Europe October 10, 2007, 12:29PM EST text size: TT
BMW's Quandt Family Faces Its Nazi Past
A shocking documentary aired on German TV exposes the family's shameful history of Nazi profiteering and use of slave labor
by Gail Edmondson
Automaker BMW is Germany's most admired employer and a pioneer in profit sharing. So it came as a shock Sept. 30 when an investigative television documentary exposed the Nazi-era misdeeds of BMW's controlling shareholder family, the Quandts. The Silence of the Quandt Family highlighted how patriarch Günther Quandt, grandfather to the generation now controlling BMW (BMWG.DE), built a blood-stained wartime fortune on the back of slave labor and how he sidestepped postwar recrimination.
The reclusive Quandt family responded to the documentary five days later, on Oct. 5, pledging to back a research project into the family's Nazi past and its role under the Third Reich, opening family archives and documents to an independent historian.
Testimony from Former Slave Laborers
"The accusations that have been raised against our family have moved us," said the family in a statement. "We recognize that in our history as a German business family, the years 1933 to 1945 have not been sufficiently cleared up."
BMW, of which the Quandts became major shareholders 15 years after the war, was not implicated in the documentary. In keeping with its normal policy, the automaker made no comment about the Quandts, but noted that it has publically confronted its own wartime history via independent research projects.
The TV program stunned Germany and triggered a raft of newspaper stories with headlines such as "The Quandts' Bloody Billions" and "A Fortune Stained in Blood." The hour-long documentary included interviews with former slave laborers who testified to the devastating conditions and atrocities which took place at Günther Quandt's battery company, Accumulatorenfabrik AG (Afa). Afa produced highly specialized batteries for the Nazi war machine, used in U-boats and V-2 rockets. It also produced munitions. "We were treated terribly and had to drink water from the toilets. We were also whipped," said Takis Mylopoulos, a forced laborer who worked in Quandt's Hannover plant.
Based on documents unearthed by the filmmakers, Quandt estimated a "fluctuation of 80 prisoners per month," in his battery factory—a likely reference to expected deaths per month, the film claims. It also says that Quandt, who joined the Nazi party in 1933, wielded close family ties to the Nazi elite to grow his battery business. Sven Quandt, a grandson of Günther and the only family member to appear in the documentary, says that he and his siblings cannot be held responsible for their grandfather's activities.
Quandts Rejected Pleas for Reparations
Afa had factories in Hannover, Berlin, and Vienna and was supplied with slave laborers from concentration camps who died by the hundreds, according to the documentary. One former Danish slave laborer testified in the film that he and other survivors, who were deported to a German concentration camp and sent to work at Afa, returned to Germany in 1972 to plead for financial support from the Quandts, since the harsh working conditions at Afa had resulted in lifelong ailments.
The Quandts turned them away, the film says. "It's for me a step in the right direction that the Quandt family, after so many decades, finally is willing to face its history," says Carl-Adolf Sörensen, a former Danish resistance fighter who was sent to the Hannover-Stöcken concentration camp in 1943. Sörensen wants the Quandts to admit that Afa relied on slave labor from the camp.
Escaping Justice
The Silence of the Quandt Family was broadcast by Norddeutsche Runkfunk (NDR), an affiliate of the national ARD network, and was based on five years of research by authors Eric Friedler and Barbara Siebert. It premiered at the Hamburg Film Festival on Sept. 30 and was aired without notice on television later that night, at 11:30 p.m., reaching an estimated audience of 1.3 million. Some German commentators surmise the broadcast was not announced in advance for fear of legal interference from the Quandts to block the program. ARD officials denied the speculation and said they decided to air the program only after the Film Festival premiere.
Despite his Nazi membership—and, as it now appears, his use of slave labor—Günther Quandt was deemed after the war to have been more of a "passive follower" than a convinced Nazi. But Benjamin Ferencz, a prosecutor from the Nuremberg Trials interviewed in the documentary, said that the facts revealed today likely would have led to Quandt's conviction for war crimes—similar to those meted out to members of the Krupp and Flick families.
"Quandt escaped justice," Ferencz told the filmmakers. Industrialist Friederich Flick, by contrast, received a prison sentence of seven years at the Nuremberg Trials for deploying slave labor and for serving the Nazi war machine, but was freed in 1950.
After the war, Quandt received his company, later renamed Varta (VARGK.F), back from the government and continued to build his industrial wealth—the fortune eventually wielded by his son Herbert in 1959 to buy BMW. Herbert's heirs, including wife Johanna, daughter Susanna Klatten, and son Stefan, today own a controlling 47% stake in BMW, which has a market capitalization of $42 billion. The Quandts also own a controlling stake in pharmaceutical giant Altana (ALTG.DE). The family's holdings are worth an estimated $34 billion.
Damage Control
Despite its acknowledgement that the family's ties to the Nazis have been played down, the Quandt family members insist the details of Günther Quandt's past are not entirely new. A 2002 biography covered much of the same ground. It's also been known that Quandt's wife Magda Ritschel, whom he divorced in 1929, remarried Nazi propaganda minister Joseph Goebbels in 1931 and that Goebbels adopted Quandt's son Harald. Adolf Hitler acted as witness at the wedding.
Many German companies including BMW, Volkswagen (VOWG.DE), and Deutsche Bank (DB) already have explored their own wartime collaboration and misdeeds during the Nazi era, publishing books, turning over documentation to experts, and paying millions of dollars into funds distributed to forced-labor survivors. Volkswagen's book documents its deployment of 20,000 slave laborers during the Third Reich. In 1999, BMW and other German companies founded the "Remembrance, Responsibility and Future" foundation, which provides compensation to former forced laborers.
The Quandts, by contrast, have remained silent about their past, perhaps fearing a global public backlash against the BMW brand. Until now, the family has refused historians access to its Nazi-era historical archives and papers—and it still has not acknowledged that Afa factories made use of slave labor from concentration camps.
The Oct. 5 statement by the family noted that Quandt-owned companies BMW, Varta, and Altana, as well as individual family members, contributed to national funds established to compensate former slave laborers but did not mention the sums contributed.
Edmondson is a senior correspondent in BusinessWeek's Frankfurt bureau .
Saturday, October 27, 2007
Friday, October 26, 2007
Video: GT3 on the Ring in the Rain
Here is some very good driving video... look how smooth and relaxed his hands are. The GT3 is being piloted Walter Rohrl who is a famous rally driver.
http://www.germancarblog.com/2007/10/porsche-911-gt3-video-of-walter-roehrl.html
http://www.germancarblog.com/2007/10/porsche-911-gt3-video-of-walter-roehrl.html
Audi Quattro S1 Rally Video
This is a great video of some of Audi's racing legacy with the Quattro's...
http://www.youtube.com/watch?v=yJjBzSKN7LE&eurl=http://www.germancarblog.com/2007/10/audi-quattro-sport-evolution-s1-great.html
http://www.youtube.com/watch?v=yJjBzSKN7LE&eurl=http://www.germancarblog.com/2007/10/audi-quattro-sport-evolution-s1-great.html
Tuesday, October 23, 2007
California Speedway Crash of Carrera GT Settled for $4.5 million
This will probably change the way track events are done in the future... Since when does lack of traction control constitute a known handling problem? I guess Vipers ALL have this known problem...
http://www.sportscarmarket.com/content/carrera
Brad
________________________________
Carrera GT Crash Settled at $4.5m
130 mph point of impact, play structure in background
Last summer, "Legal Files" reported about a lawsuit resulting from the fatal crash of a Porsche Carrera GT at a club track day at the California Speedway (June 2006, p. 30). The lawsuit was recently settled for a reported total of approximately $4.5 million. The contributions to the settlement were about 49% from the estate of the driver, 41% from the track owners and the event organizers, 8% from Porsche, and 2% from the driver of the Ferrari that was claimed to have triggered the crash.
