822406906173984.post-9353241571268324772018-10-04T16:30:00.000-05:002018-10-04T16:30:02.542-05:00Razzia’s Niche<div class="separator" style="clear: both; text-align: center;">
<a href="https://d2jv9003bew7ag.cloudfront.net/uploads/Razzia-Gerard-Courbouleix-Deneriaz-Louis-Vuitton-Classic-China-Run-detail-Image-courtesy-of-the-Addicted-Art-Gallery.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Louis Vuitton China Run 1998 large original poster by Razzia" border="0" data-original-height="400" data-original-width="800" height="266" src="https://d2jv9003bew7ag.cloudfront.net/uploads/Razzia-Gerard-Courbouleix-Deneriaz-Louis-Vuitton-Classic-China-Run-detail-Image-courtesy-of-the-Addicted-Art-Gallery.jpg" title="Louis Vuitton China Run 1998 large original poster by Razzia" width="532" /></a></div>
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<strong style="caret-color: rgb(32, 32, 32); color: #202020; font-family: Helvetica;"><br />
</strong></h2>
<h2>
<strong style="font-family: helvetica;"><span style="color: white;">A Talented Artist Finds his Niche</span></strong></h2>
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<h4>
by Jacques Vaucher</h4>
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In an age when most poster art is computer generated, Razzia is one of the world’s only modern day “poster artist”. During the Golden age of posters, late 1800’s and early 1900’s, before television and certainly computers, advertisers employed the best artists they could find to make interesting and unique renderings of the product they wished to sell or advertise. This was done in order to impact the market and stand out from their competitors with a strong image. In most cases the artist would produce a painting which when approved would be lithographed in a larger size with the appropriate text. Razzia still conceives his posters from an original painting, a technique not common in this day and age. Razzia lives and works outside Paris and has done numerous posters for Louis Vuitton worldwide including the Bagatelle Concours of Elegance and the America’s Cup Challenge. Producing poster images for them established Razzia as an automotive artist to much of his delight as he is an automobile and Formula 1 enthusiast who owns and has owned a few Porsches, Mini Cooper and Triumphs. Since 1985, Razzia has created close to 30 different automobile images for the Louis Vuitton sponsored rallies and Concours d’ Elegance they have organized around the world.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjU36IgcVrzd_B_pqn299VO-3orFFZxHm15wfid3kQXw4blRVd52UF5CIvqp9XFlLVZlnJAUmuDmOWiUOhyphenhyphenwt11T30Od0ngeUImUmInGCvX48dAEfFg9oY3ABr-zkMLTd2WeBWvX6kGwXU/s1600/razziatravellingwithstyle.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="712" data-original-width="501" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjU36IgcVrzd_B_pqn299VO-3orFFZxHm15wfid3kQXw4blRVd52UF5CIvqp9XFlLVZlnJAUmuDmOWiUOhyphenhyphenwt11T30Od0ngeUImUmInGCvX48dAEfFg9oY3ABr-zkMLTd2WeBWvX6kGwXU/s640/razziatravellingwithstyle.jpg" width="448" /></a></div>
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Other clients for which he has worked include Stetson hats, Lancia Automobiles, L’Oreal, International Prêt à Porter Feminin (France), Bloomingdale’s, Macy’s in the U.S., Harrods in the U.K., the Nice Jazz Festival, the City of Deauville, several brand name Champagnes and several restaurants in Paris and New York. Among collectors around the world are Elton John, Jackie Collins and Michael Caine. His work has been shown in every major city around the world and is highly collected.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjsJoZctPpcK_oht2OKDbz0bNjP_6mjbtow6JkX2xmnDvvTrsR4v6gsCdewNUIuZbaw9tr-s0w6hEV_uXKV6Ph1CeEnEl1hYHz4umptguUVKyEAZ4mzEyRfaH6sIHeccbfWxNxn-K4fLE0/s1600/razziawaddesdon2004.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Louis Vuitton Classic 2004 Waddesdon Manor Concours d'Elegance U.K. large poster by Razzia" border="0" data-original-height="500" data-original-width="375" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjsJoZctPpcK_oht2OKDbz0bNjP_6mjbtow6JkX2xmnDvvTrsR4v6gsCdewNUIuZbaw9tr-s0w6hEV_uXKV6Ph1CeEnEl1hYHz4umptguUVKyEAZ4mzEyRfaH6sIHeccbfWxNxn-K4fLE0/s640/razziawaddesdon2004.jpg" title="Louis Vuitton Classic 2004 Waddesdon Manor Concours d'Elegance U.K. large poster by Razzia" width="480" /></a></td></tr>
<tr><td class="tr-caption">Louis Vuitton Classic 2004 Waddesdon Manor Concours d'Elegance U.K. poster by Razzia</td></tr>
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<br />
Possibly the best description of Razzia’s work, as well as his contribution to posters and the art world is this excerpt from the forward of the book: Razzia; 25 Years of Poster Art<br />
<br />
<blockquote class="tr_bq">
Razzia’s Posters embody perfect communication with modern cool in an elegant, crisp style. In his somewhat surreal, stylized brevity we find a technique that is uniquely his own, although ripples of past master can be observed throughout. Cappiello, Erte and Broders are incorporated into Razzia’s works as stylistic touches without resorting to mimicry.<br />
<br />
I see razzia’s work as divided into two groups. The first is best described as illustrative, with outstanding examples being the Café de Flore and the Bistro du Nord posters, the stetson design and his many Louis Vuitton images. All are persuasive and decorative visions.<br />
<br />
The second group - in my opinion the most compelling - is comprised of posters that attract viewers with their graphic simplicity and unflinching clarity: images such as the Cigar advertisement, the Pasta poster (without a doubt Razzia’s signature piece), Prêt à Porter, the Deauville swimmer, the Bugatti Atlantic and the Lancia (which I fondly remember also having been hand-painted on the side of a ten-story building off the Périphérique road that encircles Paris). I believe that it is in these bold, concise, focused images that we see the strength and graphic through-line of Razzia’s promotional narrative.</blockquote>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiuchfezBE9maeQKElk9-HnmCcoG_ojG9HvghbR04k-YihFM9ppBD-SXw77sFuND9MHilRyCgQ68PokOGgqfme0hOpoQoa6RCeyUzp3HJnNv-PO0mxl5hGdgImvmkFA9lgiqJmfkHXoCn4/s1600/pasta_razzia_b.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Razzia's Famous "Pasta" Poster, available in the collection at arteauto.com" border="0" data-original-height="1600" data-original-width="1190" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiuchfezBE9maeQKElk9-HnmCcoG_ojG9HvghbR04k-YihFM9ppBD-SXw77sFuND9MHilRyCgQ68PokOGgqfme0hOpoQoa6RCeyUzp3HJnNv-PO0mxl5hGdgImvmkFA9lgiqJmfkHXoCn4/s640/pasta_razzia_b.jpg" title="Razzia's Famous "Pasta" Poster, available in the collection at arteauto.com" width="476" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Razzia's Famous "Pasta" Poster, available in the collection at <a href="http://arteauto.com/">arteauto.com</a></td></tr>
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<blockquote class="tr_bq">
<br />
But make no mistake about it: Razzia is the last of a dying breed. Quite possibly, he represents a glorious Art Deco conclusion to the contemporary possibilities of the poster. To look at his work is to be mesmerized by his graphic inventiveness and yet one cant quite ignore the fact that in his creations we see the work of the last artist who, at present, can legitimately be called a posterist.<br />
Sadly, the poster as a viable marketing tool has been in a steady decline. From magazine and television ads to the advent of internet advertising, it’s not hard to see the writing on the wall. Today’s global firms hire the finest artists and craftsmen to make 30-second commercials; they don’t commission posters to be dispersed with their anachronistic distribution system. And on the odd occasion a poster is actually commissioned by advertisers, instead of hiring a top graphic artist to do the job: they hire a fine-art painter in an effort to produce “arty” promotions. Look no further than the yearly French Open (Roland Garros) posters to understand their irrelevance. But compare these designs with Razzia’s poster for that event in 1984 and you’ll quickly comprehend the opportunities squandered by not utilizing a posterist to create - well, posters.<br />
<br />
It’s ironic, however, that the popularity of vintage poster art - the true “people’s art” - is reaching an all-time zenith at the exact same time that new poster production appears to be heading the way of the dinosaur. But it’s important to note that rare and vintage posters have achieved this recognition as collectables and decorative items that have nothing to do with the function for which they were originally conceived: widely-disseminated advertising, absolutely necessary for the promotion of products or events.<br />
<br />
With that in mind, this book serves not only as a testimonial to Razzia’s graphic flair, but also to his tenacity and ability to straddle the precarious line between the artistic and the commercial. Not only did he carve out a posterist’s career by getting important commissions from top companies, he also managed to retain the publishing rights to his designs, reprinting them and marketing them in galleries throughout the world. This is proof of Razzia’s savvy comprehension of the contemporary marketplace, both in terms of a realistic business acumen as well as his adherence to a personal vision.<br />
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I’ve known Razzia for many years. In 1992, I chose him, from a field of renowned worldwide posterists, to create the inaugural poster for my auction enterprise - Poster Auctions International. I also commissioned him to design the poster for my daughter’s wedding. Obviously I was very happy with the results of the artistic endeavors that he undertook on my behalf and I’m pleased that he decided to include them both in this book.<br />
<br />
Whatever the future holds in store for the poster medium, one ting is perfectly clear: Razzia’s most striking contribution to graphic art is a personal clarity of vision, a playful freshness that hold the eye of the viewer as if it’s the first time that they’ve come across a design - even if that’s far from the truth. And that, without question, is a contribution well worth celebrating.<br />
<br />
Jack Rennert<br />
Director<br />
The International Poster Center<br />
New York City<br />
2007</blockquote>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibtESU7e_wyTiQ7mjgbtMWY4zheGDCFc9LIsHTKWfZj9bT6fKDRkYiu89IYZ1qBqtkMvHiEs0W-NuYpp5oKwlbLA7sqElg23My5DF_XXEaYYyUFiteTosmZEYEc833kB6cdSSDcK2FxQo/s1600/razziaequatorrun1993_lrg.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Louis Vuitton Vintage Equator Run 1993 Large event poster by Razzia" border="0" data-original-height="800" data-original-width="573" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibtESU7e_wyTiQ7mjgbtMWY4zheGDCFc9LIsHTKWfZj9bT6fKDRkYiu89IYZ1qBqtkMvHiEs0W-NuYpp5oKwlbLA7sqElg23My5DF_XXEaYYyUFiteTosmZEYEc833kB6cdSSDcK2FxQo/s640/razziaequatorrun1993_lrg.jpg" title="Louis Vuitton Vintage Equator Run 1993 Large event poster by Razzia" width="458" /></a></td></tr>
<tr><td class="tr-caption">Louis Vuitton Vintage Equator Run 1993 event poster by Razzia</td></tr>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="clear: left; float: left; margin-bottom: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgs9tqrwXL6dwsxmkZuX_Syda0YesY10THqkgYkiKIZR6JWbcGLXMLRkaNS_UXoKU433UTeU24oMwiE4gCDD9fsngpj9sUHNYuQFebRsDEa9rGeJCDUInHXxjtg_EUU4Vltcw14RtJNxR8/s1600/razzia-in-front-bagatelle-98.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Razzia with an example of his work." border="0" data-original-height="664" data-original-width="473" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgs9tqrwXL6dwsxmkZuX_Syda0YesY10THqkgYkiKIZR6JWbcGLXMLRkaNS_UXoKU433UTeU24oMwiE4gCDD9fsngpj9sUHNYuQFebRsDEa9rGeJCDUInHXxjtg_EUU4Vltcw14RtJNxR8/s320/razzia-in-front-bagatelle-98.jpg" title="Razzia with an example of his work." width="227" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Razzia with an example of his work.</td></tr>
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We are proud to have been working with Razzia for the last 20 years. You can see most of his images on our website at <a href="http://www.arteauto.com/">www.arteauto.com</a>. In 2007, with the help of Mickey Ross, Razzia produced a beautiful book; “25 years of Poster art” about his work. It shows his complete production of paintings and posters he has created.<br />
<br />
Razzia has found his niche by creating compositions which blend perfectly with vintage advertising posters.<br />
<br />
At l'art et l'automobile, we have always held artists and their work in the highest regard, so much so that we call many of these luminaries friends. Razzia (left) is one of those, and to celebrate a partnership that has lasted for more than 25 years, we have gathered a good selection of our best work by Razzia and are ready to present them to you.</div>
<br />
Enjoy looking through the collection and tell us which ones you would like to own. Please Tour the gallery at <a href="https://arteauto.com/collections/razzia">arteauto.com</a>, and perhaps add a piece to your collection.<br />
<br />
All our best from the staff at l’art et l’automobile,<br />
<br />
Jacques Vaucher<br />
<br />
For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, or share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a>.<br />
<br />Unknownnoreply@blogger.com13tag:blogger.com,1999:blog-228822406906173984.post-42496464892472111352018-09-27T16:30:00.000-05:002018-09-27T16:30:00.485-05:00Remembering James Dean<h2>
James Dean, 63 Years After His Death</h2>
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<a href="https://www.biography.com/.image/c_limit%2Ccs_srgb%2Cfl_progressive%2Cq_auto:good%2Cw_1400/MTM3NzM0ODA2NjU3MDUwMjcx/james_dean_enlrgdjpg.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="James Dean Photo courtesy of Michael Ochs Archives/Getty Images" border="0" data-original-height="800" data-original-width="600" height="640" src="https://www.biography.com/.image/c_limit%2Ccs_srgb%2Cfl_progressive%2Cq_auto:good%2Cw_1400/MTM3NzM0ODA2NjU3MDUwMjcx/james_dean_enlrgdjpg.jpg" title="James Dean Photo courtesy of Michael Ochs Archives/Getty Images" width="478" /></a></div>
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<h4>
written by Bio Staff and the LA Times, edited by James Karthauser</h4>
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On September 30, 1955 James Dean died in a high-speed car crash at the age of 24. Even today, 63 years after his death, he continues to be immortalized around the world.<br />
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"If a man can bridge the gap between life and death, if he can live on after he's dead, then maybe he was a great man," James Dean once said. It appears the world thinks Dean was a great man.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.latimes.com/resizer/wagybYcs4bp7kNny_HqJNJ3P-kc=/1400x0/arc-anglerfish-arc2-prod-tronc.s3.amazonaws.com/public/OKYIDSVAH5DRJKSPQQXP63GB6M.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="James Dean in "Rebel Without a Cause."" border="0" data-original-height="450" data-original-width="800" height="298" src="https://www.latimes.com/resizer/wagybYcs4bp7kNny_HqJNJ3P-kc=/1400x0/arc-anglerfish-arc2-prod-tronc.s3.amazonaws.com/public/OKYIDSVAH5DRJKSPQQXP63GB6M.jpg" title="James Dean in "Rebel Without a Cause."" width="532" /></a></td></tr>
<tr><td class="tr-caption">James Dean in "Rebel Without a Cause." Photo courtesy of AP Photo</td></tr>
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After the actor's death in 1955, Dean was immortalized as a Hollywood icon — a symbol of brooding, restless rebellious youth in post-war America. He had been filming Giant at the time his Porsche 550 Spyder (nicknamed Little Bastard) fatally collided with another car off a California highway. The driver of that car, as well as Dean's mechanic, who was accompanying him to an auto race in Salinas, both survived the crash. Dean had only completed two other films, East of Eden and Rebel Without a Cause, both released the same year he died.<br />
<br />
The following obituary ran in the LA Times the next morning:<br />
<br />
<blockquote class="tr_bq">
<h4>
Film Star James Dean Killed in Auto Crash</h4>
OCT 01, 1955 | 2:00 PM<br />
James Dean, 24, one of Hollywood's brightest new motion-picture stars, was killed early last night in a head-on collision at the rural town of Cholame, about 19 miles east of Paso Robles, the California Highway Patrol reported.<br />
The young actor met death in his German-built Porsche sports car while en route to road races at Salinas. Patrolmen said Dean was dead on arrival at the Paso Robles War Memorial Hospital following the crash at the intersection of State Highway 41 and U.S. 466.<br />
<h4>
<b>Mechanic Injured</b></h4>
His mechanic, identified by the CHP as Rolph Wuetherich, about 27, of Hollywood, suffered a fractured jaw, fractured hip and body lacerations. He was described as in "moderately serious condition."<br />
The CHP office at San Luis Obispo said a car driven by Donald Turnupseed of Tulare made a left turn on Highway 41 while traveling east, colliding almost head on with Dean's tiny sports car. Investigators said Turnupseed suffered minor injuries.<br />
An attending physician was quoted as saying Dean died instantly at about 5:30 p.m. from a broken neck, numerous broken bones and severe lacerations over the entire body.<br />
<h4>
<b>Completed Role</b></h4>
The Indiana-born star left Hollywood with Wuetherich several hours before the fatal crash for a week end of racing at Salinas. He had just this week completed a role in "Giant," the film version of Edna Ferber's book about Texas.<br />
He became a sports car racing enthusiast only last spring, shortly after he rocketed to stardom in "East of Eden," made from the John Steinbeck story of early days in the Salinas Valley.<br />
Under contract to Warner Bros. studios, the intense young star frequently had been compared to Marlon Brando and both were products of Director Elia Kazan’s school for amateur actors. Dean’s activity in television earned him his first motion-picture role, plus parts in two New York plays: “See the Jaguar” and “The Immoralist.”<br />
<h4>
<b>Attended UCLA</b></h4>
Another film still unreleased in which Dean has the starring role is "Rebel Without a Cause," made at Warner's last summer.<br />
Born at Marion, Ind., in February, 1931, Dean attended Santa Monica Junior College, later transferring to UCLA, where he majored in dramatics.<br />
He left UCLA to seek an acting job in New York and won the David Blum Award for promising newcomers several years ago, the accolade helping him to starring roles in such television dramatic programs as Studio One, You Are There and Television Playhouse.<br />
George Stevens, who produced and directed Dean's last picture, termed the young star's death a "great tragedy . . . he had extraordinary talent.”<br />
One of Jimmy's co-stars in "Giant," Elizabeth Taylor, broke down when the news reached her: "I can't believe it; I'm just stunned," was all she could say.<br />
Stevens and Warner Bros. said Dean had been forbidden to enter any sports car races while the picture was in production.<br />
<h4>
<b>Just Got Car</b></h4>
A studio photographer, Sanford Roth, a few miles behind the Dean speedster, told the CHP Dean had just received delivery on the new car and was anxious to race it following the enforced studio layoff.<br />
Ironically, Dean decided at the last minute to drive the sports car to Salinas. Stevens said the actor originally planned to travel north in his station wagon but changed his mind in favor of driving the small car just before departure time.<br />