"Legal Files" received numerous comments from SCM readers, all of which were critical of the lawsuit, plaintiff, and attorney. No doubt, many readers may have the same reaction to the settlement. But let’s take a closer look at the facts.
To refresh our memory, Tracy Rudl filed the lawsuit alleging the wrongful death of her husband, Corey Rudl, who was a passenger in the CGT owned and driven by Ben Keaton at the Ferrari Owners Club track day. Rudl was represented by attorney Craig McClellan, a former racer and a successful plaintiffs’ attorney from San Diego. As the CGT was traveling at about 130 mph on the straightaway, a Ferrari entered the track at a relatively slow speed. Keaton swerved to avoid it and the Porsche skidded into a concrete barrier wall, killing both men. The wall had been placed closer to the track than its original position, in order to enlarge the area behind it for use as a children’s play area during an earlier NASCAR race.
Discovery creates clearer picture
Extensive investigation, interviewing of witnesses, and other forms of legal discovery brought out more facts. Here is the bigger picture, according to McClellan.
The Track. The track suffered from two major design defects—the pit-out (exit onto the track) design and the concrete wall along the straightaway that was moved to accommodate the NASCAR race. The problem with the pit-out design was that it brought the drivers onto the track in the middle of the straightaway and the pit-out driver’s view of the straightaway was completely blocked by a guardrail, so the driver had to rely entirely on the flagger when entering.
The aerial view of the track shows how the concrete wall that normally ran parallel to the track was moved to enlarge the area behind it. A second photo shows the Carrera GT crashed in the worst possible place—right where the wall protruded. It looks as the CGT would normally have hit the wall and bounced back toward the track. Whatever happened then would have been better than a 130-mile near head-on crash.
The Organizers. The Ferrari Owners Club requires that all cars pass a technical inspection by an approved repair facility. At a previous event, the FOC President and organizer had been warned by one of their vehicle certifiers that he believed that something was wrong with the handling of Keaton’s car and it should not be allowed to run. They let it into that event anyway, and it spun out three to four times—one time the event organizer was even on board and became nauseous. But he didn’t tell anyone about the warnings and did not exclude Keaton from that event. (As you will see below, it appears the concerns the mechanic had were related to the oversteer inherent in the design of the car, not to any particular mechanical defect.)
Keaton did not have the CGT inspected before this event, but was allowed to sign his own tech inspection form stating that the car was fine. Investigation revealed the FOC had never denied a participant access to a track day on account of a failure to pass tech.
The organizers also failed to enforce the track safety rule about cars entering the track. Pit-out was in the middle of the straightaway, with entry on the left side. But cars on the straightaway tended to stay to the left to set up for the right-hander at the end. To avoid collisions, cars entering the track were required to move to the right side as soon as possible. However, at this event, cars were entering the track and staying on the left side.
The Driver. Keaton was warned about the handling problems with the CGT, ignored his mechanic’s advice, and invited Rudl for a ride without mentioning the problems. And, when the Ferrari came onto the track slowly, he overreacted and spun.
The Ferrari Driver. The Ferrari driver and the flagger blamed each other for what happened, but it was concluded that the Ferrari entered the track too slowly, forcing Keaton to evade him.
Porsche. The sole claim against Porsche was that the CGT was defective because it was designed without electronic stability control, which Porsche calls PSM. McClellan deposed two German engineers on the subject, and their answers were inconsistent. One testified that Porsche did not think that its PSM system would work on the CGT because the car’s frame structure and suspension mountings would create strong vibrations that would interfere with its operation. The other engineer testified that PSM was not offered because the customers didn’t want it.
McClellan suspects it was a marketing decision, as the CGT was marketed as a "race car for the streets," and race cars don’t have electronic stability control. He notes that during its development, the CGT had exhibited a tendency to oversteer during high lateral acceleration. Porsche made some adjustments, but did not fully correct the problem, which explained why the mechanic who drove Keaton’s car reported “handling problems.” PSM would have corrected the “tail happy” oversteer response to Keaton’s steering input to avoid the Ferrari.
What about the releases?
One of the primary matters addressed in the settlement negotiations was the release signed by Rudl. As all of us who have participated in a track day know, the release contained language that waived any claims against the organizers and participants, with Rudl assuming full risk of injury or death. Many SCM readers pointed out that the release should end the matter.
While the settlement was being negotiated, the California Supreme Court was considering a broadly similar case. The Court of Appeal had ruled that releases were effective as to negligence claims, but not as to claims of gross negligence. There was uncertainty about the outcome because this case was the first time this issue had been addressed by a California court.
McClellan insisted that the Supreme Court would agree with the Court of Appeal, and that he could prove gross negligence against the various defendants. He also insisted that the release would not be effective against the driver, as Keaton had been warned about the car’s handling problems before the event and did not disclose them. Either way, the release had nothing to do with the claim against Porsche, as it was not a participant at the track day.
The Supreme Court’s opinion was issued shortly after the settlement and was what McClellan predicted. The case involved a release given by the parents of a developmentally disabled girl who participated in a City of Santa Barbara summer camp and drowned while swimming. With no prior California precedent, the Court looked to decisions from other states. Quite a number had addressed the issue, and the majority ruled that properly written releases would be effective against claims of ordinary negligence, but that public policy made them void as to claims of gross negligence. The Court noted that most of the handful of decisions that enforced releases in cases of gross negligence involved auto racing incidents, but also noted that several states had ruled that releases are ineffective against claims for ordinary negligence, even in auto racing situations.
Interestingly, the Court received amicus curiae briefs from a number of organizations, including NASCAR and the California Speedway Association, predicting the demise of spectator racing and numerous types of recreational activities if the Court adopted this rule. The Court brushed them off, pointing out that NASCAR holds three races each year in Virginia and New York, both of which have laws that bar releases even in cases of ordinary negligence.
Was anything accomplished?
A lot of money changed hands in this settlement, but did anything of lasting societal value get accomplished here? McClellan thinks a lot of good may have been accomplished. He points out that the California Speedway is now safer. The guardrail blocking the view from pit-out has been moved, and the track may move pit-out to the end of the straightaway. He is confident that the Ferrari Owners Club will institute better safety procedures at track days, and he is hopeful that Porsche and other manufacturers will never again build a supercar without electronic stability control. McClellan thinks that the manufacturers’ greatest exposure in this regard may not be crashes on racetracks, but what might happen on the street. Imagine a CGT driver who gets in over his head on a public road, the rear end comes around, and he spins into an oncoming car, killing its occupant. Faced with expert testimony that electronic stability control could have prevented the spin, what will the jury think?
McClellan points out that the typical SCM subscriber, a car enthusiast who holds fast cars and racetracks dear, will never make it onto this jury. The jurors will be more ordinary citizens. "Most people, especially those with children on the streets and highways, would fear a vehicle like the Carrera GT, with its tricky handling characteristics, 600-plus horsepower, and unskilled, unqualified drivers. When a 'race car for the streets' is sold to anyone with enough money, regardless of his ability to drive it, and it doesn’t even incorporate modern electronic safety devices that correct driver errors, then maybe the manufacturer should accept some responsibility for the foreseeable deaths that will result."
Tracy Rudl also believes that the lawsuit will benefit others. "My loving husband was an innocent passenger in an expensive sports car that inexplicably failed to incorporate a modern, life-saving safety feature. He was a passenger on a racetrack that was dangerously designed. While driving on racetracks always involves risks, the result of this case and the redesign of the track will help eliminate unnecessary risks and make the sport of high speed driving safer."
JOHN DRANEAS is an attorney and a car collector in Oregon. His comments are general in nature and are not intended to substitute for consultation with an attorney.
http://www.sportscarmarket.com/content/carrera
Brad
________________________________
Carrera GT Crash Settled at $4.5m
130 mph point of impact, play structure in background
Last summer, "Legal Files" reported about a lawsuit resulting from the fatal crash of a Porsche Carrera GT at a club track day at the California Speedway (June 2006, p. 30). The lawsuit was recently settled for a reported total of approximately $4.5 million. The contributions to the settlement were about 49% from the estate of the driver, 41% from the track owners and the event organizers, 8% from Porsche, and 2% from the driver of the Ferrari that was claimed to have triggered the crash.
"Legal Files" received numerous comments from SCM readers, all of which were critical of the lawsuit, plaintiff, and attorney. No doubt, many readers may have the same reaction to the settlement. But let’s take a closer look at the facts.
To refresh our memory, Tracy Rudl filed the lawsuit alleging the wrongful death of her husband, Corey Rudl, who was a passenger in the CGT owned and driven by Ben Keaton at the Ferrari Owners Club track day. Rudl was represented by attorney Craig McClellan, a former racer and a successful plaintiffs’ attorney from San Diego. As the CGT was traveling at about 130 mph on the straightaway, a Ferrari entered the track at a relatively slow speed. Keaton swerved to avoid it and the Porsche skidded into a concrete barrier wall, killing both men. The wall had been placed closer to the track than its original position, in order to enlarge the area behind it for use as a children’s play area during an earlier NASCAR race.
Discovery creates clearer picture
Extensive investigation, interviewing of witnesses, and other forms of legal discovery brought out more facts. Here is the bigger picture, according to McClellan.
The Track. The track suffered from two major design defects—the pit-out (exit onto the track) design and the concrete wall along the straightaway that was moved to accommodate the NASCAR race. The problem with the pit-out design was that it brought the drivers onto the track in the middle of the straightaway and the pit-out driver’s view of the straightaway was completely blocked by a guardrail, so the driver had to rely entirely on the flagger when entering.
The aerial view of the track shows how the concrete wall that normally ran parallel to the track was moved to enlarge the area behind it. A second photo shows the Carrera GT crashed in the worst possible place—right where the wall protruded. It looks as the CGT would normally have hit the wall and bounced back toward the track. Whatever happened then would have been better than a 130-mile near head-on crash.
The Organizers. The Ferrari Owners Club requires that all cars pass a technical inspection by an approved repair facility. At a previous event, the FOC President and organizer had been warned by one of their vehicle certifiers that he believed that something was wrong with the handling of Keaton’s car and it should not be allowed to run. They let it into that event anyway, and it spun out three to four times—one time the event organizer was even on board and became nauseous. But he didn’t tell anyone about the warnings and did not exclude Keaton from that event. (As you will see below, it appears the concerns the mechanic had were related to the oversteer inherent in the design of the car, not to any particular mechanical defect.)
Keaton did not have the CGT inspected before this event, but was allowed to sign his own tech inspection form stating that the car was fine. Investigation revealed the FOC had never denied a participant access to a track day on account of a failure to pass tech.
The organizers also failed to enforce the track safety rule about cars entering the track. Pit-out was in the middle of the straightaway, with entry on the left side. But cars on the straightaway tended to stay to the left to set up for the right-hander at the end. To avoid collisions, cars entering the track were required to move to the right side as soon as possible. However, at this event, cars were entering the track and staying on the left side.
The Driver. Keaton was warned about the handling problems with the CGT, ignored his mechanic’s advice, and invited Rudl for a ride without mentioning the problems. And, when the Ferrari came onto the track slowly, he overreacted and spun.
The Ferrari Driver. The Ferrari driver and the flagger blamed each other for what happened, but it was concluded that the Ferrari entered the track too slowly, forcing Keaton to evade him.
Porsche. The sole claim against Porsche was that the CGT was defective because it was designed without electronic stability control, which Porsche calls PSM. McClellan deposed two German engineers on the subject, and their answers were inconsistent. One testified that Porsche did not think that its PSM system would work on the CGT because the car’s frame structure and suspension mountings would create strong vibrations that would interfere with its operation. The other engineer testified that PSM was not offered because the customers didn’t want it.
McClellan suspects it was a marketing decision, as the CGT was marketed as a "race car for the streets," and race cars don’t have electronic stability control. He notes that during its development, the CGT had exhibited a tendency to oversteer during high lateral acceleration. Porsche made some adjustments, but did not fully correct the problem, which explained why the mechanic who drove Keaton’s car reported “handling problems.” PSM would have corrected the “tail happy” oversteer response to Keaton’s steering input to avoid the Ferrari.
What about the releases?
One of the primary matters addressed in the settlement negotiations was the release signed by Rudl. As all of us who have participated in a track day know, the release contained language that waived any claims against the organizers and participants, with Rudl assuming full risk of injury or death. Many SCM readers pointed out that the release should end the matter.
While the settlement was being negotiated, the California Supreme Court was considering a broadly similar case. The Court of Appeal had ruled that releases were effective as to negligence claims, but not as to claims of gross negligence. There was uncertainty about the outcome because this case was the first time this issue had been addressed by a California court.
McClellan insisted that the Supreme Court would agree with the Court of Appeal, and that he could prove gross negligence against the various defendants. He also insisted that the release would not be effective against the driver, as Keaton had been warned about the car’s handling problems before the event and did not disclose them. Either way, the release had nothing to do with the claim against Porsche, as it was not a participant at the track day.