Dean was unmarried. He leaves his father, Winton A. Dean, a dental technician at Veterans Hospital, Sawtelle.</blockquote>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.latimes.com/resizer/oB8uUNpyQqzL1yHM4tqd6ODF8gA=/1400x0/arc-anglerfish-arc2-prod-tronc.s3.amazonaws.com/public/SJVGFI5I4NC7DLVWRJZSA3EQIU.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="James Dean and Elizabeth Taylor on the set of "Giant." " border="0" data-original-height="450" data-original-width="800" height="299" src="https://www.latimes.com/resizer/oB8uUNpyQqzL1yHM4tqd6ODF8gA=/1400x0/arc-anglerfish-arc2-prod-tronc.s3.amazonaws.com/public/SJVGFI5I4NC7DLVWRJZSA3EQIU.jpg" title="James Dean and Elizabeth Taylor on the set of "Giant." " width="532" /></a></td></tr>
<tr><td class="tr-caption">James Dean and Elizabeth Taylor on the set of "Giant." <br />
Photo courtesy of Screen Icons, Inc./Warner Bros. Entertainment Inc<br />
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<br />
Dean's funeral was held at a church in Fairmount, Indiana on October 8, 1955 with 600 hundred mourners in attendance. Another 2,400 fans gathered near the procession to pay their respects.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.biography.com/.image/c_limit%2Ccs_srgb%2Cfl_progressive%2Cq_auto:good%2Cw_1720/MTUwMjg2MTcwMjQzMjEyMzA1/james_dean_crash_site_photo_ken_hively_los_angeles_times_via_getty_images_564065075.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Fans gather at the crash site where James Dean died at Intersection 41 and 46 H." border="0" data-original-height="365" data-original-width="800" height="242" src="https://www.biography.com/.image/c_limit%2Ccs_srgb%2Cfl_progressive%2Cq_auto:good%2Cw_1720/MTUwMjg2MTcwMjQzMjEyMzA1/james_dean_crash_site_photo_ken_hively_los_angeles_times_via_getty_images_564065075.jpg" title="Fans gather at the crash site where James Dean died at Intersection 41 and 46 H." width="532" /></a></td></tr>
<tr><td class="tr-caption">Fans gather at the crash site where James Dean died at Intersection 41 and 46 H. <br />
Photo courtesy of Ken Hively/Los Angeles Times via Getty Images</td></tr>
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<br />
Even today, passersby leave beer bottles, sunglasses, cigarettes, and other paraphernalia at the spot where he died as homage to the actor. The area has been renamed James Dean Memorial Junction, but local authorities say they have issues with the signage repeatedly being stolen.<br />
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We here at l'art et l'automobile have always been avid fans of James Dean, a true Hollywood Hero. We lost an Icon that day in 1955, and every time I go to the Monterey Peninsula for Carweek, I always pass by that particular spot, which reminds me every time about this champion of the silver screen and great Porsche Enthusiast. <br />
<br />
In 1954, Dean became interested in developing an auto racing career, as well as developing a deep fondness for Porsche Automobiles. He purchased various vehicles after filming for East of Eden had concluded, including a Triumph Tiger T110 and a Porsche 356. Just before filming began on Rebel Without a Cause, he competed in his first professional event at the Palm Springs Road Races, which was held on March 26–27, 1955. Dean achieved first place in the novice class, and second place at the main event. His racing continued in Bakersfield a month later, where he finished first in his class and third overall. Dean hoped to compete in the Indianapolis 500, but his busy schedule made it impossible.<br />
<br />
His brief career was put on hold when Warner Brothers banned him from all racing during the production of Giant. Dean had finished shooting his scenes and the movie was in post-production when he decided to race again. But his racing aspirations were cut short by his tragic death in his brand new Porsche 550 Spyder.<br />
<br />
To share our memories of this Legendary figure, we have gathered a special collection of all our James Dean and Porsche Artwork and Memorabilia and present them to you. Please take this opportunity to tour the <a href="https://arteauto.com/collections/james-dean-and-porsche-collection" target="_blank">Gallery</a> and perhaps find something there that will embody your memories of the true american rebel, James Dean. </div>
<div>
<br /></div>
For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, or share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a>. Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-228822406906173984.post-74021301700067693022018-09-20T16:30:00.000-05:002018-09-20T16:30:04.118-05:00The Man Who Would Have Every Name (Signed)<div class="separator" style="clear: both; text-align: center;">
<a href="https://i0.wp.com/open-wheels.com/wp-content/uploads/2018/02/17MH20170528_4463-e1518713823676.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="102nd Indianapolis 500 field begins to take shape. After Danica Patrick's announcement of joining Ed Carpenter Racing for the 2018 Indianapolis 500, this year's field for the Greatest Spectacle in Racing is beginning to settle." border="0" data-original-height="517" data-original-width="800" height="342" src="https://i0.wp.com/open-wheels.com/wp-content/uploads/2018/02/17MH20170528_4463-e1518713823676.jpg" title="102nd Indianapolis 500 field begins to take shape" width="532" /></a></div>
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<h2>
Indy 500 autograph collectors find friendship and rivalry</h2>
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<span style="font-weight: bold;">written by Jordan J Wilson, edited by James Karthauser</span></div>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.gannett-cdn.com/-mm-/6ee89500b44c64b7554197732f92ba6f2c5b2448/c=0-0-1659-2212/local/-/media/2016/05/27/INGroup/Indianapolis/635999603671137354-Indy500autographcollector-1.JPG?width=534&height=712&fit=crop" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="712" data-original-width="534" height="320" src="https://www.gannett-cdn.com/-mm-/6ee89500b44c64b7554197732f92ba6f2c5b2448/c=0-0-1659-2212/local/-/media/2016/05/27/INGroup/Indianapolis/635999603671137354-Indy500autographcollector-1.JPG?width=534&height=712&fit=crop" width="240" /></a></td></tr>
<tr><td class="tr-caption"><div style="text-align: center;">
Mike Thomsen and some of his Collection. </div>
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Photo Courtesy of Kelly Wilkinson/IndyStar</div>
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Mike Thomsen approaches his title as the No. 1 autograph collector of Indy 500 drivers with an admonition.<br />
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You see, Thomsen’s 594 signatures only became the largest publicly known collection when the previous leader, Dr. Harlen Hunter, started auctioning off the 597 signatures he had last year.<br />
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“I really won’t consider myself No. 1 until I pass 597 because that’s where he got to,” said Avon's Thomsen, who won't divulge where he keeps his collection. “I picked up a rare one this month that made it 594, then I should be getting another one to make it 595, then all five rookies (this year) will make it exactly 600.”<br />
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Thomsen already belongs to “The 500 Club,” a self-appointed tag pinned to the highest-end collectors who have amassed autographs from at least 500 of the 758 starting drivers to have ever competed in the Indianapolis 500.<br />
<br />
To his knowledge, Thomsen is one of just seven collectors in the world to eclipse 500. As far as anyone can tell, he would also be the first to reach 600 — though, he admits, there could be others “flying under the radar” elsewhere in the world.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.gannett-cdn.com/-mm-/e8e43aef74a8a3f335d35cbab6195b4320369025/c=0-18-2557-1941/local/-/media/2016/05/27/INGroup/Indianapolis/635999596768360858-Indy500autographcollector-9.JPG?width=520&height=390&fit=crop" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="This is in Mike Thomsen's collection of Indy 500 drivers' autographs, Friday, May 27, 2016. He has the most autographs from different Indy 500 drivers, in the world. After the green flag waves, he says will have autographs from 600 of the drivers who ever drove in the race. This photo is of Barney Oldfield in the "Blitzen Benz" car. Oldfield set the world's speed record of 131.75 mph in 1910, in this car. Photo Courtesy of Kelly Wilkinson/IndyStar" border="0" data-original-height="390" data-original-width="520" height="399" src="https://www.gannett-cdn.com/-mm-/e8e43aef74a8a3f335d35cbab6195b4320369025/c=0-18-2557-1941/local/-/media/2016/05/27/INGroup/Indianapolis/635999596768360858-Indy500autographcollector-9.JPG?width=520&height=390&fit=crop" title="This photo is of Barney Oldfield in the "Blitzen Benz" car" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">This is in Mike Thomsen's collection of Indy 500 drivers' autographs, Friday, May 27, 2016. He has<br />
the most autographs from different Indy 500 drivers, in the world. After the green flag waves, he says<br />
will have autographs from 600 of the drivers who ever drove in the race. This photo is of Barney<br />
Oldfield in the "Blitzen Benz" car. Oldfield set the world's speed record of 131.75 mph in 1910, in<br />
this car. Photo Courtesy of Kelly Wilkinson/IndyStar</td></tr>
</tbody></table>
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<br />
Otherwise, Thomsen knows most big-time 500 collectors and considers several to be close friends after working together over the years. For those he knows best, he tries to keep their “want lists” handy so that if he comes across a piece already in his collection that another collector needs, he can pass along the details.<br />
<br />
“It’s kind of a little bit of camaraderie, but there’s competition, too,” Thomsen said. “There are guys in this industry that are willing to work with you, help you, share their knowledge; and then there are some guys who are willing to cut your throat to get the piece.”<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.gannett-cdn.com/-mm-/11b7e08031c108651b5c3243ec3f7fac45aa0866/c=0-108-2393-1907/local/-/media/2016/05/27/INGroup/Indianapolis/635999596726552322-Indy500autographcollector-8.JPG?width=520&height=390&fit=crop" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="This photo is of Frank Lockhart, from about 1927. Photo Courtesy of Kelly Wilkinson/IndyStar" border="0" data-original-height="390" data-original-width="520" height="399" src="https://www.gannett-cdn.com/-mm-/11b7e08031c108651b5c3243ec3f7fac45aa0866/c=0-108-2393-1907/local/-/media/2016/05/27/INGroup/Indianapolis/635999596726552322-Indy500autographcollector-8.JPG?width=520&height=390&fit=crop" title="This photo is of Frank Lockhart, from about 1927." width="532" /></a></td></tr>
<tr><td class="tr-caption">This photo is of Frank Lockhart, from about 1927. Photo Courtesy of Kelly Wilkinson/IndyStar</td></tr>
</tbody></table>
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A cutthroat approach never suited Thomsen. For him, forming connections and friendships, and sharing his knowledge has always been part of the fun.<br />
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“That’s what I enjoy about it,” said Knightstown's Jim Vogel, who owns 513 signatures and considers Thomsen a friend. “It’s nice going to the track, and no matter what track I go to, I find somebody that I talked to or got autographs with. Everywhere you go, you’re seeing people (you know).”<br />
<br />
Whenever he can, Thomsen stresses to new collectors the value of strong networking with previous generations, if simply for the invaluable knowledge veterans can pass along from their experiences.<br />
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Thomsen still credits much of his success as an established collector to his personal mentor, Jack Mackenzie, former caretaker of the Borg-Warner Trophy. As Mackenzie once told him, the biggest mistake new collectors make is trying to do too much. That’s to say, trying to collect every program, pit badge, autograph and everything in between. So, Thomsen focused exclusively on being the top guy in driver autographs.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.gannett-cdn.com/-mm-/2b3e36bd956d028686a5f300001f5874beeff21f/c=0-213-2393-2012/local/-/media/2016/05/27/INGroup/Indianapolis/635999596800185266-Indy500autographcollector-10.JPG?width=520&height=390&fit=crop" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="This is a photo of Pat O'Connor, 1958, Photo Courtesy of Kelly Wilkinson/IndyStar" border="0" data-original-height="390" data-original-width="520" height="399" src="https://www.gannett-cdn.com/-mm-/2b3e36bd956d028686a5f300001f5874beeff21f/c=0-213-2393-2012/local/-/media/2016/05/27/INGroup/Indianapolis/635999596800185266-Indy500autographcollector-10.JPG?width=520&height=390&fit=crop" title="This is a photo of Pat O'Connor, 1958" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">This is a photo of Pat O'Connor, 1958, Photo Courtesy of Kelly Wilkinson/IndyStar</td></tr>
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Veterans can also educate newcomers on the factors that make certain pieces more valuable: condition and quality, supply and demand, popularity of the driver. Without help, rookies might unknowingly pay more for a common autograph or pass up a lesser-known driver’s signature without realizing its value.<br />
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“Learn from everybody that made a mistake,” Thomsen said he tells new collectors. “There are so many mistakes you can make, and if you do your homework, you won’t make those mistakes.”<br />
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Mackenzie and Hunter, a retired orthopedic surgeon from Bedford, would be what Thomsen considers first-generation 500 collectors: people who spent time in the '70s and '80s building collections of autographed memorabilia ranging from programs and pennants to old autograph books.<br />
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“It was the time to get those guys from the '30s, '40s, '50s before they died,” Hunter said.<br />
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When it came to hunting down missing pieces, Hunter avoided websites like eBay for issues of authenticity. He recalls once seeing a listing that claimed to have the ballpoint pen of Gaston Chevrolet, who won the 1920 race and died in November of that year. Modern ballpoint pen designs, like the one in the listing, weren’t made commercially available until the 1940s.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.gannett-cdn.com/-mm-/e790edde0550e47020868c7f84f2e536acf63b62/c=301-0-3873-2686/local/-/media/2016/05/27/INGroup/Indianapolis/635999596874130214-Indy500autographcollector-11.JPG?width=520&height=390&fit=crop" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="This photo is of Ralph Mulford, the second place winner of the first Indy 500 race. Photo Courtesy of Kelly Wilkinson/IndyStar" border="0" data-original-height="390" data-original-width="520" height="399" src="https://www.gannett-cdn.com/-mm-/e790edde0550e47020868c7f84f2e536acf63b62/c=301-0-3873-2686/local/-/media/2016/05/27/INGroup/Indianapolis/635999596874130214-Indy500autographcollector-11.JPG?width=520&height=390&fit=crop" title="This photo is of Ralph Mulford, the second place winner of the first Indy 500 race." width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="text-align: left;">This photo is of Ralph Mulford, the second place winner of the first Indy 500 race</span>.<br />
Photo Courtesy of Kelly Wilkinson/IndyStar</td></tr>
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Instead, Hunter cut out the middleman and purchased official documents that guaranteed authenticity, such as track licenses, check or entry forms that already contained drivers’ signatures. Or he would seek out drivers’ addresses and personally mail them memorabilia to sign.<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.gannett-cdn.com/-mm-/ff2f835f4044f79c1902a02802128e114e4d6928/c=0-0-1594-2125/local/-/media/2016/05/27/INGroup/Indianapolis/635999597002207856-Indy500autographcollector-20.JPG?width=292&height=390&fit=crop" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="390" data-original-width="292" height="320" src="https://www.gannett-cdn.com/-mm-/ff2f835f4044f79c1902a02802128e114e4d6928/c=0-0-1594-2125/local/-/media/2016/05/27/INGroup/Indianapolis/635999597002207856-Indy500autographcollector-20.JPG?width=292&height=390&fit=crop" width="239" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Mike Thomsen shows some of his many <br />
Indy 500 drivers' autographs and photos. <br />
This photo is of the first two-time winner <br />
Tommy Milton. Photo Courtesy of <br />
Kelly Wilkinson/IndyStar</td></tr>
</tbody></table>
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“And I always wanted to talk to (the driver),” Hunter said of a request he sent along with any mailed memorabilia. “Then, it becomes real, and you’re a real person to them.”</div>
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At 13, Thomsen discovered a similar sentiment when he wrote John Paul Jr. asking to have a photograph signed shortly after seeing him win the 1983 Michigan 500. Not only did Paul Jr. sign the photo, he also hand wrote Thomsen a two-page letter in appreciation of his interest.</div>
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“What if he wouldn’t have said anything back?” Thomsen wondered decades later. “It wouldn’t have set me on this path. But because he was so interested in it, he helped spur me into the interest.”<br />
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Oftentimes, seeking out the lore and history of 500 drivers matters more to collectors than the monetary payoff. Thomsen and collectors like him want to downplay the money involved — though some rarer autographs have been sold for upward of $1,500.<br />
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For Thomsen and most serious collectors, though, nothing quite compares to getting a new autograph and calling up friends to learn more about who the driver was.<br />
<br />
“We’re not doing it because we’re going to be the Rockefellers or Bill Gates because of it,” Thomsen said. “To me, the cash at the end is learning about these guys.”<br />
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<br />
<h3>
Top Five Collectors:</h3>
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Mike Thomsen (594), Avon, Ind.<br />
<br />
Dr. Steven Clinton (576), Dublin, Ohio<br />
<br />
Stu Slifkin (564), Murrells Inlet, S.C.<br />
<br />
Dr. Allen Hanson (553), Centuria, Wis.<br />
<br />
Jim Vogel (513), Knightstown, Ind.</div>
<div>
<br />
<br />
If you collect autographs, at l'art et l'automobile, we have a good selection of photographs, prints, trophies, paintings, programs and other memorabilia that have been autographed by some of the most successful drivers, team owners, manufacturers and famous celebrities of the 20th century. Enjoy looking through our collection and tell us which ones you would like to own. Please Tour the gallery at <a href="https://arteauto.com/collections/autographed-memorabilia" target="_blank">arteauto.com</a>, and perhaps add a piece to your collection.<br />
<br />
All our best from the staff at l’art et l’automobile,<br />
<div>
<br /></div>
<div>
<br />
Jacques Vaucher<br />
<br />
For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/" target="_blank">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/" target="_blank">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto" target="_blank">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/" target="_blank">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog" target="_blank">Blogs</a>.</div>