The Supreme Court’s opinion was issued shortly after the settlement and was what McClellan predicted. The case involved a release given by the parents of a developmentally disabled girl who participated in a City of Santa Barbara summer camp and drowned while swimming. With no prior California precedent, the Court looked to decisions from other states. Quite a number had addressed the issue, and the majority ruled that properly written releases would be effective against claims of ordinary negligence, but that public policy made them void as to claims of gross negligence. The Court noted that most of the handful of decisions that enforced releases in cases of gross negligence involved auto racing incidents, but also noted that several states had ruled that releases are ineffective against claims for ordinary negligence, even in auto racing situations.
Interestingly, the Court received amicus curiae briefs from a number of organizations, including NASCAR and the California Speedway Association, predicting the demise of spectator racing and numerous types of recreational activities if the Court adopted this rule. The Court brushed them off, pointing out that NASCAR holds three races each year in Virginia and New York, both of which have laws that bar releases even in cases of ordinary negligence.
Was anything accomplished?
A lot of money changed hands in this settlement, but did anything of lasting societal value get accomplished here? McClellan thinks a lot of good may have been accomplished. He points out that the California Speedway is now safer. The guardrail blocking the view from pit-out has been moved, and the track may move pit-out to the end of the straightaway. He is confident that the Ferrari Owners Club will institute better safety procedures at track days, and he is hopeful that Porsche and other manufacturers will never again build a supercar without electronic stability control. McClellan thinks that the manufacturers’ greatest exposure in this regard may not be crashes on racetracks, but what might happen on the street. Imagine a CGT driver who gets in over his head on a public road, the rear end comes around, and he spins into an oncoming car, killing its occupant. Faced with expert testimony that electronic stability control could have prevented the spin, what will the jury think?
McClellan points out that the typical SCM subscriber, a car enthusiast who holds fast cars and racetracks dear, will never make it onto this jury. The jurors will be more ordinary citizens. "Most people, especially those with children on the streets and highways, would fear a vehicle like the Carrera GT, with its tricky handling characteristics, 600-plus horsepower, and unskilled, unqualified drivers. When a 'race car for the streets' is sold to anyone with enough money, regardless of his ability to drive it, and it doesn’t even incorporate modern electronic safety devices that correct driver errors, then maybe the manufacturer should accept some responsibility for the foreseeable deaths that will result."
Tracy Rudl also believes that the lawsuit will benefit others. "My loving husband was an innocent passenger in an expensive sports car that inexplicably failed to incorporate a modern, life-saving safety feature. He was a passenger on a racetrack that was dangerously designed. While driving on racetracks always involves risks, the result of this case and the redesign of the track will help eliminate unnecessary risks and make the sport of high speed driving safer."
JOHN DRANEAS is an attorney and a car collector in Oregon. His comments are general in nature and are not intended to substitute for consultation with an attorney.
Too Much Horsepower Video
This is an answer to an age old question... can you ever have too much HP?
http://www.youtube.com/watch?v=cRKO6NgviR0&eurl=http://www.vodcars.com/
http://www.youtube.com/watch?v=cRKO6NgviR0&eurl=http://www.vodcars.com/
Celebrity Driving Test
Crackin' Up: The Celebrity Driving Test
Columnist Lawrence Ulrich's take on the latest rash of celebrity car crashes.
Click to enlarge
By Lawrence Ulrich
Fear no more, celebrities. A driving test has been created for A-listers so you may one day be on the Hollywood Walk of Fame instead of the wall of shame.
They don't do their own hair or makeup. Many even let others pick out their clothes. So you'd think that celebrities would be happy to leave the driving to a professional, or at least a freeloading buddy, like steadfast Turtle on "Entourage."
In a way, I can't blame them. When you can buy cars like regular people buy socks, filling a garage with Aston Martins and Bentleys, it's hard not to take the wheel. Especially when preening comes so naturally.
But we know what happens next. The kind of celebrity smash-ups that have been a staple since James Dean's high-speed demise in his Porsche Spyder. Only today, it seems like celebrities are worse drivers than ever, unable to pull up to the valet without running over his foot.
It doesn't help that every doofus with a movie deal or rookie bonus thinks he's qualified to drive a 200-mph supercar. And unluckily for them, today's technology and tabloids are exposing every ding, dent and late-night arrest for a celeb-crazed public.
Through the magic of videotape, we've winced as actor Eddie Griffin destroyed a $675,000 Ferrari Enzo, displaying the grace and hand-eye coordination of Valerie Bertinelli playing beach volleyball. We've endured the escapades of Britney Spears, Paris Hilton, et al, in various states of intoxication and undress.
But enough is enough.
To ensure that citizens never again face the terrifying specter of a glassy-eyed Lindsay Lohan weaving toward them in a Mercedes convertible, motor vehicle departments have taken action and created a Celebrity Driving Test. The California version was leaked to me by a sympathetic and perfectly tanned clerk in the Malibu DMV office.
The test is not open to C-listers or below, so David Hasselhoff can keep on Knight Ridin'. But anyone who's Grade-A meat for the tabs and gossip rags will have to sharpen their pencils.
For now, tests will focus on key carnage zones of the Rich and Famous: Los Angeles, New York, Miami. Yet it's only a matter of time before a celebrity crack-up occurs during Sundance, or on some ranch in Montana.
The test may not improve celebrity driving. But like a velvet rope, it will separate a bona-fide star from average folks, meaning anyone who hasn't yet landed a reality series.
California Department of Motor Vehicles: Celebrity Driving Test
1. A group of shouting pedestrians crosses in front of your vehicle, carrying what appear to be cameras and tape recorders. You should:
Stop. Pedestrians have the right of way.
Stop. Hide face behind sun visor.
Stop. Remove baby from lap, place in properly secured child seat.
Speed up: "Paparazzi" is Italian for "roadkill."
2. In an automobile with a manual transmission, the "clutch" is the:
Pedal on the right
Pedal on the left
Prada bag in left hand
Bold play for sex
3. Before leaving a hot club, a safe driver must consider whether he/she is intoxicated. Based on the full range of female body weights in "the industry," match the alcoholic beverages consumed per hour [left] with the weight [right] that would cause legal intoxication, public flashing, unfortunate hairstyles, or hospitalization for "exhaustion."
Drinks per Hour
Body Weight
1
86 pounds
.1
88 pounds
.01
93 pounds
.001
95 pounds
.0001
97 pounds
4. A police officer signals you to pull over. Upon reaching the shoulder, you should:
Call publicist
Remove registration from glove compartment
Remove drugs from glove compartment, stash in underwear
Underwear?
5. To drive safely in heavy fog in the canyons, you should use:
Fog lights only
High beams
Low beams
video iPod
6. Four vehicles arrive simultaneously at red-carpeted intersection, as Officer Seacrest directs traffic. Which has the right of way to hog the camera?
Black limousine
Toyota Prius
Ferrari Enzo
Kia DiCaprio
7. Your vehicle is stopped on suspicion of drunken driving. A police officer requests a breathalyzer exam. Hoping to salvage career and reputation, you:
Remind police of large personal contributions to their salaries.
Describe noteworthy physical attributes of female officers.
Reveal existence of massive Jewish conspiracy.
Flash famous grin
All of the above
8. For each vehicle operator [left], match correct number of license suspensions [right] that will result in meaningful jail time:
Operator
# of Suspensions
Platinum blond heiress
27
Brunette check-out girl
2
Gangsta rapper
6
All-American Quarterback
xx3
True/False
9. Britney couldn't find her car's ignition with a flashlight and a search party. T/F
10. It is illegal to operate or be seen in a motor vehicle worth less than $100,000. T/F
Fill-in Section:
11. Based on DMV statistics, the average speed at which a Lamborghini will strike a lamppost is _____.
12. On average, an owner will travel _____ miles from the dealership before his new Lamborghini strikes a lamppost.
13. ____, the distance a Lamborghini owner will cover on foot, prior to apprehension for lamppost violations.
Special Section (to be completed by professional athletes ONLY):
14. In a motor vehicle with belted positions for five occupants, the correct number of handguns is ____.
15. Traveling west on Wilshire Blvd. at 35 mph, you signal for a right turn on La Cienega. Slowing for an ambulance, you proceed east on Sunset Boulevard. Checking all mirrors, you merge onto the Hollywood Freeway, exit and proceed north on Coldwater Canyon before executing a perfect parallel-park. Along the route described, there are precisely ____ strip clubs.
16. Essay Question: Why are hockey players such lousy drivers? Would they be better off driving on ice?
Extra Credit:
17. Correctly identify the worst celebrity driver in U.S. history:
James Brown
Lindsay Lohan
Sen. Edward "Ted" Kennedy
Billy Joel
Juan Pablo Montoya
Lawrence Ulrich lives in Brooklyn and writes about cars. His reviews and features appear regularly in The New York Times, Popular Science, Men's Vogue and Travel + Leisure Golf.
Columnist Lawrence Ulrich's take on the latest rash of celebrity car crashes.
Click to enlarge
By Lawrence Ulrich
Fear no more, celebrities. A driving test has been created for A-listers so you may one day be on the Hollywood Walk of Fame instead of the wall of shame.
They don't do their own hair or makeup. Many even let others pick out their clothes. So you'd think that celebrities would be happy to leave the driving to a professional, or at least a freeloading buddy, like steadfast Turtle on "Entourage."
In a way, I can't blame them. When you can buy cars like regular people buy socks, filling a garage with Aston Martins and Bentleys, it's hard not to take the wheel. Especially when preening comes so naturally.
But we know what happens next. The kind of celebrity smash-ups that have been a staple since James Dean's high-speed demise in his Porsche Spyder. Only today, it seems like celebrities are worse drivers than ever, unable to pull up to the valet without running over his foot.
It doesn't help that every doofus with a movie deal or rookie bonus thinks he's qualified to drive a 200-mph supercar. And unluckily for them, today's technology and tabloids are exposing every ding, dent and late-night arrest for a celeb-crazed public.
Through the magic of videotape, we've winced as actor Eddie Griffin destroyed a $675,000 Ferrari Enzo, displaying the grace and hand-eye coordination of Valerie Bertinelli playing beach volleyball. We've endured the escapades of Britney Spears, Paris Hilton, et al, in various states of intoxication and undress.
But enough is enough.
To ensure that citizens never again face the terrifying specter of a glassy-eyed Lindsay Lohan weaving toward them in a Mercedes convertible, motor vehicle departments have taken action and created a Celebrity Driving Test. The California version was leaked to me by a sympathetic and perfectly tanned clerk in the Malibu DMV office.
The test is not open to C-listers or below, so David Hasselhoff can keep on Knight Ridin'. But anyone who's Grade-A meat for the tabs and gossip rags will have to sharpen their pencils.
For now, tests will focus on key carnage zones of the Rich and Famous: Los Angeles, New York, Miami. Yet it's only a matter of time before a celebrity crack-up occurs during Sundance, or on some ranch in Montana.
The test may not improve celebrity driving. But like a velvet rope, it will separate a bona-fide star from average folks, meaning anyone who hasn't yet landed a reality series.
California Department of Motor Vehicles: Celebrity Driving Test
1. A group of shouting pedestrians crosses in front of your vehicle, carrying what appear to be cameras and tape recorders. You should:
Stop. Pedestrians have the right of way.
Stop. Hide face behind sun visor.
Stop. Remove baby from lap, place in properly secured child seat.
Speed up: "Paparazzi" is Italian for "roadkill."
2. In an automobile with a manual transmission, the "clutch" is the:
Pedal on the right
Pedal on the left
Prada bag in left hand
Bold play for sex
3. Before leaving a hot club, a safe driver must consider whether he/she is intoxicated. Based on the full range of female body weights in "the industry," match the alcoholic beverages consumed per hour [left] with the weight [right] that would cause legal intoxication, public flashing, unfortunate hairstyles, or hospitalization for "exhaustion."
Drinks per Hour
Body Weight
1
86 pounds
.1
88 pounds
.01
93 pounds
.001
95 pounds
.0001
97 pounds
4. A police officer signals you to pull over. Upon reaching the shoulder, you should:
Call publicist
Remove registration from glove compartment
Remove drugs from glove compartment, stash in underwear
Underwear?
5. To drive safely in heavy fog in the canyons, you should use:
Fog lights only
High beams
Low beams
video iPod
6. Four vehicles arrive simultaneously at red-carpeted intersection, as Officer Seacrest directs traffic. Which has the right of way to hog the camera?
Black limousine
Toyota Prius
Ferrari Enzo
Kia DiCaprio
7. Your vehicle is stopped on suspicion of drunken driving. A police officer requests a breathalyzer exam. Hoping to salvage career and reputation, you:
Remind police of large personal contributions to their salaries.
Describe noteworthy physical attributes of female officers.
Reveal existence of massive Jewish conspiracy.
Flash famous grin
All of the above
8. For each vehicle operator [left], match correct number of license suspensions [right] that will result in meaningful jail time:
Operator
# of Suspensions
Platinum blond heiress
27
Brunette check-out girl
2
Gangsta rapper
6
All-American Quarterback
xx3
True/False
9. Britney couldn't find her car's ignition with a flashlight and a search party. T/F
10. It is illegal to operate or be seen in a motor vehicle worth less than $100,000. T/F
Fill-in Section:
11. Based on DMV statistics, the average speed at which a Lamborghini will strike a lamppost is _____.
12. On average, an owner will travel _____ miles from the dealership before his new Lamborghini strikes a lamppost.
13. ____, the distance a Lamborghini owner will cover on foot, prior to apprehension for lamppost violations.
Special Section (to be completed by professional athletes ONLY):
14. In a motor vehicle with belted positions for five occupants, the correct number of handguns is ____.
15. Traveling west on Wilshire Blvd. at 35 mph, you signal for a right turn on La Cienega. Slowing for an ambulance, you proceed east on Sunset Boulevard. Checking all mirrors, you merge onto the Hollywood Freeway, exit and proceed north on Coldwater Canyon before executing a perfect parallel-park. Along the route described, there are precisely ____ strip clubs.