</div>
</div>
Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-228822406906173984.post-90576541709397126322018-09-13T16:30:00.000-05:002018-09-13T16:30:00.609-05:00Remembering Burt Reynolds, 1936-2018<br />
<h2>
An Interview with a Legend</h2>
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<a href="https://assets.hemmings.com/blog/wp-content/uploads//2018/09/614739-1000-0@2x-970x621.jpg"><img border="0" height="340" src="https://assets.hemmings.com/blog/wp-content/uploads//2018/09/614739-1000-0@2x-970x621.jpg" width="532" /></a><br />
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<br />
<h4>
<a href="https://imagesvc.timeincapp.com/v3/mm/image?url=https%3A%2F%2Fimg1.southernliving.timeinc.net%2Fsites%2Fdefault%2Ffiles%2Fstyles%2Fmedium_2x%2Fpublic%2Fimage%2F2018%2F09%2Fmain%2Fgettyimages-71375646.jpg%3Fitok%3D90i24TER&w=700&q=85" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><br />
</a>Burt Reynolds in 2016. Photo courtesy Christoper R. Phillip.</h4>
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[Editor’s note: Burt Reynolds, perhaps best known for his role as Bo “Bandit” Darville in 1977’s Smokey and the Bandit, died on Thursday, September 6, at age 82. The cause of death was an apparent heart attack. We thought a fitting way to remember Reynolds would be to republish Tom DeMauro’s detailed 2016 interview with the star, which first appeared in the <a href="https://www.hemmings.com/magazine/mus/2016/08/The-Burt-Reynolds-Interview/3749977.html">August 2016 issue</a> of Hemmings Muscle Machines.]<br />
<br />
Had Burt Reynolds’ life adhered to his plan, he would never have starred in popular car movies like White Lightning, Smokey and the Bandit I and II, Hooper, The Cannonball Run and the rest. Nor would he have amassed hundreds of other movie, stage, and TV credits, been the top box office draw from the mid-1970s into the early 1980s, a Golden Globe and Emmy winner or an Oscar nominee. That’s because young Burt, then known as “Buddy,” had his eye on a pro-football career.<br />
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<br /></div>
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Burt was born in Lansing, Michigan, in 1936, but raised in Palm Beach County, Florida; his father, “Big Burt” Reynolds, was an authoritarian and the local police chief. His mother, Fern, a former nurse, doted on Burt and his sister, Nancy Ann, who was six years his senior.<br />
<br />
He was a strong-willed child, who by his own admission courted trouble. By the early 1950s, however, Burt had channeled his energies into football. After making First Team All State and earning an All Southern Honorable Mention in high school, he fielded various college offers. He ultimately accepted a scholarship to Florida State University (FSU) in 1954, and played halfback for the Seminoles.<br />
<br />
According to Burt’s recent memoir, But Enough About Me, an on-field knee injury in his sophomore year that required surgery, followed by further damage sustained in a life-threatening car accident some time later, conspired to end his football career, and his time at FSU. At Palm Beach Junior College, an English professor, whom Burt would soon view as his mentor, convinced him to act in a play he was producing. Acting became Burt’s new calling, and he immersed himself in the craft.<br />
<br />
After graduating in the late 1950s, Burt played supporting roles in TV shows like Riverboat and Gunsmoke, and appeared in episodes of other programs into the mid-1960s. His talent earned him progressively better roles, and his athleticism enabled him to do many of his own stunts.<br />
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Lead roles in TV series followed, as would more stage work and an illustrious movie career, all of which has now spanned six decades. Given his collaborations with stuntman/director Hal Needham in the 1970s and ’80s, some (but not nearly all) of Burt’s more famous movies included high-speed car chases, jumps and crashes–the latter, ironically, the same circumstance that ended his football career and led him to acting.<br />
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At 80 years old, Burt is as busy as ever. He’s still acting, teaching, and making guest appearances at various events. His memoir, written with Jon Winokur, was released in late 2015 and it’s a riveting read. HMM contacted Burt to learn more about his contributions to the car-movie genre. What follows are his personal recollections.<br />
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HMM: Over the years, you’ve played many characters who drive and appreciate fast cars. Have you cultivated that same admiration for them in your private life?<br />
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BR: I do admire them, but it had to develop over the years. Growing up the son of a police chief, the idea of a fast car was not a romantic one–when a cop drives fast it might turn out pretty bad–plus we couldn’t afford one; our family car was a secondhand Buick. I was never big on fast cars personally–that was Hal–he had a Ferrari that I would borrow from time to time. I’ve always liked something a little more upscale, but they can go fast too! I used some of my Navajo Joe paycheck to get my first brand-new car: a European Mercedes 230 SL that I had imported. Later, I had a Rolls. I’ve had Caddies over the years, and drive one now, but my all-time favorite was the 1955-’57 T-Bird.<br />
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HMM: You’ve starred in several movies that employed car chases, stunts and/or racing and even a speedboat chase–White Lightning, The Longest Yard, W.W. and the Dixie Dancekings, Gator, Smokey and the Bandit, Hooper, Smokey and the Bandit II, The Cannonball Run, Stroker Ace, Cannonball Run II, The Dukes of Hazzard and Driven, etc. Were you enticed by these roles at least partly due to your appreciation of cars?<br />
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BR: One of the things that few people realize is that cars all have unique personalities; I know your readers understand that. The Oldsmobile Anniversary Edition we had made up for W.W. was as critical to that film as was the General Lee in Dukes, but neither one could have played the part of the Bandit car, and it could not have worked in Driven. Why did I get “enticed” to do the parts? Probably more due to my background in stunts on the pictures you mentioned–in The Longest Yard, the Maserati [a Citroën SM with a Maserati engine] was only a minor role, but a great car. I chose that picture because I had played halfback for FSU, and wanted to get paid to play football. Chase scenes are a good addition to any picture, whether it’s the speedboats in Gator or the chariot in Hooper, and I always had fun doing them, so that’s what it’s really about–the fun!<br />
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HMM: When you met Hal Needham, what was your first impression of him?<br />
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BR: He was doubling Richard Boone, on Have Gun Will Travel, and we crossed paths when I first went to Hollywood in the fall of 1958. He doubled me on Riverboat prior to Gunsmoke. I liked him immediately, and thought he was fearless, but not in a crazy way. He had a quiet confidence and was what they call “handy” in the stunt biz.<br />
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HMM: Hal had told me in a 2007 interview that when he approached you for feedback on the Smokey and the Bandit idea, he’d assumed the role of Bo “Bandit” Darville would be played by Jerry Reed. You’ve said that the original Smokey and the Bandit script was the worst that you have ever read. Despite the fact that Hal was your good friend and was living in your guesthouse at the time, even he admitted he was quite surprised that you, a top box office draw, decided to star in his movie. What convinced you to do it?<br />
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BR: This is a good question, and I wish I had a better answer–a more complex one. It just seemed like it would be fun–there’s the ‘fun factor’ again. I knew if we got Gleason, it would really be something. They couldn’t get him without me, so I said okay. Then I wanted Sally, but nobody wanted her–they all said, “Gidget? For this picture? Are you kidding?” and I said, “She’s sexy–talent is sexy!” She proved them all wrong with the Emmys and Oscars she received later on.<br />
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HMM: You and Jackie Gleason had a definite chemistry while the cameras rolled. Did it carry over off camera as well?<br />
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BR: Funny you should say that–it was actually all off-screen until we were almost done. We were sitting at lunch one day and realized that we didn’t have any scenes where we were actually together. We found the diner and improvised the whole thing, our only scene together in the whole film. Gleason was called “The Great One” because that’s what he truly was. When we shot the scene, nobody knew what he was going to do; Hal just said to keep the camera on him. And to this day, nobody knows what a “Diablo Sandwich” is!<br />
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HMM: Jackie Gleason said that you could easily be a great comedian. Do you view yourself as a dramatic actor first and a comedic actor second or vice versa? Do you feel that one is more difficult than the other?<br />
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BR: I am touched to hear that. I’m an actor. People are complex, so a character needs to be as well. When I teach class, I always tell the kids to use a lot of colors–nobody is serious all the time, you have to have humor in your life. Comedy is tougher, with timing and the pauses, but to be playing Lewis in Deliverance is just as tough as Phil Potter in Starting Over. The scene when W.W. torches his beloved car is a dramatic turn in an otherwise lighter picture, and it was just as difficult to show his joy when Art Carney fixed it to snare him at the end of the movie.<br />
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HMM: How did you and Jerry Reed become friends?<br />
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BR: I met him in Nashville, hanging out at a club in 1971. I’ve always enjoyed live music, usually jazz or country. He was such an amazing guitar player, he really deserves to be in the Country Music Hall of Fame. He did it all, from playing on Elvis’s records, to writing and singing his own stuff. What you saw onscreen was exactly like he was off-screen–talking slow and laughing. And that “Son!” thing of his was really his own–just a great, talented friend. I miss him a lot. So do many others. He seemed like one of those “nice people” you hear about, but later find they were not that way, but Jerry Reed actually was!<br />
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HMM: Smokey and the Bandit came across as a group of actors having a great time making a movie. Since that’s not always the case during the making of a movie, how was that atmosphere fostered on the set?<br />
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BR: Gleason, Jerry, Sally, Mike Henry, Hal, and we had a bunch of friends like Alfie Wise, Pat McCormick, and Paul Williams, and for Part II we added Dom DeLuise and Terry Bradshaw. With a group like that, how could the atmosphere be any other way?<br />
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HMM: How did making Smokey and the Bandit II differ from the original? Was there added pressure from the studio to produce another hit?<br />
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BR: Nobody expected anything from the first–only Star Wars was bigger that year–plus I was “falling in like” with Sally. Part II was just as much fun, and we knew we had something, but the studio still wasn’t convinced.<br />
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HMM: Was additional support evident from the studio to facilitate the process of making Smokey and the Bandit II, based on the success of the first movie?<br />
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BR: Not really. The budget was bigger, but they just thought it was a payback for the first one being done so cheaply. We did get to shoot it in Florida, though. I’d been trying to do that for a while, but the governor wasn’t a fan, so we had been going to Georgia. I now call Georgia my “Lucky State”–I’ve made more pictures there than anyplace else. My last one, Hamlet & Hutch, was made very close to where we shot Deliverance, and I was just presented with the “Georgia Film Legend” award by the Macon Film Festival.<br />
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HMM: Do you prefer one Smokey and the Bandit movie over the other?<br />
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BR: The first: Sally. In the first one we were getting to know one another and “falling in like.” Part II was a rough patch–if you remember that scene when she leaves the bar and we go walking and she is berating me? That was all real, we had just had a big argument and I told her to get it all out. She did, and it was therapeutic. We made up, but there was some tension on the set. Sequels are just never quite as good.<br />
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HMM: Can you recall any happy accidents that made it into Smokey and the Bandit or some of your other movies?<br />
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BR: The football field spinout was almost a disaster in Smokey [the Trans Am wasn’t supposed to go through the dugout, but the wet grass caused it. No one was injured.]. In Hooper, the “Ca-Ca Dancer” stunt [Sonny (Burt) tells his horse Dancer to relieve himself in Ski’s (Jan Michael Vincent) El Camino and the horse obliges] was based on a real prank on the set of 100 RIFLES. During the filming of Smokey and the Bandit II, anything with Dom was pretty much an accident. He was nervous I’d be mad when he screwed up, and I let him think that, so it just fueled the fun! In the Cannonball Run, Farrah and I weren’t acting. In Cannonball Run II, watch the orangutan–the same one Clint used in Every Which Way But Loose–he had entered puberty and was “unruly” at times.<br />
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HMM: Can you recall any funny and/or interesting behind-the-scenes anecdotes from the movies mentioned above?<br />
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BR: Snowman’s dog was mine. The search for Fred was a publicity stunt and none of the dogs worked out–we used mine and always knew it was a fallback. Hal loved the dog, and since he had been the inspiration to begin with, we finally figured why not just use him? He wasn’t the smartest dog on the block; he only had one trick. God love him, he’d be walking along and I’d call him; he’d look back at me but still keep walking, and he’d walk into the wall. He gave me a lot of love and a lot of laughs.<br />
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HMM: What are your impressions of driving the movie-prepped Trans Ams on the set of Smokey and the Bandit versus those of Smokey and the Bandit II?<br />
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BR: In the second, the cars were faster [it was reported at the time that they were fitted with nitrous systems] but heavier and didn’t handle as well.<br />
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HMM: Describe your relationship with Pontiac following Smokey and the Bandit. Was it on-again off-again?<br />
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BR: Ha! It was on and then it was just off! They told me they’d give me a Trans Am every year, and they did for a few, but then they just stopped. No note of thanks or anything, so I called to see what was up. They said there was a new president of the company and he didn’t like my pictures!<br />
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HMM: You limited your role to a cameo in Smokey and the Bandit Part 3 and Hal chose not to work on that film at all. What was your reason for not accepting the starring role, given the successes of the previous two films?<br />
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BR: That was pretty much a scheduling thing: Hal and I were finishing Cannonball Run, and going right into Stroker Ace, so he couldn’t direct it, and I couldn’t be in it. Gleason was hot, so he ran with it.<br />
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HMM: Did your previous experience of doing stunts yourself provide an advantage to you while making the Smokey and the Bandit movies and Hooper?<br />
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BR: No question. I was like a little kid with Hooper. We had Yakima Canutt gaff the chariot race just like he did for Spartacus. Working again with Sally, Hal behind the camera, along with Jimmy Best and Bradshaw again! I loved every second of making that one.<br />
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HMM: Can you recall any notable stunts that you performed yourself in those three films that normally would not be attempted by the lead actor?<br />
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BR: “No second takes!!” The chariot race and the falls in Hooper would never be done by a lead actor today. Nor would the helicopter jump, which I also did! Glenn Wilder and I were in the Trans Am in Alabama when the smokestack went down. We just did a short film called When The Stack Fell–it played at a film festival. Glenn’s twin daughters, Myja and Kyja, were the writer and director.<br />
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HMM: What do you feel was the most dangerous stunt you ever performed in any film, and why?<br />
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BR: The rapids in Deliverance–I broke my tailbone. You can’t control nature, I was lucky to get out of that one. The helicopter jump in Hooper and Dom shoving me out on the ledge in The End were both dangerous simply due to the height. In Shamus, I just missed the branch in the tree I was trying to grab and fell four stories and landed on my upper back–the shoulder blade region. Had the impact been one inch higher, that would have been it.<br />
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HMM: Given your vast body of work that includes dramatic and comedic roles, does being remembered by many as the Bandit remain a virtue or has it at times been a vice?<br />
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BR: It’s just great to be remembered! Given a choice, though, I’d rather be remembered as a triple-threat–actor, teacher, stuntman, and I’d rather be thought of as a teacher than an actor.<br />
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HMM: Which cars have you found to be the most enjoyable to drive over the years and why?<br />
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BR: Usually Caddies, T-Birds, or ‘Vettes. Handling, comfort, and power. In film, the T/A was tops.<br />
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HMM: In your opinion, could Smokey and the Bandit be made today and be as successful as the original was?<br />
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BR: Probably not. It just happened. It wasn’t trying to be a “big” picture. There’s one of those every year and they usually fall flat. We got away with having fun, and it all transferred to the screen. That doesn’t always happen. It’s a rare blend of chemistry that holds up. There’s no way you could get anyone to do what Gleason or DeLuise did either. Who could ever fill their shoes? Alfred Hitchcock’s daughter confirmed that he said Smokey and the Bandit was his favorite film–his secret pleasure.<br />