16. Essay Question: Why are hockey players such lousy drivers? Would they be better off driving on ice?
Extra Credit:
17. Correctly identify the worst celebrity driver in U.S. history:
James Brown
Lindsay Lohan
Sen. Edward "Ted" Kennedy
Billy Joel
Juan Pablo Montoya
Lawrence Ulrich lives in Brooklyn and writes about cars. His reviews and features appear regularly in The New York Times, Popular Science, Men's Vogue and Travel + Leisure Golf.
Lutz Loves Holden
I love Holden, says GM product boss
Barry Park, The Age, 17/10/07
General Motors vice-president Bob Lutz has given Holden a glowing wrap after his trip to Australia last week.
Mr Lutz's comments were posted on GM's official 'Fastlane' blog, and show that he was impressed with the line-up of left-hand-drive cars coming out of Holden's design and development departments.
"I have never experienced an automotive company [such as Holden], including my three years at BMW, that has so much passion for excellence and dedication to the product," said Lutz. "It’s contagious. Oz is a nation where the 'car-guys' (both genders) rule, at least at Holden. I just love the palpable air of the "we want to win" spirit that this team exudes."
As part of his trip, Mr Lutz visited GM Holden's Lang Lang proving ground to drive future models.
''We sampled (Commodore-based) G8s in various states of tune, and they were fabulous," said Lutz. "We drove the Daewoo Veritas and the (Holden Caprice-based) Chinese Buick Park Avenue, both large, ultra-luxe executive transports created by the global rear-wheel-drive team.
"And we also drove ... other things in the rear drive hopper,'' Lutz wrote, no doubt referring to a mid-size-car architecture that is expected to underpin not only a Cadillac rival for the BMW 3 Series but also a Holden Torana.
One car he did provide details on was the Holden-designed Chevrolet Camaro.
''The car had just been completed and had had no tuning or finessing. But I loved the response, the sound, the steering and the brakes,'' Lutz said.
"On a side note, vice president for global design Ed Welburn was on the drive, too. Seeing his beloved Camaro as a real car … in near-final metal, glass, rubber and plastic … transformed from a visionary dream into a highly drivable reality… Well, it was almost too much for him. He broke ranks, ran over to it, and hugged it!"
Barry Park, The Age, 17/10/07
General Motors vice-president Bob Lutz has given Holden a glowing wrap after his trip to Australia last week.
Mr Lutz's comments were posted on GM's official 'Fastlane' blog, and show that he was impressed with the line-up of left-hand-drive cars coming out of Holden's design and development departments.
"I have never experienced an automotive company [such as Holden], including my three years at BMW, that has so much passion for excellence and dedication to the product," said Lutz. "It’s contagious. Oz is a nation where the 'car-guys' (both genders) rule, at least at Holden. I just love the palpable air of the "we want to win" spirit that this team exudes."
As part of his trip, Mr Lutz visited GM Holden's Lang Lang proving ground to drive future models.
''We sampled (Commodore-based) G8s in various states of tune, and they were fabulous," said Lutz. "We drove the Daewoo Veritas and the (Holden Caprice-based) Chinese Buick Park Avenue, both large, ultra-luxe executive transports created by the global rear-wheel-drive team.
"And we also drove ... other things in the rear drive hopper,'' Lutz wrote, no doubt referring to a mid-size-car architecture that is expected to underpin not only a Cadillac rival for the BMW 3 Series but also a Holden Torana.
One car he did provide details on was the Holden-designed Chevrolet Camaro.
''The car had just been completed and had had no tuning or finessing. But I loved the response, the sound, the steering and the brakes,'' Lutz said.
"On a side note, vice president for global design Ed Welburn was on the drive, too. Seeing his beloved Camaro as a real car … in near-final metal, glass, rubber and plastic … transformed from a visionary dream into a highly drivable reality… Well, it was almost too much for him. He broke ranks, ran over to it, and hugged it!"
EU Okays Porsche To Buy VW
October 23, 2007
Porsche Seen Likely to Realize VW Merger
By MARK LANDLER
FRANKFURT, Oct. 22 — A 47-year-old German law is the only roadblock that stands between Porsche and its long-sought goal of taking over Volkswagen. On Tuesday, the law is likely to be swept away.
The European Court of Justice in Luxembourg is expected to strike down the so-called Volkswagen Law, a statute devised by the German government to protect the auto giant from an unwanted takeover.
While such a decision would be greeted as a significant milestone in Europe’s development of an open market, it would be even more momentous in the way it reshapes the German auto industry.
After Porsche is free to increase its voting stake in Volkswagen, analysts predicted, it will move to become VW’s majority owner — a small, but highly profitable maker of sports cars swallowing a company 14 times its size.
It would be a classic David-and-Goliath tale, if this Goliath were not synonymous with the tiny Beetle.
Porsche has been buying shares in Volkswagen for two years, and it has made no secret of its goal. It has even arranged a $14 billion credit line for additional stock purchases, though Porsche executives insist they are under no pressure to raise their stake and in no hurry to do so.
Still, the court ruling promises to heat up an already simmering corporate drama, as Porsche’s hard-driving bosses begin to bear down on the management and employees at Volkswagen.
Porsche’s chairman, Wendelin Wiedeking, has declared he wants Volkswagen to rival Toyota — a grand ambition that would require VW, at a minimum, to recapture its lost presence in the American market. He has little patience for money-losing models, like the Phaeton, Volkswagen’s luxury sedan, which never held its own against BMW or Mercedes-Benz.
“Wiedeking has said, ‘We’ve got to change a lot of things at Volkswagen; there are no sacred cows,’” said Ferdinand Dudenhöffer, the director of the Center for Automotive Research in Gelsenkirchen. “Porsche is very successful in being lean and profitable. It’s not going to be harmonious.”
Already, Volkswagen workers have gone to court to stop Porsche from allocating board seats at the new holding company in a way that would reduce their representation from 10 seats to 3. The court, in Ludwigsburg, Germany, is due to hand down a ruling a day after the European court.
While the European court’s ruling on the Volkswagen Law is not automatic, lawyers said the court was unlikely to deviate from the opinion of its advocate general, Dámaso Ruiz-Jarabo Colomer, a legal counsel to the court, who declared last February that the Volkswagen Law infringed on the free flow of capital within Europe.
The German government adopted the law in 1960 to protect the position of the state of Lower Saxony, which owns 20.1 percent of Volkswagen’s shares, and views itself as a protector of the workers’ rights. A spokeswoman for Lower Saxony said it expected the court to uphold the law.
Porsche has spent more than 5 billion euros ($7 billion) to buy close to 31 percent of Volkswagen’s shares. But its voting share is capped at 20 percent, the same as Lower Saxony’s. Without the Volkswagen Law, Porsche would be able to behave like a principal shareholder.
To some extent, it does anyway. Mr. Wiedeking, who has a seat on Volkswagen’s board, speaks about the company’s strategy in a way that suggests he is — or expects to be — deeply involved in formulating it.