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HMM: Over the span of your legendary career, which three performances are you most proud of and why?<br />
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BR: Deliverance–four guys literally bonded on the river in a remarkable picture that was so well cast, everybody was superb. Starting Over–the role that is closest to me in real life. I felt vulnerable and exposed on screen. For the third, I have to say it is a toss-up, roles that are more complex than I’m usually offered–Breaking In and Physical Evidence. The characters aren’t very nice, but the performances are.<br />
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HMM: What current projects are you enthusiastic about?<br />
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BR: Hamlet & Hutch. I play a New York actor with early onset Alzheimer’s. Shot in my “lucky state” of Georgia, Hutch moves in with his granddaughter in the Blue Ridge Mountains and brings the family together. This family film also focuses on greyhound adoption and has been awarded the Dove Foundation Seal of Approval. Teri J. Vaughn costars and produced. I got to do some scenes from Hamlet onstage. I’d love to get back on Broadway, and this was a little taste for me. They say you’re not supposed to work with children or animals–well, I do both, and loved it. There’s a Trans Am cameo, too!<br />
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The author would like to thank Christopher R. Phillip and Gene Kennedy for their efforts to facilitate this interview, and Burt for his candid responses.<br />
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This article originally appeared in the <a href="https://www.hemmings.com/magazine/mus/2016/08/The-Burt-Reynolds-Interview/3749977.html">August, 2016 issue</a> of Hemmings Muscle Machines.<br />
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At l’art et l’automobile we have had a long and lasting love for the films and TV shows that highlight and celebrate automobiles, the heroes who drive them and their influence on our culture, but the works of the legendary Burt Reynolds stand alone. The loss of this mountain of machismo will leave a sorrowful shadow in every car guy’s heart, and probably his ego… To celebrate the life of one of the all time classic Auto Actors, we have republished this article in memoriam. <br />
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Ten-Four Burt,<br />
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Jacques Vaucher<br />
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To tour a great collection of automotive memorabilia, don't forget to browse the many categories on our <a href="http://www.arteauto.com/">Website</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.<br />
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And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-228822406906173984.post-20976499844691975172018-09-04T04:30:00.000-05:002018-09-04T19:20:52.858-05:00My Week at Pebble Beach<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj29lwAeyNGag8WT9iFQe4FL4WG0cJdoAUxyJFKyt9v2Dn9sJxaf327nsL2PDi5QXzL-FVXhRTJD4HU08yKmv4QwBcPerDLIGv77ElfPPrleVsiHHJKErHjkZBQHgK5W2OGSGc9YLZ0DN0/s1600/IMG_3015.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Several Classic and Contemporary beauties lined up in front of the Lodge at Pebble Beach" border="0" data-original-height="222" data-original-width="640" height="185" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj29lwAeyNGag8WT9iFQe4FL4WG0cJdoAUxyJFKyt9v2Dn9sJxaf327nsL2PDi5QXzL-FVXhRTJD4HU08yKmv4QwBcPerDLIGv77ElfPPrleVsiHHJKErHjkZBQHgK5W2OGSGc9YLZ0DN0/s640/IMG_3015.jpg" title="Several Classic and Contemporary beauties lined up in front of the Lodge at Pebble Beach" width="532" /></a></div>
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<b><span style="font-size: large;">An Automotive Adventure on the California Coast.</span></b></h2>
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<b>written</b><span style="font-family: "times"; line-height: normal;"><b> </b></span><b>by Jacques Vaucher, edited by James Karthauser</b></h4>
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Monterey Week has come and gone, having been held August 17th to the 26th. The motoring world converged on the Peninsula for a 10 day long event that was packed with racetrack activities, the Concours d’Elegance and other automobile shows, numerous manufacturers’ meetings, car club reunions, forums, vintage car auctions and so much more. I had the privilege of attending, speaking and showcasing items from the gallery, accompanied by my wife Karen, and let me tell you, it was great fun, though exhausting!</div>
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<tr><td style="text-align: center;"><a href="http://1u4we0207ruc34o1s412c2ca.wpengine.netdna-cdn.com/wp-content/uploads/2016/08/CarmelConcours.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://1u4we0207ruc34o1s412c2ca.wpengine.netdna-cdn.com/wp-content/uploads/2016/08/CarmelConcours.jpg" data-original-height="480" data-original-width="800" height="318" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Several Classic beauties lined up at the Concours on the Avenue at Pebble Beach. <br />
Photo courtesy of My Car Quest</td></tr>
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My Week started on Tuesday, at “Concours on the Avenue,” with a nice representation of sports cars from the 1950’s through the ’70’s. The event featured a great lineup of beautiful automobiles from most of the manufacturers from around the world, which filled Ocean Avenue in Carmel. A big thank you to our old friends Genie and Doug Freedman for organizing this spectacular event and then inviting us to the Concours Luncheon at the Cypress Inn, Doris Day’s Hotel and Restaurant in downtown Carmel. </div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgorBsEy1R4FNHMxsYDClfz_YLy6YfqHVkqqABPgb7kAe-jZI7abCvjUXj0a_Md0Ciq9k7Hn4H9cztz8194LihoywAGcJZPC2I9smVByZZcguzj6Jhv8Nyc-tIuj4ghFCNJvn_3K6zs8pA/s1600/IMG_3022.JPG" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Our Gallery. We brought plenty of exquisite pieces and everyone wanted to see them" border="0" data-original-height="480" data-original-width="640" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgorBsEy1R4FNHMxsYDClfz_YLy6YfqHVkqqABPgb7kAe-jZI7abCvjUXj0a_Md0Ciq9k7Hn4H9cztz8194LihoywAGcJZPC2I9smVByZZcguzj6Jhv8Nyc-tIuj4ghFCNJvn_3K6zs8pA/s320/IMG_3022.JPG" title="Our Gallery. We brought plenty of exquisite pieces and everyone wanted to see them" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Our Gallery. We brought plenty of exquisite pieces and <br />
everyone wanted to see them. </td></tr>
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Wednesday we started setting up and laying out our gallery for the weekend at the Spanish Bay Inn for the Retroauto Show at Pebble Beach. Afterward we were invited to Rich Attwell’s house for diner, to celebrate his 40th consecutive year of exhibiting his spectacular pre-war cars at Pebble Beach. Good fun with friends, clients and consignors was had by all.</div>
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Thursday we opened our gallery for the show. The Retroauto Show was wonderful, we were reunited with old friends, new friends were made and many beautiful memorabilia and art pieces were seen and changed hands. Our little gallery had a very successful day, selling various vintage posters and two exquisite sculptures by Larry Braun. Our pieces were so in demand, a line formed at our booth to purchase an item or two we had on display. </div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjpa_Z07AyLxkgtgFiudF3yqVgsPaeqPXhhKcwI6hYZy0vNhE6vbJ0Cv_saExR-DWr2L3JhMZh_f0qu93u1RFXIDbP1RWC7I3zZuTLgwCOjQ7xCC7x3onT_oVJGdBxuU55d1O3_tTWFfwM/s1600/IMG_3013.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="A closeup of our Gallery Table including one of the Larry Braun sculptures that we sold during the week." border="0" data-original-height="428" data-original-width="640" height="214" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjpa_Z07AyLxkgtgFiudF3yqVgsPaeqPXhhKcwI6hYZy0vNhE6vbJ0Cv_saExR-DWr2L3JhMZh_f0qu93u1RFXIDbP1RWC7I3zZuTLgwCOjQ7xCC7x3onT_oVJGdBxuU55d1O3_tTWFfwM/s320/IMG_3013.jpg" title="A closeup of our Gallery Table including one of the Larry Braun sculptures that we sold during the week." width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A closeup of our Gallery Table including one of the Larry <br />
Braun sculptures that we sold during the week.</td></tr>
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That evening we went to meet a few french collectors and friends at the Mission Ranch, </div>
Clint Eastwood’s Restaurant. We had a great dinner in a beautiful setting and were honored by Mr. Eastwood’s presence. He seems to be in great form. In the mid ’70’s when I worked at Chinetti Motors, I sold him one of the first Ferrari 365 Boxer that we imported and federalized. <br />
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Friday we were back to work in our gallery, we continued selling some nice pieces of automobilia. In the afternoon I was part of a panel for a forum on collecting automotive memorabilia. I gave a short talk on the subject and answered questions about vintage posters, automotive mascots, paintings and sculptures. Some of the speakers were experts on vintage factory literature, books, new and old, enamel signs and petroliana. It was definitely a fun discussion about a subject I am most certainly passionate about and that I greatly enjoy. That night with a few friends we went to have a fondue in a Swiss restaurant with Murray and Susan Smith and some of their friends. </div>
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<tr><td style="text-align: center;"><a href="https://i.ytimg.com/vi/iqqVwZL6euo/maxresdefault.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="2018 Ferrari 488 Pista Spider. Pebble Beach Concours d'Elegance" border="0" data-original-height="450" data-original-width="800" height="299" src="https://i.ytimg.com/vi/iqqVwZL6euo/maxresdefault.jpg" title="2018 Ferrari 488 Pista Spider. Pebble Beach Concours d'Elegance" width="532" /></a></td></tr>
<tr><td class="tr-caption">2018 Ferrari 488 Pista Spider. Pebble Beach Concours d'Elegance, Photo Courtesy of YouTube</td></tr>
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Saturday was our last day in the gallery, we continued to sell more interesting automobilia. Pebble Beach is definitely a great place for finding, selling or trading collectibles, as the crowd is filled with educated collectors that greatly enjoyed what we had to offer. Later in the day, we had to dismantle our little gallery and then we went to see how the Goodings and Co auction was progressing. They had some of the best cars ever built on the block, and some of them went for unbelievable prices. After the auction, we returned to the house we rent every year with Francois and Pamela Sicard from Connecticut, and sat down for a relaxing dinner. Francois, who curates David Letterman’s car collection, had brought a 275 NART Spyder at the auction from Italian car collector Lawrence Auriana's collection. The Car was to be displayed at an exhibit on the Ferrari Stand for the introduction of their new Spyder. He also brought the first Osca race car built in 1948 to exhibit at the Concours the next day. </div>
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<tr><td style="text-align: center;"><a href="https://assets.bwbx.io/images/users/iqjWHBFdfxIU/i2O8X7v2m87U/v0/1000x-1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="A 1937 Alfa Romeo 8C 2900B Touring Berlinetta, owned by David and Ginny Sydorick, took Best of Show at the 2018 Pebble Beach Concours d'Elegance." border="0" data-original-height="533" data-original-width="800" height="354" src="https://assets.bwbx.io/images/users/iqjWHBFdfxIU/i2O8X7v2m87U/v0/1000x-1.jpg" title="A 1937 Alfa Romeo 8C 2900B Touring Berlinetta, owned by David and Ginny Sydorick, took Best of Show at the 2018 Pebble Beach Concours d'Elegance." width="532" /></a></td></tr>
<tr><td class="tr-caption">A 1937 Alfa Romeo 8C 2900B Touring Berlinetta, owned by David and Ginny Sydorick, took<br />
Best of Show at the 2018 Pebble Beach Concours d'Elegance. Photo Courtesy of Bloomberg</td></tr>
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Sunday, is Concours Day. After making a stop at the artist’s tent on the field, we took a stroll on the green to peruse all the spectacular machines on display. From Francois’ Osca, as well as other examples of the make, to Classic Tuckers, Scarabs, Vintage Ferraris, Maseratis and Delahayes and all the other magnificent pre-war cars, including the Alfa Romeo 2900 that won best in show, a truly colossal collection of beautiful automobiles was arrayed for our viewing pleasure. After touring the Concours, we were invited to a collector’s suite at the lodge to watch the parade of class winning cars going up across the podium and the awards presentation. I have to say it was a great day, especially if you are passionate about cars. </div>
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<tr><td style="text-align: center;"><a href="https://pbs.twimg.com/media/Dk-SS8cU4AAFWBx.jpg:large" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="The l'art et l'automobile van, returning to Texas" border="0" data-original-height="438" data-original-width="800" height="174" src="https://pbs.twimg.com/media/Dk-SS8cU4AAFWBx.jpg:large" title="The l'art et l'automobile van, returning to Texas" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The l'art et l'automobile van, returning to Texas</td></tr>
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Monday it was time to return to the Ranch in Texas, trading our automobilia collection for our animal collection. I have found every year that the festivities at Pebble Beach and the Concours are most fulfilling, and I have and hope to continue to enjoy them form many years to come. </div>
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Vive le Concours!</div>
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Jacques</div>
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<span style="font-family: inherit;">For more great automotive memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">Website</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.<br />
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And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</span>Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-228822406906173984.post-51300213462369575602018-08-14T16:30:00.000-05:002018-08-14T16:30:01.665-05:00The Artwork of Nicholas Watts<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBXZ_wnlABk9BwmEYEbLI1Ar9zJGueVh0WsKQ1mfK4BgAG6MbT5mFddDJsjlZ4Ahiy1N7ZAXvNXP8AeJ4omfu-L1Kip60P_nT6xEfNsIE2AhL64H8u_YGOzePsRwEoWosPA7qM1DYS7bg/s1600/blog-img-nicholas-watts-empnw.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="870" data-original-width="1600" height="289" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBXZ_wnlABk9BwmEYEbLI1Ar9zJGueVh0WsKQ1mfK4BgAG6MbT5mFddDJsjlZ4Ahiy1N7ZAXvNXP8AeJ4omfu-L1Kip60P_nT6xEfNsIE2AhL64H8u_YGOzePsRwEoWosPA7qM1DYS7bg/s640/blog-img-nicholas-watts-empnw.jpg" width="532" /></a></div>
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Exploring auto racing from different angles and perspectives</h3>
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by Jacques Vaucher</h4>
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Over the last century, not only has England been a nucleus of automobile racing but it also seems that some of the best automobile artists also come out of the UK. With names like Bryan De Grineau, Fredrick Gordon Crosby, Michael Turner, Dexter Brown, Peter Hearsey and Barry Rowe, whose artwork we featured a few weeks ago, just to name a few.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6pzbQoJFmvXFu126T0ed5QUut4EK_mfFadWO-CvIGEy2RQpFAuA4iqLdU6cAAws-lZeWnjEGguIzQUevzrh8sctirEMWlXE4EB3l3SA3fUKj95EuTnjBKdzJCOgmAlgJgtOL58jYAfag/s1600/blog-img-nicholas-watts-rbpnw.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1459" data-original-width="1600" height="484" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6pzbQoJFmvXFu126T0ed5QUut4EK_mfFadWO-CvIGEy2RQpFAuA4iqLdU6cAAws-lZeWnjEGguIzQUevzrh8sctirEMWlXE4EB3l3SA3fUKj95EuTnjBKdzJCOgmAlgJgtOL58jYAfag/s640/blog-img-nicholas-watts-rbpnw.jpg" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Raging Bulls giclée by Nicholas Watts</td></tr>
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Today we are showing the work of Nicholas Watts, who for the last few decades has been using his brushes and pencils to capture some of the most important moments and scenes in the history of motor racing. </div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZQXNzyzPOfkk2VaQhDNuigdkW88R_Xr48ZFWu904RAvYHynRwAMQaqTEAFW3oqApg1kZdYGF8m2EbCJ2oVHDEujPzplWqY491ZHu18z4CYfk1zbV_XlrgJ32NytDv7uyAbYHiLLTt3hc/s1600/blog-img-nicholas-watts-gpojpnw.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1193" data-original-width="1600" height="238" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZQXNzyzPOfkk2VaQhDNuigdkW88R_Xr48ZFWu904RAvYHynRwAMQaqTEAFW3oqApg1kZdYGF8m2EbCJ2oVHDEujPzplWqY491ZHu18z4CYfk1zbV_XlrgJ32NytDv7uyAbYHiLLTt3hc/s320/blog-img-nicholas-watts-gpojpnw.jpg" width="320" /></a></td></tr>
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Grand Prix of Japan 1976 acrylic painting by Nicholas Watts</div>
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Preserving a fleeting moment in time is something that historians and romantics alike often wish they could do. The paintings of automotive artist Nicholas Watts are dedicated to doing just that. He has mastered the art of capturing a brief second in time, not only through the event and local environment, but the emotional aspect as well.<br />
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Born in Tunbridge, England in 1947, Watts is a virtually self-taught artist. From an early age he was fascinated with the automobile, including its structure, form and function. Each painting of his is a celebration of that fascination, and is painstakingly researched and detailed.<br />
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Working usually with gouache-on-board and later in acrylic on canvas, Watts’ work is always exploring auto racing from different angles and perspectives. This is clearly evident in his recent work, which not only opens up new views to historical moments in the sport, but also explores new techniques of capturing speed and action on board and canvas.</div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipbPKIKIf72LDw2Skt9aGMczm-DMfGVw8yTfJKtEAbkKsDjyjT_xcjxdikj6BQY8N-aPIh1u3Rd-cfmwRiQXApm9VEgEjzTJ_N6uv-A4bV0ta98sAz_Okmc1nPfCve8LmnSfDj51lpf14/s1600/blog-img-nicholas-watts-ftmpnw.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1247" data-original-width="1600" height="249" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipbPKIKIf72LDw2Skt9aGMczm-DMfGVw8yTfJKtEAbkKsDjyjT_xcjxdikj6BQY8N-aPIh1u3Rd-cfmwRiQXApm9VEgEjzTJ_N6uv-A4bV0ta98sAz_Okmc1nPfCve8LmnSfDj51lpf14/s320/blog-img-nicholas-watts-ftmpnw.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fangio - The Maestro print by Nicholas Watts</td></tr>
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By stopping time just seconds before the most fateful event of the race, Watts has managed to hold on to the feeling of that specific moment. Even people who didn’t witness the race, or don’t know of its outcome can sense the tension in the air.</div>
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“I want to put more of myself into my paintings,” explains Watts. “I can do this through my use of color and brush strokes, without losing the exact shape of the vehicle. I doubt my style will ever become completely impressionistic, but I have moved away from the photo-realism I began with.”<br />
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He continually offers us new approaches and perspectives of the motor races, keeping his work fresh and new, and in high demand. If the past 40+ years have been any indication of his growth and potential, we expect Nicholas Watts to remain at the forefront of automotive art for years to come. In his own words, “I only hope I have enough time to create all of the ideas I have in my head.” </div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEid5jIA1BdJHEVmARIyk-PnSyY01qhTYBRY-aPFBR0GE3CQ4jju1y5vfLjGtQs2asqlhRUTlzarSmyzGc2HWhLZoMErhMg0T3C7ikNKuIMia3bdb6GyB3NgSkGs7PpaSjUNb8eE8OKs4TE/s1600/blog-img-nicholas-watts-tltpnw.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1304" data-original-width="1600" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEid5jIA1BdJHEVmARIyk-PnSyY01qhTYBRY-aPFBR0GE3CQ4jju1y5vfLjGtQs2asqlhRUTlzarSmyzGc2HWhLZoMErhMg0T3C7ikNKuIMia3bdb6GyB3NgSkGs7PpaSjUNb8eE8OKs4TE/s320/blog-img-nicholas-watts-tltpnw.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Final Targa print by Nicholas Watts</td></tr>
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Nicholas and I go back a few decades. We started working together in the 1980’s and in 1989, the gallery of l’art et l’automobile organized a ‘one man show’ for Nicolas in our New York Penthouse gallery on 34th Street in Manhattan. Ever since, or relationship has been excellent, and to this day I am an avid fan of him, his family and his work. </div>
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Keep up the Good work Nicholas. I am grateful to know you and will do my best to display your work with the respect it deserves and help others discover and celebrate your art.<br />
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At l’art et l’automobile we have a deep appreciation for the artistry of vintage automobiles, but particularly for the artwork that celebrates them. Nicholas Watts is at the forefront of this sense of dedication to capturing the automotive world through the lens of paint and canvas. To celebrate this fact, we have collected all our pieces by this wonderful artist and present them to you. Find out more about this collection <span style="color: red;"><a href="https://arteauto.com/blogs/news/the-art-of-nicholas-watts-exploring-auto-racing-from-different-angles-and-perspectives" target="_blank">here</a></span> or enjoy looking through the gallery at <a href="https://arteauto.com/collections/nicholas-watts">arteauto.com</a>, and perhaps add a piece to your collection.<br />
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Jacques Vaucher<br />
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For more great automotive memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">Website</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
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And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</div>
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Unknownnoreply@blogger.com4tag:blogger.com,1999:blog-228822406906173984.post-67567117064787553012018-08-02T16:30:00.000-05:002018-08-05T20:12:10.066-05:00Monterey Car Week Unrestrained<div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhI3q8Uidl2UvSlKUcJ4C3H2vQRvjjdUVVFT4ehdmmID7yVanLJgFIlFs1N0VNyZM3mbJyvfc21AtwEOG4bLOcOJyvWHbH5aE8PDN2hreF4n6zqAj7nlVEpjjZHEba3ElQnY1ihMidiVJc/s1600/mpb-blog-image-m.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="The Motoring Classic convoying down a California Highway on its way to the 68th annual Pebble Beach Concours d'Elegance" border="0" data-original-height="1030" data-original-width="1600" height="341" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhI3q8Uidl2UvSlKUcJ4C3H2vQRvjjdUVVFT4ehdmmID7yVanLJgFIlFs1N0VNyZM3mbJyvfc21AtwEOG4bLOcOJyvWHbH5aE8PDN2hreF4n6zqAj7nlVEpjjZHEba3ElQnY1ihMidiVJc/s640/mpb-blog-image-m.jpg" title="The Motoring Classic convoying down a California Highway on its way to the 68th annual Pebble Beach Concours d'Elegance" width="532" /></a></div>
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How to do it all and do it large, for under $5,000 a day</h2>
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by Carl Bomstead edited by James Kathauser</h4>
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Having attended Pebble for the past 25 years or so, I’ve watched costs continue to escalate and have always dreaded the arrival of the credit-card bill that documented what a great time my wife and I had. But not this time. For the purposes of this exercise, the only caveat is try to keep it under $5,000 a day.</div>
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Now, of course, this doesn’t include any car purchases — just everything else.<br />
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Arriving in style</h3>
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<tr><td style="text-align: center;"><a href="http://autocontentexp.com/wp-content/uploads/2017/08/MC9.jpg?utm_source=rss&utm_medium=rss" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The Motoring Classic arrives at the 68th Annual Pebble Beach Concours d'Elegance Courtesy of AutoNXT" border="0" src="http://autocontentexp.com/wp-content/uploads/2017/08/MC9.jpg?utm_source=rss&utm_medium=rss" data-original-height="480" data-original-width="800" height="319" title="The Motoring Classic arrives at the 68th Annual Pebble Beach Concours d'Elegance Courtesy of AutoNXT" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Motoring Classic arrives at the 68th Annual Pebble Beach Concours d'Elegance<br />
Courtesy of AutoNXT</td></tr>
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My first call is to Tour Master extraordinaire AlMcEwan, who is the majordomo for the famed Pebble Beach Motoring Classic. The tour is a nine-day, 1,500 mile extravaganza that leaves from Seattle, continues through the Oregon Cascades and then down the California coast, crossing the San Francisco Bay Bridge and arriving at the Pebble Beach Lodge on Wednesday afternoon. About 30 cars attend, and the requirement is that the cars have appeared on the lawn at Pebble Beach or are eligible to do so. The tour cost is $12,000 for a couple but is all-inclusive, including premium lodging, food and libations.<br />
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Fortunately, Al has an opening, and we quickly take care of the nancial arrangements.<br />
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Rolling tab: $12,000, and that’s before arriving in Monterey.</h4>
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Where to sleep</h3>
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<tr><td style="text-align: center;"><a href="http://www.pebblebeach.com/content/uploads/meeting-gorup-accommodations-1550x600.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The newly renovated Pebble Beach Lodge borders the 18th hole and provides great accommodation for Concours Visitors Courtesy of Pebble Beach Resorts" border="0" src="http://www.pebblebeach.com/content/uploads/meeting-gorup-accommodations-1550x600.jpg" data-original-height="310" data-original-width="800" height="204" title="The newly renovated Pebble Beach Lodge borders the 18th hole and provides great accommodation for Concours Visitors Courtesy of Pebble Beach Resorts" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The newly renovated Pebble Beach Lodge borders the 18th hole and provides great accommodation<br />
for Concours Visitors. Courtesy of Pebble Beach Resorts</td></tr>
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Accommodations are always an issue during the week. I have my normal overpriced franchise motel reserved, but I’ve always wanted to stay at The Lodge. Checking with the powers that be at the concours of office tells me that there has been a cancellation at Casa Palmero, the boutique 24-room facility that resembles a Mediterranean villa. It is part of The Lodge and is renowned for its personal service, but it comes with a price. The Estate Studio that is available is $1,150 a night plus the taxes, gratuities and other fees. For Wednesday through Sunday, that’s around $6,200.<br />
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Rolling tab: $18,200.</h4>
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Red cars and carpets</h3>
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<a href="https://images.dwell.com/photos/6108729469055270912/6173998334759223296/large.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="A Day at the Pebble Beach Concours d'Elegance Car Show Courtesy of Dwell" border="0" data-original-height="600" data-original-width="800" height="399" src="https://images.dwell.com/photos/6108729469055270912/6173998334759223296/large.jpg" title="A Day at the Pebble Beach Concours d'Elegance Car Show Courtesy of Dwell" width="532" /></a></td></tr>
<tr><td class="tr-caption">A Day at the Pebble Beach Concours d'Elegance Car Show<br />
Courtesy of Dwell</td></tr>
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I won’t have much time to relax, as my wife and I will be picked up at 5 p.m. on Wednesday for the McCall’s Motorworks Revival at the Monterey Jet Center. We have purchased Red Carpet tickets for $575 each and look forward to enjoying the “see and be seen” lifestyle event that features current super and vintage cars and aircraft, along with food and beverages from the local upscale providers.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjim7EV2h_gNDZuE5psAYEeuKLsDhqYUJAfVQZ1A-5EPVZsUhy1EGR2QQOWydEeQMWKwCV1q7zJS5R2TCz3I8UKLh9VW8EynOxAraRYecmNmltjJaqYVbSoedi5P72KAs_FsKeNkvDKXHw/s1600/mpb-blog-image-pla.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="McCall’s Motorworks Revival at the Monterey Jet Center" border="0" data-original-height="1239" data-original-width="1600" height="246" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjim7EV2h_gNDZuE5psAYEeuKLsDhqYUJAfVQZ1A-5EPVZsUhy1EGR2QQOWydEeQMWKwCV1q7zJS5R2TCz3I8UKLh9VW8EynOxAraRYecmNmltjJaqYVbSoedi5P72KAs_FsKeNkvDKXHw/s320/mpb-blog-image-pla.jpg" title="McCall’s Motorworks Revival at the Monterey Jet Center" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">McCall’s Motorworks Revival at the Monterey Jet Center</td></tr>
</tbody></table>
<div>
Thursday we will be participating in the Tour d’Elegance, so I will have my car ready to go at the Polo Field in time for scrutineering and renewing friendships. The majority of the entrants in the concours now participate in the Tour, which travels through 17-Mile Drive, often continues out to Laureles Grade and then down Highway One to scenic Bixby Bridge. It returns to Carmel, where the cars are parked along Ocean Avenue for all to enjoy. The cars always draw a crowd in Carmel, and this year will not be an exception.<br />
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We will get back to “Casa P” in time to unwind a bit before I gather my group of 10 or so friends and head out the Carmel Valley Road to the Baja Cantina and Hot Chili Nights — a gathering of 100 or more collector cars. The Baja Cantina is known for its Mexican food, but I’m also attracted to the automotive memorabilia that owner Pat Phinney has displayed throughout the restaurant. Dinner for the party? $600.<br />
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Rolling tab: $19,950.</h4>
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<h3>
Exclusive fun</h3>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://hanabi.autoweek.com/sites/default/files/styles/gen-932-524/public/The-Field-at-2015-Quail.jpg?itok=PDj6sWHB" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The McCall’s Motorworks Revival at the Monterey Jet Center is an exclusive event hosted during the Festivities Courtesy of Autoweek" border="0" src="http://hanabi.autoweek.com/sites/default/files/styles/gen-932-524/public/The-Field-at-2015-Quail.jpg?itok=PDj6sWHB" data-original-height="450" data-original-width="800" height="298" title="The McCall’s Motorworks Revival at the Monterey Jet Center is an exclusive event hosted during the Festivities Courtesy of Autoweek" width="532" /></a></td></tr>
<tr><td class="tr-caption">The McCall’s Motorworks Revival at the Monterey Jet Center is an exclusive event hosted<br />
during the Festivities. Courtesy of Autoweek</td></tr>
</tbody></table>
</div>
<br />
Friday, my wife and I will be off to The Quail, A Motorsports Gathering, as we have found a pair of tickets on eBay for $1,500, which is an absolute bargain, as they are listed on StubHub starting at $1,950.<br />
<br />
The Quail is a day of exciting motorcars, excellent food pavilions and refreshments from a variety of premium suppliers. It is also a lifestyle event, as you can find displays for anything from exotic cars to multimillion-dollar yachts and most anything in between.<br />
<br />
We will need some time to unwind when we return to “Casa P,” then we will join friends and walk down to the Lodge for dinner at the Stillwater Bar and Grill, which overlooks the famed 18th fairway and Stillwater Cove. A smaller, more intimate evening. $500.<br />
<br />
But it will be an early evening, as Saturday will find us in our transportation to Concorso Italiano at the Black Horse Golf Course. Concorso Italiano was first presented in 1985 and features all that is Italian. There will be close to 1,000 cars that are Italian in origin presented in a number of classes. Keith Martin is again scheduled to have microphone in hand as master of ceremonies as he interviews owners and presents the awards. Two CI Club tickets: $495 each.<br />
<br />
The evening will find us at the Gala Dinner for Pebble Beach entrants, judges and sponsors. We are included as part of the Motoring Classic. The fare is always exceptional and the drink is all top-shelf. The band plays on, but we will duck into the Gooding auction taking place next door. Bidder credentials there are $200, in addition to the $300 we spent at RM Sotheby’s, $150 at Bonhams, $100 at Mecum, $200 at Russo and Steele, and $150 at Worldwide Auctioneers — gotta be ready in case a special car pops up that we need to own.<br />
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Rolling tab: $24,140</h4>
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<h3>
Concours Sunday</h3>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://car-images.bauersecure.com/pagefiles/75073/pbc17_02.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Lining up for the Prestigious Concours d'Elegance at Pebble Beach Courtesy of CAR Magazine" border="0" data-original-height="533" data-original-width="800" height="354" src="https://car-images.bauersecure.com/pagefiles/75073/pbc17_02.jpg" title="Lining up for the Prestigious Concours d'Elegance at Pebble Beach Courtesy of CAR Magazine" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Lining up for the Prestigious Concours d'Elegance at Pebble Beach<br />
Courtesy of CAR Magazine</td></tr>
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</div>
Sunday morning will arrive early, as we will be at Dawn Patrol. There, the cars are greeted by Pebble Beach Concours Chairperson Sandra Button as they enter the field. It is also the best time for photos before it becomes too crowded. We have managed to acquire a pair of tickets for the Chairman’s Hospitality at the Lodge for $2,750 apiece, which provides VIP access credentials and access to the Stillwater Bar and Grill for viewing of the award ceremony. Food and beverages will, of course, be provided.</div>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTZu5fA7k7gSZp_TPcz1-KcVP-DdyEMwYDTf_IAIvCsn6cH6-4-I7p6jsVHYccF085Fe7-giu81lHoRQMES6WgdQJW-1bmsWvY6GuA9PE8R88RIML3uPculEhECel_7cbXxmhlor_-O9I/s1600/mpb-blog-image-con.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="Grand Finale: Pebble Beach Concours d’Elegance" border="0" data-original-height="1600" data-original-width="1361" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTZu5fA7k7gSZp_TPcz1-KcVP-DdyEMwYDTf_IAIvCsn6cH6-4-I7p6jsVHYccF085Fe7-giu81lHoRQMES6WgdQJW-1bmsWvY6GuA9PE8R88RIML3uPculEhECel_7cbXxmhlor_-O9I/s320/mpb-blog-image-con.jpg" title="Grand Finale: Pebble Beach Concours d’Elegance" width="272" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Grand Finale: Pebble Beach Concours d’Elegance</td></tr>
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Following the Best of Show presentation, we will take the short walk to the Beach Club for the after-party, which is part of the Motoring Classic package. It is primarily for entrants and judges, as the winners will be congratulated and the others thanked for their participation. It will have been a long day, so it will hopefully be an early evening.<br />
<br />
When we return to Casa Palmero, there will most likely be a celebration under way in the hosted bar, so plans for an early evening will probably go out the window.<br />
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</h4>
<h4>
</h4>
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</h4>
<h4>
Grand total: $29,540.</h4>
<h4>
<br />
Cost per day: $5,908.</h4>
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<br /></div>
Of course, this all illustrates that you can’t see or do everything regardless of your budget — and speaking of budgets, I blew my $5,000-per-day plan, too. But what’s Monterey if not a time to splurge on the experience?<br />
<br />
With this, I have an exciting Monterey Car Week planned. But my ever-skeptical wife asks if I’m sure the magazine is going to cover this expensive trip. Could my fantasy trip be just that — a fantasy?<br />
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<br /></div>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgV8_A6D5mSHpIG1FapT_Din1f0t487bzCQmR9uxdW7R5Qn5RRmnq_qBQjN0hqsAxN6UMD8P2p-qG4orSaCqjloAx31ou_pYEXnVtQO9JbuXWk92WKwFBu1j0rCyloB4kkcNDjMvt4hfA/s1600/homepage-featured-image-jacques-1000x800.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Jacques in the Gallery of L'art et l'automobile" border="0" data-original-height="800" data-original-width="1000" height="256" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgV8_A6D5mSHpIG1FapT_Din1f0t487bzCQmR9uxdW7R5Qn5RRmnq_qBQjN0hqsAxN6UMD8P2p-qG4orSaCqjloAx31ou_pYEXnVtQO9JbuXWk92WKwFBu1j0rCyloB4kkcNDjMvt4hfA/s320/homepage-featured-image-jacques-1000x800.jpg" title="Jacques in the Gallery of L'art et l'automobile" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Jacques in the Gallery of L'art et l'automobile</td></tr>
</tbody></table>
Monterey Week is coming quickly, August 17th to the 27th. The motoring world will be converging on the Peninsula at Pebble Beach. The 10 day long event will be packed with racetrack celebrities, Concours d’Elegance and automobile week, numerous manufacturers’ meetings, car club reunions, forums, vintage car auctions and so much more. But Carl forgot to go to the Race Track at Laguna Secca, where they hold great Vintage Car Races, namely the Rolex Monterey Motorsports Reunion held throughout Autoweek. Great fun but exhausting. <br />
<br />
L’art et l’automobile’s very own Jacques Vaucher will as usual be exhibiting some of our latest vintage Automobile Memorabilia at the Spanish Bay Inn from Thursday the 23rd through Saturday the 25th. Make sure to please come by, have a chat with Jacques and Karen and peruse the collection in person. <br />
<br />
In addition, Jacques has been invited to participate in the Pebble Beach Classic Car Forum on Friday afternoon at 3:30 pm, also at the Spanish Bay Inn. He will be collaborating in a talk on “collecting everything but cars” as part of the panel, for a discussion on all memorabilia surrounding car collecting. <br />
<br />
Come Visit, and we hope to see you there. <br />
<br />
Jacques Vaucher<br />
<br />