Porsche does not worry about ruffling feathers. A spokesman, Frank Gaube, said the change in the allocation of board seats was necessary to protect the interests of Porsche’s 12,000 workers, which under German law could be overwhelmed by the interests of Volkswagen’s 340,000 workers.
To circumvent this, Porsche chose to incorporate its new holding company, Porsche Automobil Holding, under European, not German, law. Known as Societas Europaea, or S.E., the arrangement allows Porsche to negotiate reduced worker representation on the board. It also gives workers outside Germany a voice in choosing board representatives.
“Under German law, you’d have six employee representatives from Volkswagen on the supervisory board and zero from Porsche,” Mr. Gaube said. “Now we’ll have three from each company.”
That delicate balance is less evident in the other board seats, several of which are allocated to members of the Porsche family. The heirs of Ferdinand Porsche will effectively control Volkswagen, which some see as the closing of a circle, since Mr. Porsche led the company that, at the behest of Hitler, created the car that would become known as the Beetle.
In the unfolding power game, Mr. Wiedeking bears watching, according to analysts. He pushed Porsche to invest in Volkswagen and is likely to exert influence on decisions like what new models to build, or whether it should open a factory in the United States.
Volkswagen’s chief executive, Martin Winterkorn, said last month that an American plant might make sense, if the dollar continued to weaken against the euro. But Porsche executives said Volkswagen first needed to increase capacity at its existing plant in Puebla, Mexico.
In an interview at the Frankfurt auto show last month, Mr. Winterkorn seemed eager to breathe life into the faltering Phaeton line. But Mr. Wiedeking, analysts said, would have little tolerance for pouring resources into an unprofitable luxury car, especially since the Volkswagen-Porsche group already has several other premium brands: Porsche, Audi, and Bentley.
“The Phaeton will lead to conflict with Winterkorn, since he pursues products for image reasons,” Mr. Dudenhöffer, the analyst, said. (Mr. Wiedeking declined to comment before the court ruling.)
While Mr. Winterkorn may find himself under heightened pressure, he retains a powerful ally in Ferdinand Piëch, a former chief executive of Volkswagen and a member of the Porsche family.
On one point, Volkswagen and Porsche are agreed: VW needs to rebuild its once-mighty franchise in the American market. Mr. Winterkorn has made this his top priority, and is planning new models that will cater to American tastes by offering less complex and less costly engineering.
“Our problem, really, is that we build cars for Europe and think we can sell the same cars in America,” he said.
Porsche Seen Likely to Realize VW Merger
By MARK LANDLER
FRANKFURT, Oct. 22 — A 47-year-old German law is the only roadblock that stands between Porsche and its long-sought goal of taking over Volkswagen. On Tuesday, the law is likely to be swept away.
The European Court of Justice in Luxembourg is expected to strike down the so-called Volkswagen Law, a statute devised by the German government to protect the auto giant from an unwanted takeover.
While such a decision would be greeted as a significant milestone in Europe’s development of an open market, it would be even more momentous in the way it reshapes the German auto industry.
After Porsche is free to increase its voting stake in Volkswagen, analysts predicted, it will move to become VW’s majority owner — a small, but highly profitable maker of sports cars swallowing a company 14 times its size.
It would be a classic David-and-Goliath tale, if this Goliath were not synonymous with the tiny Beetle.
Porsche has been buying shares in Volkswagen for two years, and it has made no secret of its goal. It has even arranged a $14 billion credit line for additional stock purchases, though Porsche executives insist they are under no pressure to raise their stake and in no hurry to do so.
Still, the court ruling promises to heat up an already simmering corporate drama, as Porsche’s hard-driving bosses begin to bear down on the management and employees at Volkswagen.
Porsche’s chairman, Wendelin Wiedeking, has declared he wants Volkswagen to rival Toyota — a grand ambition that would require VW, at a minimum, to recapture its lost presence in the American market. He has little patience for money-losing models, like the Phaeton, Volkswagen’s luxury sedan, which never held its own against BMW or Mercedes-Benz.
“Wiedeking has said, ‘We’ve got to change a lot of things at Volkswagen; there are no sacred cows,’” said Ferdinand Dudenhöffer, the director of the Center for Automotive Research in Gelsenkirchen. “Porsche is very successful in being lean and profitable. It’s not going to be harmonious.”
Already, Volkswagen workers have gone to court to stop Porsche from allocating board seats at the new holding company in a way that would reduce their representation from 10 seats to 3. The court, in Ludwigsburg, Germany, is due to hand down a ruling a day after the European court.
While the European court’s ruling on the Volkswagen Law is not automatic, lawyers said the court was unlikely to deviate from the opinion of its advocate general, Dámaso Ruiz-Jarabo Colomer, a legal counsel to the court, who declared last February that the Volkswagen Law infringed on the free flow of capital within Europe.
The German government adopted the law in 1960 to protect the position of the state of Lower Saxony, which owns 20.1 percent of Volkswagen’s shares, and views itself as a protector of the workers’ rights. A spokeswoman for Lower Saxony said it expected the court to uphold the law.
Porsche has spent more than 5 billion euros ($7 billion) to buy close to 31 percent of Volkswagen’s shares. But its voting share is capped at 20 percent, the same as Lower Saxony’s. Without the Volkswagen Law, Porsche would be able to behave like a principal shareholder.
To some extent, it does anyway. Mr. Wiedeking, who has a seat on Volkswagen’s board, speaks about the company’s strategy in a way that suggests he is — or expects to be — deeply involved in formulating it.
Porsche does not worry about ruffling feathers. A spokesman, Frank Gaube, said the change in the allocation of board seats was necessary to protect the interests of Porsche’s 12,000 workers, which under German law could be overwhelmed by the interests of Volkswagen’s 340,000 workers.
To circumvent this, Porsche chose to incorporate its new holding company, Porsche Automobil Holding, under European, not German, law. Known as Societas Europaea, or S.E., the arrangement allows Porsche to negotiate reduced worker representation on the board. It also gives workers outside Germany a voice in choosing board representatives.
“Under German law, you’d have six employee representatives from Volkswagen on the supervisory board and zero from Porsche,” Mr. Gaube said. “Now we’ll have three from each company.”
That delicate balance is less evident in the other board seats, several of which are allocated to members of the Porsche family. The heirs of Ferdinand Porsche will effectively control Volkswagen, which some see as the closing of a circle, since Mr. Porsche led the company that, at the behest of Hitler, created the car that would become known as the Beetle.
In the unfolding power game, Mr. Wiedeking bears watching, according to analysts. He pushed Porsche to invest in Volkswagen and is likely to exert influence on decisions like what new models to build, or whether it should open a factory in the United States.
Volkswagen’s chief executive, Martin Winterkorn, said last month that an American plant might make sense, if the dollar continued to weaken against the euro. But Porsche executives said Volkswagen first needed to increase capacity at its existing plant in Puebla, Mexico.
In an interview at the Frankfurt auto show last month, Mr. Winterkorn seemed eager to breathe life into the faltering Phaeton line. But Mr. Wiedeking, analysts said, would have little tolerance for pouring resources into an unprofitable luxury car, especially since the Volkswagen-Porsche group already has several other premium brands: Porsche, Audi, and Bentley.