For more great automotive memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.<br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</div>
Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-228822406906173984.post-44938858441359538762018-07-30T11:51:00.001-05:002018-08-02T12:11:06.867-05:00The Automobiles of Ettore Bugatti<div class="separator" style="clear: both; text-align: center;">
<a href="https://www.classicdriver.com/sites/default/files/styles/colorbox/public/article_images/bugatti_petersen_01_0.jpg?itok=SGnuIXTb" imageanchor="1"><img alt="Bugatti Type 44 and Type 35, on display together at Petersen Automotive Museum’s The Art of Bugatti Exhibition Photo courtesy of the Petersen Automotive Museum © 2016" border="0" data-original-height="429" data-original-width="800" height="284" src="https://www.classicdriver.com/sites/default/files/styles/colorbox/public/article_images/bugatti_petersen_01_0.jpg?itok=SGnuIXTb" title="Bugatti Type 44 and Type 35" width="532" /></a></div>
<h2>
One of the greatest car manufacturers in the world.</h2>
<h4>
by James Karthauser</h4>
<div>
<br /></div>
Greetings Auto Lovers,<br />
<br />
Ettore Bugatti was born in Milan, Italy, and the automobile company that bears his name was founded in 1909 in Molsheim, which was part of the German Empire from 1871 to 1919. The company was known both for the level of detail of its engineering in its automobiles, and for the artistic manner in which the designs were executed, given the artistic nature of Ettore's family (his father, Carlo Bugatti (1856–1940), was an important Art Nouveau furniture and jewelry designer).<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8gteLW8TT4UlhCfqOQmXzE_rrbDTAv0VQfp1s2DEmfaajp4rY23uj0Cy26ttGVlt_0JVBL8G_EZopej9B7WaDq72pGHQmBhzMicIGDgepcRsoLHYD4JLeBVNX9JXQd5W_6pMDrWpB3uc/s1600/ebppnw-image-blog.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Ettore Bugatti, Acrylic Painting on Canvas by Barry Rowe" border="0" data-original-height="1163" data-original-width="1600" height="386" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8gteLW8TT4UlhCfqOQmXzE_rrbDTAv0VQfp1s2DEmfaajp4rY23uj0Cy26ttGVlt_0JVBL8G_EZopej9B7WaDq72pGHQmBhzMicIGDgepcRsoLHYD4JLeBVNX9JXQd5W_6pMDrWpB3uc/s640/ebppnw-image-blog.jpg" title="Ettore Bugatti, Acrylic Painting on Canvas by Barry Rowe" width="532" /></a></td></tr>
<tr><td class="tr-caption">Ettore Bugatti in front of his paddock at the French Grand Prix, detailed in a Painting by Barry Rowe<br />
available in our Bugatti Collection at arteauto.com. </td></tr>
</tbody></table>
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After World War One, Bugatti was able to obtain at the last minute, a stand at the 15th Paris motor show in October 1919. He exhibited three light cars, the Type 13, 22 and 23, each fitted with the same 4-cylinder 1,368cc engine. Ettore Bugatti, who considered himself not just a constructor but an artist, ensured that his cars made a good showing. </div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgPg6CPltYNCFOjAaUn8EzNzXaRSbwd3T3sIWwZ-fAiBVml1byI5SIJuGZTZalp-AA6X2phe_zbUPx0oG75fyiFsrsKuXEdDORUoHKslgmMGwgk1t8siyxhtMADyleq6P0m8CUKJQSpT1I/s1600/bt13-image-blog.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="405" data-original-width="800" height="269" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgPg6CPltYNCFOjAaUn8EzNzXaRSbwd3T3sIWwZ-fAiBVml1byI5SIJuGZTZalp-AA6X2phe_zbUPx0oG75fyiFsrsKuXEdDORUoHKslgmMGwgk1t8siyxhtMADyleq6P0m8CUKJQSpT1I/s640/bt13-image-blog.jpg" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bugatti Type 13, the smallest of the three models Ettore Bugatti exhibited in Paris in 1919.<br />
<i>Photo courtesy of CarinPicture.com</i></td></tr>
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The company was at its peak during the 1920’s and 30’s, building some very successful race cars and luxurious sports cars. Famous Bugattis constructed during this period include the Type 35 Grand Prix cars, the Type 41 "Royale", the Type 57 "Atlantic" and the Type 55 sports car. The company also enjoyed great success in early Grand Prix motor racing: in 1929 a privately entered Bugatti won the first ever Monaco Grand Prix. Racing success culminated with driver Jean-Pierre Wimille winning the 24 hours of Le Mans twice (in 1937 with Robert Benoist and 1939 with Pierre Veyron).</div>
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<tr><td style="text-align: center;"><a href="https://www.classicdriver.com/sites/default/files/styles/colorbox/public/article_images/bugatti_petersen_11_0.jpg?itok=p-8N35Wn" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="456" data-original-width="800" height="303" src="https://www.classicdriver.com/sites/default/files/styles/colorbox/public/article_images/bugatti_petersen_11_0.jpg?itok=p-8N35Wn" width="532" /></a></td></tr>
<tr><td class="tr-caption">1932 Bugatti Type 41 Royale, on display at Petersen Automotive Museum’s The Art of Bugatti Exhibition<br />
<i>Photo courtesy of the Petersen Automotive Museum © 2016</i></td></tr>
</tbody></table>
<div>
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<br />
Bugatti cars were extremely successful in racing. The little Bugatti Type 10 swept the top four positions at its first race. The 1924 Bugatti Type 35 is probably the most successful racing car of all time, with over 2,000 wins. The Type 35 was developed by Bugatti with master engineer and racing driver Jean Chassagne who also drove it in Bugatti’s first ever Grand Prix in 1924, in Lyon. Bugattis swept to victory in the Targa Florio for five years straight from 1925 through 1929. Louis Chiron held the most podiums in Bugatti cars, and the modern marque revival Bugatti Automobiles S.A.S. named the 1999 Bugatti 18/3 Chiron concept car in his honor. But it was the final racing success at Le Mans that is most remembered—Jean-Pierre Wimille and Pierre Veyron won the 1939 race with just one car and meager resources.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/010-pur-sang-bugatti-type-35_2.jpeg?itok=ZhIDa8jo" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Bugatti Type 35 working re-creation by Pur Sang" border="0" src="http://hanabi.autoweek.com/sites/default/files/styles/gen-1200-675/public/010-pur-sang-bugatti-type-35_2.jpeg?itok=ZhIDa8jo" data-original-height="450" data-original-width="800" height="299" title="Bugatti Type 35 working re-creation by Pur Sang" width="532" /></a></td></tr>
<tr><td class="tr-caption">The Bugatti Type 35 Racer, possibly the most winning race car of all time. This particular example<br />
is a working recreation by Pur Sang. Photo Courtesy of Autoweek.</td></tr>
</tbody></table>
<div>
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Bugattis are noticeably focused on design. Engine blocks were hand scraped to ensure that the surfaces were so flat that gaskets were not required for sealing, many of the exposed surfaces of the engine compartment featured guilloché (an artistic pattern made trough engine turning) finishes on them, and safety wires had been threaded through almost every fastener in intricately laced patterns. Rather than bolt the springs to the axles as most manufacturers did, Bugatti's axles were forged such that the spring passed through a carefully sized opening in the axle, a much more elegant solution requiring fewer parts. He famously described his arch competitor Bentley's cars as "the world's fastest lorries" for focusing on durability. According to Bugatti, "weight was the enemy".</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.classicdriver.com/sites/default/files/styles/colorbox/public/article_images/bugatti_petersen_30_0.jpg?itok=EgAm_XaT" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="456" data-original-width="800" height="300" src="https://www.classicdriver.com/sites/default/files/styles/colorbox/public/article_images/bugatti_petersen_30_0.jpg?itok=EgAm_XaT" width="532" /></a></td></tr>
<tr><td class="tr-caption">Bugatti Type 57 Atlantic, on display at Petersen Automotive Museum’s The Art of Bugatti Exhibition<br />
<i>Photo courtesy of the Petersen Automotive Museum © 2016</i></td></tr>
</tbody></table>
<div>
<br />
<br />
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At l’art et l’automobile we appreciate artistry and craftsmanship as much as anyone, and in the case of Bugatti, those characteristics have produced a marque that refines and defines the terms in the automotive industry. For many, the Bugatti Marque represents the pinnacle of classic automotive engineering, and we are hard pressed to disagree. To that end, we have amassed a good collection of items representing this illustrious marque through the decades. Enjoy looking through the gallery at <a href="https://arteauto.com/search?type=product&q=bugatti">arteauto.com</a>, and perhaps add a piece to your collection.<br />
<br />
Regards.<br />
<br />
Jacques Vaucher<br />
<br />
For more great automotive memorabilia, don't forget to browse the many other categories on our <a href="http://www.arteauto.com/">NEW WEBSITE</a>. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular. <br />
<br />
And as always, be sure to Like and Share on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, share a photo on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a>and read our <a href="https://arteauto.com/pages/lart-et-lauto-blog">Blogs</a>.</div>
</div>
</div>
Unknownnoreply@blogger.com169tag:blogger.com,1999:blog-228822406906173984.post-6367579807361266052018-07-19T17:30:00.000-05:002018-07-19T17:10:08.923-05:00The 7 most memorable German Grand Prix moments<div class="separator" style="clear: both; text-align: center;">
<a href="https://image.redbull.com/rbcom/010/2013-07-08/1331600402767_11/0010/1/4150/1122/1/michael-schumacher-1995-german-grand-prix.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="216" data-original-width="800" height="142" src="https://image.redbull.com/rbcom/010/2013-07-08/1331600402767_11/0010/1/4150/1122/1/michael-schumacher-1995-german-grand-prix.jpg" width="532" /></a></div>
<h2>
Check out the seven most eye-catching and hair-raising moments that have happened at the German Grand Prix (and one we at l'art et l'automobile feel they missed)</h2>
<h4>
By James W Roberts <span style="font-weight: normal;">edited by</span> James Karthauser</h4>
The German Grand Prix has been held 75 times and has been part of the FIA Formula One World Championship since 1951, so it is safe to say that in that time a few pretty memorable events have occurred there. Since the Second World War the race has been hosted by three venues: Hockenheimring, the Nürburgring Nordschleife, and at a shorter version of the Nürburgring and there have been plenty of unforgettable moments. Here are seven momentous German Grand Prix moments.<br />
<br />
<h3>
<b>Max Verstappen’s dad turns up the heat</b></h3>
<b>Hockenheim, 31st July 1994</b><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2014-08-13/1331671046324_4/0012/0/0/61/1342/2079/1850/1/verstappen-fire-hockenheim.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Jos Verstappen's miraculous escape at Hockenheim" border="0" data-original-height="532" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2014-08-13/1331671046324_4/0012/0/0/61/1342/2079/1850/1/verstappen-fire-hockenheim.jpg" title="Jos Verstappen's miraculous escape at Hockenheim" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Jos Verstappen's miraculous escape at Hockenheim</span></td></tr>
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The 1994 F1 season saw the return of in-race refuelling and a few drivers and team bosses worried about the dangers of fuel spraying over red-hot F1 cars, but for the first eight races of the championship it was a case of so far so good.<br />
…but then came the German Grand Prix.<br />
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On lap 47, Jos Verstappen stopped in the pits for fuel and tyres. As the refuelling mechanic inserted the fuel hose a clear liquid was seen spraying all over the car. An eerie calm followed before a huge explosion engulfed Verstappen’s Benetton B194 and his mechanics. The cause? Benetton had fiddled with the refuelling components in an attempt to ensure a quicker stop. Naughty. The result? Thankfully, the ensuing fireball was quickly extinguished, Verstappen and a mechanic escaped with minor burns and Gerhard Berger went on to win a crazy race that was dogged by political squabbling and a first corner smash that eliminated ten cars on the spot.<br />
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<h3>
<b>First pole and first win for Webber</b></h3>
<b>Nürburgring, 12th July 2009</b></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2013-11-29/1331622498882_2/0010/1/1850/1233/1/mark-webber-first-win-red-bull-nurburgring-2009-german-grand-prix.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Maiden win at Nurburgring 2009" border="0" data-original-height="533" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2013-11-29/1331622498882_2/0010/1/1850/1233/1/mark-webber-first-win-red-bull-nurburgring-2009-german-grand-prix.jpg" title="Maiden win at Nurburgring 2009" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Maiden win at Nurburgring 2009</span></td></tr>
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By the time of the 2009 German Grand Prix <a href="https://www.redbull.com/us-en/athlete/mark-webber">Mark Webber</a> was in his third season with Red Bull Racing and despite clocking up four podium finishes, his first Grand Prix victory eluded him.<br />
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That was until F1 returned to the reconfigured Nürburgring, under the banner of the German Grand Prix, for the first time since 1985. Webber confirmed the promise he had been showing since coming into F1 back in 2002 and nailed pole position, the first of his career, ahead of the Brawn-Mercedes machines of Rubens Barrichello and Jenson Button. In the race Webber led home a memorable Red Bull Racing one-two in front of Sebastian Vettel, sealing a hugely popular victory and becoming the first Australian to win a Grand Prix since Alan Jones triumphed in the 1981 Caesars Palace Grand Prix.<br />
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<h3>
<b>Piquet’s punch up</b></h3>
<b>Hockenheim, 8th August 1982</b><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2016-10-13/1331823506184_3/0010/1/1850/1233/1/nelson-piquet.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Nelson Piquet" border="0" data-original-height="533" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2016-10-13/1331823506184_3/0010/1/1850/1233/1/nelson-piquet.jpg" title="Nelson Piquet" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Nelson Piquet</span></td></tr>
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Perhaps one of F1’s most bizarre (and comical) moments happened during the 1982 German Grand Prix at Hockenheim. Reigning World Champion Nelson Piquet was easily leading the race in his BMW-powered Brabham and on lap 18 and approaching the newly installed Ostkurve chicane he caught the lapped car of backmarker Eliseo Salazar.</div>
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And the rest is history…</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2016-01-11/1331769990593_2/0010/1/1850/1233/1/piquet-contro-salazar-al-gp-germania-1982.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Piquet contro Salazar al GP Germania 1982" border="0" data-original-height="533" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2016-01-11/1331769990593_2/0010/1/1850/1233/1/piquet-contro-salazar-al-gp-germania-1982.jpg" title="Piquet contro Salazar al GP Germania 1982" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Piquet contro Salazar al GP Germania 1982</span></td></tr>
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"Quite what Salazar thought he was doing…and I have to say that is an absolute disgrace," James Hunt, BBC commentator. As Piquet went to pass Salazar the Columbian driver inexplicably hit Piquet’s Brabham from behind and sent both cars spinning out of the race. The furious Piquet leaped from his car, confronted the hapless Salazar and shoved, punched and kicked him in an act of aggression rarely seen (in front of the cameras at least) in the civilised world of F1.</div>
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<iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/5iTUa0J8Kzw/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/5iTUa0J8Kzw?feature=player_embedded" width="320"></iframe></div>
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After the dust had settled the Brabham mechanics discovered that Piquet’s engine wouldn’t have lasted the race distance anyway.<br />
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<h3>
<b>Patrick Tambay’s emotional win</b></h3>
<b>Hockenheim, 8th August 1982</b></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2014-05-02/1331648737923_2/0012/0/0/0/2319/3483/1850/1/patrick-tambay-ferrari.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Patrick Tambay" border="0" data-original-height="533" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2014-05-02/1331648737923_2/0012/0/0/0/2319/3483/1850/1/patrick-tambay-ferrari.jpg" title="Patrick Tambay" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Patrick Tambay</span></td></tr>
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The 1982 season was so full of drama and tragedy not even movie director Ron Howard could’ve come up with a crazier plot. By the time of the German Grand Prix, F1 had witnessed a driver’s strike, the death of popular Ferrari driver Gilles Villeneuve, and in practice for the race at Hockenheim Ferrari suffered another catastrophic blow. Didier Pironi, the man expected to win the driver’s title had a monumental airborne accident in practice, smashing his legs and ending his career.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2015-01-29/1331702288054_2/0012/0/0/92/683/1002/1850/1/didier-pironi-crash-1982.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Didier Pironi Crash 1982" border="0" data-original-height="600" data-original-width="800" height="397" src="https://image.redbull.com/rbcom/010/2015-01-29/1331702288054_2/0012/0/0/92/683/1002/1850/1/didier-pironi-crash-1982.jpg" title="Didier Pironi Crash 1982" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Didier Pironi Crash 1982</span></td></tr>
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On race day it was left to Villeneuve’s replacement Patrick Tambay to climb into the sole Ferrari, tackle the high-speed straights of Hockenheim and bring the number 27 car home to score a memorable and emotional win for the prancing horse.</div>
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<h3>
<b>Jackie Stewart’s finest hour</b></h3>
<b>Nürburgring, 4th August 1968</b></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2016-11-16/1331829665297_5/0010/1/1850/1233/1/jackie-stewart-racing-to-victory-at-nurburgring-in-the-rain.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Jackie Stewart in the rain at the Nürburgring" border="0" data-original-height="533" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2016-11-16/1331829665297_5/0010/1/1850/1233/1/jackie-stewart-racing-to-victory-at-nurburgring-in-the-rain.jpg" title="Jackie Stewart in the rain at the Nürburgring" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Jackie Stewart in the rain at the Nürburgring</span></td></tr>
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Back in the 1960s the original 13-odd mile long Nürburgring Nordschlife was a daunting prospect for any driver.<br />
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"The track is narrow, the undulations so pronounced, the bends so numerous, that you can hardly remember where you are on the circuit even on a clear day, but in fog and ceaseless spray you just have no idea at all," .Jackie Stewart. Jackie Stewart called it ‘the green hell’ and his drive on that August afternoon at the German Grand Prix in appalling conditions has gone down as legend.<br />
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"When I left home to race at the German Grand Prix, I always used to pause at the end of my driveway and take a long look back at my house. I was never sure I would come home again."</div>
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<a href="https://instagram.com/epic_grandprix/?utm_source=ig_embed" target="_blank"><img alt=" Epic Grand Prix Instagram" border="0" data-original-height="1600" data-original-width="774" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTfQb8NfkpuDRqaA5AxKp0ZhFXg8RYv01XVdkuOY3dkGUfAGIDGeLR2X7Ymf4Rl6NEDnc2YMxpIGDPZ4rCR2pLQEiIfE9NRu0vo_Xgkp6WKdGkS4ASkB3q6w7hdJ4epsuB4x6T702BVVc/s400/Screen+Shot+2018-07-19+at+2.49.22+PM.png" width="191" /></a></div>
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In heavy rain and fog, the Scottish driver, racing with a broken wrist, sailed his Matra-Ford in zero visibility through the spray to win the race a massive four minutes ahead of Graham Hill. The skill and bravery Stewart displayed in a race he himself thought should have been cancelled remains one of the finest displays by any F1 driver ever.<br />
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<h3>
<b>Niki Lauda’s miraculous escape</b></h3>
<b>Nürburgring, 1st August 1976</b></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2013-07-04/1331599922953_8/0010/1/1850/1233/1/lauda-nurburgring-1976.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Niki Lauda at the 1976 German GP" border="0" data-original-height="533" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2013-07-04/1331599922953_8/0010/1/1850/1233/1/lauda-nurburgring-1976.jpg" title="Niki Lauda at the 1976 German GP" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Niki Lauda at the 1976 German GP</span></td></tr>
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The 1976 F1 season had it all. The British upstart James Hunt against the cool and calculated Austrian world champion Niki Lauda. McLaren Vs Ferrari. And at the German Grand Prix that year, the notorious Nürburgring would be the scene for one of the most dramatic events in F1 history.</div>
Reigning champion Lauda crashed at speed on lap two and as his Ferrari slewed to a halt burst into flames and was hit by two other cars. Grainy footage dramatically shows the Austrian trapped in his burning car as drivers Guy Edwards, Arturo Merzario, Brett Lunger and Harald Ertl heroically struggle to free him.</div>
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<a href="https://instagram.com/whereispalmer/?utm_source=ig_embed" target="_blank"><img alt=" Where is Palmer Instagram" border="0" data-original-height="1174" data-original-width="892" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiD5g8GCodU3DoC4YMvjd3Jg0FoboWGWISOdqjivvJ9Td0DuXCsR_ebbTU2M1ZOuTAlfoaer9NpOIcnIQkj8gE2J21Ux25ZLkNSERk1mZ5pYK_brdE2q__NgwPBtpc6_BG7YsdlTcZgh0/s400/Screen+Shot+2018-07-19+at+2.52.30+PM.png" width="303" /></a></div>
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Lauda suffered serious burns and almost fatal smoke inhalation. He was given the last rites by a priest, but in a super human feat of recovery was back at the wheel of his car two races later.<br />
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"I am bandaged, blind and dumb. A man appears: I understand it’s the priest. He speaks Latin, it sounds like a judgement, the last rites. It makes me so cross – I want to shout: HEY STOP, THIS IS THE WORST F***-UP YOU MAKE IN YOUR LIFE. I AM NOT GOING TO DIE."</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2016-07-20/1331807353275_1/0012/0/0/0/732/1098/1850/1/best-f1-season-finales.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Lauda bravely retired his car from the 1976 finale" border="0" data-original-height="533" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2016-07-20/1331807353275_1/0012/0/0/0/732/1098/1850/1/best-f1-season-finales.jpg" title="Lauda bravely retired his car from the 1976 finale" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Lauda bravely retired his car from the 1976 finale</span></td></tr>
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When all was said and done, Lauda only lost the 1976 driver’s title by one point to Hunt and went on to regain his F1 crown in 1977. F1 never returned to the original Nürburgring Nordschleife.</div>
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<h3>
<b>Schumacher’s first German Grand Prix win</b></h3>
<b>Hockenheim, 30th July 1995</b></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://image.redbull.com/rbcom/010/2015-08-21/1331742717056_2/0012/0/197/0/3290/4641/1850/1/michael-schumacher-celebrates-as-the-1995-belgian-f1-grand-prix-winner.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Michael Schumacher on the podium in 1995" border="0" data-original-height="533" data-original-width="800" height="354" src="https://image.redbull.com/rbcom/010/2015-08-21/1331742717056_2/0012/0/197/0/3290/4641/1850/1/michael-schumacher-celebrates-as-the-1995-belgian-f1-grand-prix-winner.jpg" title="Michael Schumacher on the podium in 1995" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: white; color: #1a1919; font-family: "bull" , "helvetica" , sans-serif; font-size: 13.5px; text-align: left;">Michael Schumacher on the podium in 1995</span></td></tr>
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The 1995 F1 season was the first where German fans could see a reigning world champion on home soil. By the time of the 1995 German Grand Prix at Hockenheim, Michael Schumacher fever was everywhere, and as the championship battle heated up with British rival Damon Hill, the partisan crowd were desperate to see their new hero win. On a hot summer day the capacity crowd basked in sun and scadenfreude as they witnessed Hill’s Williams spin off into the barriers leaving Schumacher and Benetton to make history. The fact this happened right in front of the densely packed stadium section only added to the fan’s delight and Schumacher cruised to his first German Grand Prix victory and place one hand on the 1995 title.<br />
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<h3>
Die Regenmeister - King of the Rain</h3>
<b>Nurburgring, <span style="background-color: white; color: #222222; font-family: sans-serif; font-size: 14px;">23 July 1939</span></b></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.grandprixhistory.org/images/caracciola30.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Rudolf Caracciola" border="0" src="http://www.grandprixhistory.org/images/caracciola30.jpg" data-original-height="300" data-original-width="680" height="234" title="Rudolf Caracciola" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="text-align: start;"><span style="font-size: x-small;">Rudolf Caracciola</span></span></td></tr>
</tbody></table>
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The German Grand Prix at Nurburgring would be one of the last races of the 1939 season, due to the outbreak of World War II in September, but as that event took place months before, contention was still as hot as ever. </div>
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Rudolf Caracciola, the famous German Champion, took it upon himself to tally another win for Mercedes and for Germany. In a pouring Deluge, Caracciola pushed his Mercedes Benz W154 from the third position to the winners circle, dealing with the weather and engine hardships. Though he was suspicious that the Daimler-Benz Racing Team favored his Teammate Hermann Lang, he pulled out the victory and went on to become the German Road Racing Champion, proving once again his title of 'King of the Rain.'</div>
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This week marks the 77th running of the German Grand Prix. This biennial event has hosted Grand Prix and Formula 1 races since 1926 and is recently returning to the Formula 1 schedule as the Premier German Racing Event. </div>
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<a href="https://arteauto.com/products/gp-of-germany-hockenheim-1983-poster-by-c-demand" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img alt=" GP of Germany - Hockenheim 1983 poster by Carlo Demand" border="0" data-original-height="800" data-original-width="643" height="200" src="https://cdn.shopify.com/s/files/1/2393/7963/products/1983-gp-germany-hockenheim-poster_1400x.jpg?v=1522786840" title="GP of Germany - Hockenheim 1983 poster by Carlo Demand" width="160" /></a><a href="https://arteauto.com/products/1939-german-gp-at-the-nurburgring-print-by-carlo-demand" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img alt=" 1939 German GP at the Nurburgring print by Carlo Demand, autographed" border="0" data-original-height="800" data-original-width="643" height="200" src="https://cdn.shopify.com/s/files/1/2393/7963/products/1939-german-gp-print-carlo-demand_1400x.jpg?v=1521566133" title="1939 German GP at the Nurburgring print by Carlo Demand, autographed" width="160" /></a><a href="https://cdn.shopify.com/s/files/1/2393/7963/products/1994-gp-germany-hockenheim-poster_1400x.jpg?v=1519936485" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="GP of Germany Hockenheim 1994 official event poster" border="0" data-original-height="800" data-original-width="643" height="200" src="https://cdn.shopify.com/s/files/1/2393/7963/products/1994-gp-germany-hockenheim-poster_1400x.jpg?v=1519936485" title="GP of Germany Hockenheim 1994 official event poster" width="160" /></a></div>
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<span style="font-size: x-small;">Many prints, posters, brochures and memorabilia detailing the German Grand Prix over the years available at arteauto.com</span><br />
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We here at l'art et l'automobile are definitely not going to miss this illustrious event, and we very much hope that you will be joining us as well. To that end, we have gathered a collection of Artifacts and Memorabilia from this momentous race and are providing it to you, our followers. Follow this link to our <span style="color: red;">Newsfeed</span>, where you will find a sampling of the collection as well as a link to find all the German GP artwork and Automobilia we have to offer. Please feel free to tour the gallery <span style="color: red;">here</span>, and perhaps you will find something to add to your collection. <br />
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And as always, Like and Share us on <a href="https://www.facebook.com/arteauto/">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto">Twitter</a>, Share a Picture with us on <a href="https://www.instagram.com/arteauto_classic/">Instagram</a> and catch up on the rest of the blog below.<br />
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James Karthauser<br />
Development and Social Media<br />
l'art et l'automobile</div>
Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-228822406906173984.post-35043761411508624312018-06-28T16:30:00.000-05:002018-06-28T16:56:54.315-05:00La femme et l'automobile<h2>
Women on the Allure of Driving the Rallye des Princesses </h2>
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Kate Walker of The New York Times edited by James Karthauser</h4>
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<a href="https://static01.nyt.com/images/2018/06/02/sports/sub02DRIVERS-print/merlin_138825243_279b9a71-7e92-405e-89e0-f99a1e632e84-superJumbo.jpg?quality=90&auto=webp" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Competitors in the 2016 rally, which covers country roads at speeds averaging 25 to 30 miles per hour. While the vintage cars add to the glamour, they often don’t provide the smoothest ride. Credit - Richard Bord, via Rallye des Princesses" border="0" data-original-height="533" data-original-width="800" height="354" src="https://static01.nyt.com/images/2018/06/02/sports/sub02DRIVERS-print/merlin_138825243_279b9a71-7e92-405e-89e0-f99a1e632e84-superJumbo.jpg?quality=90&auto=webp" title="Competitors in the 2016 rally, which covers country roads at speeds averaging 25 to 30 miles per hour. While the vintage cars add to the glamour, they often don’t provide the smoothest ride." width="532" /></a></td></tr>
<tr><td class="tr-caption">Competitors in the 2016 rally, which covers country roads at speeds averaging 25 to 30 miles per hour. While the vintage cars add to the glamour, they often don’t provide the smoothest ride.<br />
<span style="font-size: xx-small;">Credit - Richard Bord, via Rallye des Princesses</span></td></tr>
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The concept reads like a dream: five days spent driving classic cars from Paris to Southern France, stopping off along the way for leisurely lunches and nights in four- and five-star hotels. As motorsport experiences go, the Rallye des Princesses Richard Mille is a world apart — an all-female motorsport event aimed at providing entrants with a luxury experience in addition to an automotive adventure with breathtaking views. Some 90 women will take part in the six-day race that started on Saturday in Paris, and continues all this week, will travel some 1,000 miles of meandering roads in France and northern Spain, before crossing the finish line in Biarritz on the Atlantic coast of France.</div>
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[READ MORE: <a href="https://www.nytimes.com/2018/05/31/sports/autoracing/rallye-des-princesses-race.html">The Rich History of the Rallye des Princesses</a>]<br />
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The first Rallye des Princesses in 2000 even included actual royalty: it counted among its entrants Princess Helene of Yugoslavia. She competed again in 2002 and 2006. The rally’s appeal extends beyond European royalty, and many of the 180 entrants this year are simply women who are passionate about cars and racing. Anne Sampeur of France, who first took part in 2014, came across the event by accident, when she stumbled across the start of the race in Paris. “I discovered the Rallye des Princesses while strolling Place Vendôme with friends about 10 years ago,” Sampeur recalled. “At the time, we had an HMC — an Austin-Healey replica, but my husband didn’t want to lend me his car. When I was ready to register, we bought a silver gray 1979 convertible Beetle.”<br />
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<tr><td style="text-align: center;"><a href="https://static01.nyt.com/images/2018/06/02/sports/02DRIVERS-INYT2/merlin_138527619_d58a9bde-d087-4b07-9725-288aac2c693c-superJumbo.jpg?quality=90&auto=webp" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Anne Sampeur, right, and Joelle Szpala in a 1979 Volkswagen Beetle in the 2014 rally. Credit Richard Bord/Getty Images" border="0" data-original-height="533" data-original-width="800" height="354" src="https://static01.nyt.com/images/2018/06/02/sports/02DRIVERS-INYT2/merlin_138527619_d58a9bde-d087-4b07-9725-288aac2c693c-superJumbo.jpg?quality=90&auto=webp" title="Anne Sampeur, right, and Joelle Szpala in a 1979 Volkswagen Beetle in the 2014 rally" width="532" /></a></td></tr>
<tr><td class="tr-caption">Anne Sampeur, right, and Joelle Szpala in a 1979 Volkswagen Beetle in the 2014 rally.<br />
<span style="font-size: xx-small;">Credit - Richard Bord/Getty Images</span></td></tr>
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Since 2014, Sampeur has entered the rally with friends and family, and in 2017 competed alongside her 14-year-old daughter, Matisse, who served as navigator. The pair entered a navy blue 1979 Alfa Romeo Spider 1600. “It was great,” Sampeur said. While the vintage cars add to the glamour, open-top vehicles running at an average of 25 to 30 miles per hour along glorious country roads, the drive is often not smooth because of the age of the vehicles. “We place a particular premium on comfort, as the performance involved in driving a vintage car for 350 kilometers per day on country roads is one that ought to be paired with a well-earned rest,” said Viviane Zaniroli, the founder of the event.<br />
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<tr><td style="text-align: center;"><a href="https://invictusmag.com/wp-content/uploads/2017/10/11.-richard-mille.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Richard Mille, a lead partner accompanies the 18th Rallye des Princesses last summer photo courtesy of Invictus Magazine" border="0" data-original-height="532" data-original-width="800" height="353" src="https://invictusmag.com/wp-content/uploads/2017/10/11.-richard-mille.jpg" title="Richard Mille, a lead partner accompanies the 18th Rallye des Princesses last summer" width="532" /></a></td></tr>
<tr><td class="tr-caption">Richard Mille, a lead partner accompanies the 18th Rallye des Princesses last summer<br />
photo courtesy of Invictus Magazine</td></tr>
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That well-earned rest includes spa treatments, luxury hotels, Champagne receptions and fine dining every evening, with a party at the finish line to round off the adventure. One regular participant is Coralie Chehab of Switzerland, entering her fifth Rallye des Princesses this year. Chehab is passionate about the event. “So many anecdotes, so many crazy laughs, so many memories to tell. Rallye des Princesses is not just a rally, it’s a vacation with 200 friends and cars.”<br />
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<tr><td style="text-align: center;"><a href="http://static1.purepeople.com/articles/6/10/17/16/@/868472-julie-gayet-marraine-du-rallye-des-950x0-2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="Florence Migraine Bourgnon, Julie Gayet, Jovanka Sopalovic at the Rallye des Princesses photo courtesy of Purepeople.com" border="0" src="http://static1.purepeople.com/articles/6/10/17/16/@/868472-julie-gayet-marraine-du-rallye-des-950x0-2.jpg" data-original-height="532" data-original-width="800" height="353" title="Florence Migraine Bourgnon, Julie Gayet, Jovanka Sopalovic at the Rallye des Princesses" width="532" /></a></td></tr>
<tr><td class="tr-caption">Florence Migraine Bourgnon, Julie Gayet, Jovanka Sopalovic at the Rallye des Princesses <br />
photo courtesy of Purepeople.com</td></tr>
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The Rallye des Princesses is open only to vintage cars — those registered before 1989 — split into groups roughly by decade. Some entrants own the cars, while others borrow from friends or drive cars furnished by sponsors. Chehab shares “an amazing 1967 gray convertible Mercedes-Benz 250SL Pagoda” with her co-driver and friend Gaëlle Wacziarg. The car is provided by a sponsor. “This beauty is definitely part of our team; she even has a name now — we call her Titine,” Chehab said. “Driving this car is a real pleasure, even though she is 50 years old. She is very comfortable and super easy to drive. A dream for this kind of rally.” Chehab entered the rally at the urging of Wacziarg, who returned from her first event full of enthusiasm. “I always had an interest in cars and always loved driving, but never thought I could participate in something so exceptional as the Rallye des Princesses,” Chehab said. “In the end, it didn’t take much to convince me to take part in this great adventure.”<br />
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<tr><td style="text-align: center;"><a href="https://franceracing.fr/wp-content/uploads/2017/03/Rallye-des-Princesses-route-800x533.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The Rallye Route is a Beautiful Winding Affair through Southern France Photo courtesy of Franceracing.fr" border="0" data-original-height="533" data-original-width="800" height="354" src="https://franceracing.fr/wp-content/uploads/2017/03/Rallye-des-Princesses-route-800x533.jpg" title="The Rallye Route is a Beautiful Winding Affair through Southern France" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Rallye Route is a Beautiful Winding Affair through Southern France<br />
Photo courtesy of Franceracing.fr</td></tr>
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One of the advantages of driving a loaner vehicle at a rally is that maintenance is taken care of by the car’s owner. “We are pretty lucky with Titine; we never had serious mechanical problems,” Chebab said. “She is very well maintained by our sponsor — he always makes a check before and after every rally. “The car suffers a lot during the week, with the changes of temperature — Paris during the spring is not always sunny, while in the South of France the weather is already warm — and I think the worst for the Pagoda is when the road book takes us into the mountains,” she said about the route map. “She is a heavy car and not really made for climbing.”<br />
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<tr><td style="text-align: center;"><a href="http://www.zaniroli.com/site/assets/files/1051/psr-3.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="A Selection of Vintage Cars lined up for the Next Leg of the Rallye des Princesses Photo courtesy of Zaniroli.com" border="0" src="http://www.zaniroli.com/site/assets/files/1051/psr-3.jpg" data-original-height="294" data-original-width="800" height="195" title="A Selection of Vintage Cars lined up for the Next Leg of the Rallye des Princesses " width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Selection of Vintage Cars lined up for the Next Leg of the Rallye des Princesses<br />
Photo courtesy of Zaniroli.com</td></tr>
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Sampeur struggled in 2015, breaking the clutch on her 1968 MGC at the end of the first day. “With the help of the MG club, I managed to find a garage to repair it with a clutch disc for an old car — 47 years old! So we didn’t run one day and took 7,000 penalty points,” she said. “On Tuesday, the hose was drilled. We saw the problem before departing for a regularity trial. We parked the car, and with rags and Scotch tape we fixed it to keep it going until lunch, where the great team of mechanics repaired it with real tools. “On Wednesday, the reverse gear decided to collapse, so we couldn’t make U-turns — to park the car we needed the help of mechanics to push us. And to finish the rally, before arriving in Saint-Tropez, our rearview mirror fell off. We laughed for a long time.”<br />
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<tr><td style="text-align: center;"><a href="http://www.zaniroli.com/site/assets/files/1020/acceuil-psr-1.970x0-is.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The ultimate women’s motor sport get-away... Photo courtesy of Zaniroli.com" border="0" src="http://www.zaniroli.com/site/assets/files/1020/acceuil-psr-1.970x0-is.jpg" data-original-height="333" data-original-width="800" height="221" title="The ultimate women’s motor sport get-away... " width="532" /></a></td></tr>
<tr><td class="tr-caption">The ultimate women’s motor sport get-away...<br />
Photo courtesy of Zaniroli.com</td></tr>
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Making her Rallye des Princesses debut this year is Susan Fesmire of Texas, who will be driving a 1970 Triumph convertible.<br />
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“This is my first R.D.P., but I suspect not my last, and this may all sound over the top, but I have had more fun getting ready for this event than anything I have ever done,” she said. “I first learned about the rally from a friend of mine in 2014. Her adventure sounded so glamorous and challenging,” she said. “Over the next two years I thought of the race often. I frequently checked the race website and Googled images from past races. I was fascinated by the idea of a race for non-racers, the gorgeous French countryside, sleek historic cars and chateaus all with your best girlfriend. When I pored over Rallye pictures, they showed beautiful women of all ages, from all countries, who seemed not unlike me. They looked amazing, but also real. “The idea of participating stayed in the back of my mind,” Fesmire said. “Then one Sunday morning in August 2016, I was looking at the Rallye website and decided that I was going to do it,” she said. “All I had to do was convince my best friend to go with me.”<br />
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<tr><td style="text-align: center;"><a href="http://www.zaniroli.com/site/assets/files/1049/psr-1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="The Rally des Princesses is designed for women by a woman Viviane Zaniroli. Photo courtesy of Zaniroli.com" border="0" src="http://www.zaniroli.com/site/assets/files/1049/psr-1.jpg" data-original-height="294" data-original-width="800" height="195" title="The Rally des Princesses is designed for women by a woman Viviane Zaniroli. " width="532" /></a></td></tr>
<tr><td class="tr-caption">The Rally des Princesses is designed for women by a woman Viviane Zaniroli.<br />
Photo courtesy of Zaniroli.com</td></tr>
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“That Sunday morning was over a year and a half ago, and the allure of the race has not waned for Suzanne or me,” she said of her friend and co-driver Suzanne Swaner, also of Texas. “The 19th Rallye des Princesses has given us almost two years of planning, strategizing and daydreaming about six amazing days spent behind the wheel of a gorgeous red convertible, laughing with my best friend while participating in the most glamorous all-women car rally in the world. It just doesn’t get any better.”<br />
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Nazanin Lankarani contributed reporting.<br />
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Modern Aphrodites and dream cars have always made good combinations, and by the splendor of its forms the automobile has always been associated with feminine elegance and charm. From the manufacturing to competition, from daily driving to Concours d'Elegance, women have always been present in the world of Automobile.<br />
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<a href="https://cdn.shopify.com/s/files/1/2393/7963/products/femme-volant-giclee-alain-levesque_1400x.jpg?v=1518127487" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Concours d'Elegance poster by Alain Levesque" border="0" data-original-height="800" data-original-width="643" height="200" src="https://cdn.shopify.com/s/files/1/2393/7963/products/femme-volant-giclee-alain-levesque_1400x.jpg?v=1518127487" title="Concours d'Elegance poster by Alain Levesque" width="160" /></a><a href="https://cdn.shopify.com/s/files/1/2393/7963/products/razzia-bagatelle-1991-poster_1400x.jpg?v=1511897569" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Louis Vuitton, Bagatelle Concours d’Elegance 1991 poster by Razzia" border="0" data-original-height="800" data-original-width="643" height="200" src="https://cdn.shopify.com/s/files/1/2393/7963/products/razzia-bagatelle-1991-poster_1400x.jpg?v=1511897569" title="Louis Vuitton, Bagatelle Concours d’Elegance 1991 poster by Razzia" width="160" /></a></div>
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For the next week l'art et l'automobile gallery is proud to feature a showing of artwork promoting the presence and influence that women had with the automobile culture in the last century. All items are available for purchase, but please note that in most cases we only have one of each of those pieces, so they will go on a first come first served basis.<br />
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<a href="https://cdn.shopify.com/s/files/1/2393/7963/products/monte-carlo-tourism-poster_1400x.jpg?v=1523132998" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Monte Carlo original tourism poster by Steve Carpenter, late 1960's" border="0" data-original-height="800" data-original-width="643" height="200" src="https://cdn.shopify.com/s/files/1/2393/7963/products/monte-carlo-tourism-poster_1400x.jpg?v=1523132998" title="Monte Carlo original tourism poster by Steve Carpenter, late 1960's" width="160" /></a><a href="https://cdn.shopify.com/s/files/1/2393/7963/products/paul-aichele-industry-wisdom-sculpture-01_1400x.jpg?v=1513470939" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="'Industry & wisdom' bronze sculptures by Paul Aichele, 1891" border="0" data-original-height="800" data-original-width="643" height="200" src="https://cdn.shopify.com/s/files/1/2393/7963/products/paul-aichele-industry-wisdom-sculpture-01_1400x.jpg?v=1513470939" title="'Industry & wisdom' bronze sculptures by Paul Aichele, 1891" width="160" /></a></div>
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Enjoy, and we hope you will find it an interesting subject that you would want to display on your wall or your shelf.<br />
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Don't forget to head to our <a href="http://www.arteauto.com/" target="_blank">Shopify Store</a> for more great automotive memorabilia. We have many more items in our gallery, so do not hesitate to <a href="https://arteauto.com/pages/contact-us" target="_blank">contact us</a> if you are looking for something in particular. And as always, Like and Share us on <a href="https://www.facebook.com/arteauto/" target="_blank">Facebook</a>, Follow us on <a href="https://twitter.com/arteauto" target="_blank">Twitter</a>, Share a Picture with us on <a href="https://www.instagram.com/arteauto_classic/" target="_blank">Instagram</a> and catch up on the rest of the blog below. <br />
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Cheers!<br />
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<br />
Jacques Vaucher<br />
Owner and Curator<br />
l’art et l’automobileUnknownnoreply@blogger.com6tag:blogger.com,1999:blog-228822406906173984.post-15047905307763916232018-06-21T16:30:00.000-05:002018-06-21T16:31:22.202-05:00Porsche Museum builds a second “No. 1” 356 prototype <h3>
Replica is more accurate than the existing No. 1</h3>
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<a href="https://www.hemmings.com/blog/author/dan/">Daniel Stroll</a> of Hemmings Daily</h4>
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<tr><td class="tr-caption">Photos courtesy Porsche.</td></tr>
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In its first decade, 356-001, the first vehicle to carry the Porsche name, suffered a number of ignominies. The letters in that nameplate got rearranged, an Opel full of nuns rear-ended it, and two of its seven private owners allowed it to lapse into neglect. Porsche itself, which has owned the car for the last 60 years, hasn’t done much better, restoring it but leaving intact many of the modifications those seven owners made. Using modern technology, however, the Porsche Museum has created a far more authentic replica as part of the marque’s 70th anniversary celebrations.<br />
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As it was conceived, the 356-001 wasn’t supposed to be badged a Porsche. Instead, as Karl Ludvigsen noted in “<a href="https://amzn.to/2LlvWvz">Porsche: Origin of the Species</a>,” the Porsche family and senior staff wanted to renew the company’s design-consultancy relationship with Volkswagen and give the 200 or so workers on the company’s payroll in Gmünd, Austria, something substantial to do.<br />
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Inspiration came from a variety of sources, though chiefly from the design work Porsche was doing at the time for Cisitalia. “At the time that company was building a small sports car with a Fiat engine,” Ludvigsen quoted Ferry Porsche. “I said to myself: Why shouldn’t we be able to do the same thing with VW parts?” War-surplus Kubelwagens were common in that part of Austria, so Porsche had plenty of raw materials to work with.<br />
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The tubular space frame chassis that Erwin Komenda drew up in the summer of 1947 used Volkswagen suspension front and rear, though it placed the engine ahead of the rear axle to conform to Ferry Porsche’s wish that the car’s design emulate the pre-war Auto Union Grand Prix cars. To accommodate the mid-engine design, Komenda simply rotated the Volkswagen suspension 180 degrees with the transaxle. As Ludvigsen pointed out, that was less than ideal.<br />
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The leading-arm design of the rear-suspension geometry meant that when the rear wheels bounced up, or when the car rolled in a turn, the wheels toed outward instead of inward. In theory this reduced their cornering power and tended to increase oversteer. As well, torque reaction from rear-brake application tended to lift the rear of the car.<br />
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For an engine, the Porsche team simply repurposed a Volkswagen flat-four with a handful of modifications to bump output from 25 to 35 horsepower. Despite the increased performance, the Porsche team relied on cable-operated brakes.<br />
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<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/05/Porsche356No1_02-970x547.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/05/Porsche356No1_02-970x547.jpg" width="532" /></a></td></tr>
<tr><td class="tr-caption">Porsche 356-001 shortly after completion.</td></tr>
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Komenda finalized the body design in the early months of 1948 and by April Porsche craftsman Friedrich Weber began construction of the aluminum body, ultimately finished in yellow. While Ferry Porsche once stated that construction of the body took two months, Ludvigsen wrote that Weber finished the body in a little more than three weeks, plenty enough time for the Porsche team to road-test serial number 356-001 prior to its July 4 debut at the Swiss Grand Prix in Bern and its July 11 demonstration laps at Innsbruck’s Rund um den Hofgarten road race.<br />
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By this time, Porsche had already turned its sights toward producing the 356 itself, albeit in a rear-engine configuration dubbed the 356/2. With their sights set on production, the Porsches decided to sell 356-001 in September 1948 to Josh Heintz of the Reisbach garage in Zürich. Heintz in turn sold it to Peter Kaiser, who rearranged the Porsche lettering on the car’s nose to read Pesco, a name he found snappier than Porsche.<br />
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<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/05/Porsche356No1_03-970x546.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/05/Porsche356No1_03-970x546.jpg" width="532" /></a></td></tr>
<tr><td class="tr-caption">Porsche 356-001 while in Hermann Schulthess’s ownership.</td></tr>
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Kaiser had the brakes converted to hydraulic and drove it regularly until he sold it in 1951 to Zürich-based importer AMAG, which in turn sold 356-001 to Rosemarie Muff who, according to Ludvigsen, drove the car into the ground. Its next owner, Hermann Schulthess, rebuilt the car and replaced the Porsche lettering, but ended up sandwiched between the aforementioned Opel full of nuns and another car in a crash on the Gotthard pass. AMAG repaired the damage and in the process reshaped both front and rear ends and converted the single-piece rear-hinged engine and rear trunk cover to two pieces: one for the engine bay, one for the rear trunk.<br />
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Schulthess also had Porsche itself install a 1500S engine and larger hydraulic brakes before entering 356-001 into its first and only competition event, the Mitholz-Kandersteg hillclimb, in 1953. A baker by the name of Igoris swapped a 1300 coupe for 356-001 but, as Ludvigsen wrote, suffered from buyer’s remorse and simply garaged the car. Auto mechanic Franz Blaser bought it from Igoris and overhauled the car once again before exchanging it for a brand-new Speedster when Porsche finally decided to track down its very first car in 1958.<br />
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Around 1975 Porsche then <a href="https://presskit.porsche.de/museum/en/2017/topic/exhibitions/cars/porsche-356-nr-1-roadster-1948.html">restored the prototype one more time</a>, though not to its original configuration: The 1500S engine remains part of the car, as do the hydraulic brakes, two-piece decklid, reshaped front and rear sheetmetal, and the bucket seats it picked up at some point.<br />
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<tr><td style="text-align: center;"><a href="https://assets.hemmings.com/blog/wp-content/uploads/2018/05/Porsche356No1_04-970x547.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://assets.hemmings.com/blog/wp-content/uploads/2018/05/Porsche356No1_04-970x547.jpg" width="532" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">356 No.1 Replica being assembled.</td></tr>
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To celebrate the car’s 70th anniversary, the Porsche Museum decided – rather than subject 356-001 to another restoration – to re-create 356-001 a it appeared in 1948. To do so, the museum had 356-001 3D scanned and compared those scans with original photographs and with digitizations of Komenda’s original drawings.<br />
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Museum staff then edited the 3D scan to the prototype’s original shape and used that data to carve a life-size model of the prototype from rigid foam. That foam then served as a buck of sorts for modern-day craftsmen to build from scratch a new chassis and aluminum body before finishing the car with exact replicas of the trim, upholstery, gauges, and other fittings that adorned the original prototype.<br />
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For the most part, that is. Museum officials decided not to install a drivetrain in the replica. Instead, they had a basic tube axle fitted to allow the replica to roll around. According to a spokesperson for the museum, the decision to build it sans drivetrain was to avoid labeling it with terms such as “replica” or “recreation” and to avoid confusion with the original; instead, the museum considers it a “showcar.”<br />
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The Porsche Museum has scheduled an <a href="https://christophorus.porsche.com/en/2018/386/porsche-back-to-the-roots-356-no-1-roadster-show-car-christophorus-386-15153.html">extensive tour</a> for both the prototype and the replica, starting with a June 8 ceremony in Stuttgart-Zuffenhausen and continuing to Johannesburg, Goodwood, Guangzhou, and Vancouver. The prototype itself will also make an appearance at this year’s <a href="http://porscherennsportreunion.com/">Rennsport Reunion</a> in September at Laguna Seca.</div>
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We here at l'art et l'automobile are diehard Porsche fanatics, and we love finding and sharing tidbits of Porsche's legacy, like this replica, with our followers. As a matter of fact, we are currently in the midst of a big Promotion of Porsche Memorabilia on our Website as we speak. Not long ago, our blog detailed the history and creation of some Victory Posters commissioned by the Porsche Factory, and we've just released Chapter 2 of that collection that we acquired. You can visit the Gallery here, and possibly add one of these pieces to <i>your</i> collection. But hurry they're going fast, and We Only Have One of Each. </div>
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James Karthauser<br />
Development and Social Media<br />
l'art et l'automobile<br />
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