“The Phaeton will lead to conflict with Winterkorn, since he pursues products for image reasons,” Mr. Dudenhöffer, the analyst, said. (Mr. Wiedeking declined to comment before the court ruling.)
While Mr. Winterkorn may find himself under heightened pressure, he retains a powerful ally in Ferdinand Piëch, a former chief executive of Volkswagen and a member of the Porsche family.
On one point, Volkswagen and Porsche are agreed: VW needs to rebuild its once-mighty franchise in the American market. Mr. Winterkorn has made this his top priority, and is planning new models that will cater to American tastes by offering less complex and less costly engineering.
“Our problem, really, is that we build cars for Europe and think we can sell the same cars in America,” he said.
Audi's Future Plans In Le Mans Prototype Racing
Independent Design Focus: Audi LMP10
by the Segra GroupOct 22, 2007source: The Segra Group
Just this past weekend, Audi Sport shut the door on the 2007 American Le Mans Series with a nail-biting win over the competition in the series finale at Laguna Seca. Audi Sport boss Dr. Wolfgang Ullrich was coy about the company’s plans for return next year, something that’s been in question due to the rules advantages given to their LMP2 competitors by the American series. What isn’t in question though is the company’s future. Audi will race the R10 next year, and even more interesting is what they might run in 2010 when a new set of rules from the ACO will dictate development of a closed-top car.\n\nSeveral months ago, Fourtitude featured one take on Audi’s next-generation LMP racecar that would abide by the new rules. Put together by an Architect with a passion for Audi and a real talent for CGI, the design offered a first look at what such a future prototype might look like. \n\nIn this most recent Independent Design feature, we take a look at another vision of the future of the ACO’s top prototype class in the form of an Audi. \n\nThis new design comes from the Segra Group, a firm that specializes in engineering for the auto racing industry. In as much, it is likely an even more realistic impression of what could come from Audi in just a few short years.
Here’s a description of the project from the Segra Group in their own words: Audi R8/LMP10Segra Group annually engages in a number of design studies for motorsport applications. Our most recent study was to develop a design for a Le Mans Prototype (LMP) that captures the intent of regulation proposed by the ACO for 2010. Based on the information they have released, it appears the ACO wants the prototype category entries to more closely resemble road cars, yet retain the architecture of a true ‘prototype’ much like those seen at Le Mans in 1998.\n\nBecause of their success at Le Mans so far this century, we chose to base our concept on an Audi platform. Our design, the R8/LMP10, takes its name and design cues from the R8 road car. Much like you see in the German Touring Car series, our design takes the road car and ‘morphs’ it into a racecar. But because of the desired end product (a LMP), our morph is more extreme.
Like the current R10, our design uses a turbo-diesel engine as the primary powerplant. Regenerative braking and other energy recovery systems would be incorporated as they become available. Our design utilizes a hybrid airflow management concept. This concept retains features from the R8/R10 racecars that make sense to carry over such as general fender and rear deck profiles, side air extraction, engine intakes, rear deck treatment and rear wing design. This concept also changes or adds features that are more specific to the R8 road car such as a front radiator, higher rear deck, shorter front fender ‘teardrops’, general greenhouse shape, as well as the general front and rear design layouts including the lights. We have also included one of the R8’s most distinctive features – the ‘brushed aluminum side panels’.\n\nOur design was modeled and rendered entirely in Solid Edge from UGS/Siemens.
Wired into Audi as we are, we note a few other details that might change between now and whenever Audi shows off their next-generation racecar.\n\nFirst, a rumor from deep inside Audi is that a V12 TDI sportscar will come from the company, but would not necessarily be in the form or name of the R8 road car. Our sources suggest the V12 is too long for the current R8 chassis. If the engine is to go inside a sportscar, according to our sources, it would be a longer car and an eventual replacement for the R8. Dubbed R10 perhaps?
If that’s the case, and the LMP cars take more of a basis on a production model, then maybe the next-gen car would be an R10 LMP and be named after a possible R10 road car that would replace the R8 road car.\n\nAlso, don’t expect to see a yellow car. Those of us who remember Frank Biela’s dominant stint in the BTCC may love the color on Audi racecars, but more recent mentions of driver preferences at Audi Sport suggest otherwise. No prototype racer with an Audi badge has ever won a 24 Hours of Le Mans with the yellow accenting, and racecar drivers can be superstitious. \n\nNaming and color aside, this is the most convincing look yet that we’ve seen of the next-generation LMP racer. And, the Segra Group\'s qualifications are certainly very impressive. While the design doesn’t originate from Audi, we’re guessing it’s a strong indicator of what a future Audi LMP will look like.
For now, we do expect Audi to return to racing the R10 next season. How much involvement there will be in the American Le Mans Series and the European Le Mans Endurance Series remains to be seen. Even if Audi pulls from a full season of the ALMS though, it is expected that the company will compete in the 12 Hours of Sebring and the Petit Le Mans at the very least. \n\n RELATED LINKS: The Segra Group\n \n FOURTITUDE INDEPENDENT DESIGN FOCUS SERIES: Audi A1 by Gabriel Rabhi \n Audi R15 TDI Racecar by Kim Stapleton \n The Future of Audi by Larson \n Audi F1 Racecar by Kim Stapleton \n Audi A7 by Gabriel Rabhi \n Audi A1 by Luis Camino \n Audi Moto Concept by Bertrand Bach \n RELATED LINKS: Z-Oxyde.com: Gabriel Rabhi\'s Personal Website\n Gabriel Rabhi Gallery on Fourtitude \n\nFor more discussion on this story, click on the link to our discussion forums to the left.
Just this past weekend, Audi Sport shut the door on the 2007 American Le Mans Series with a nail-biting win over the competition in the series finale at Laguna Seca. Audi Sport boss Dr. Wolfgang Ullrich was coy about the company’s plans for return next year, something that’s been in question due to the rules advantages given to their LMP2 competitors by the American series. What isn’t in question though is the company’s future. Audi will race the R10 next year, and even more interesting is what they might run in 2010 when a new set of rules from the ACO will dictate development of a closed-top car.Several months ago, Fourtitude featured one take on Audi’s next-generation LMP racecar that would abide by the new rules. Put together by an Architect with a passion for Audi and a real talent for CGI, the design offered a first look at what such a future prototype might look like. In this most recent Independent Design feature, we take a look at another vision of the future of the ACO’s top prototype class in the form of an Audi. This new design comes from the Segra Group, a firm that specializes in engineering for the auto racing industry. In as much, it is likely an even more realistic impression of what could come from Audi in just a few short years.Here’s a description of the project from the Segra Group in their own words:
Audi R8/LMP10Segra Group annually engages in a number of design studies for motorsport applications. Our most recent study was to develop a design for a Le Mans Prototype (LMP) that captures the intent of regulation proposed by the ACO for 2010. Based on the information they have released, it appears the ACO wants the prototype category entries to more closely resemble road cars, yet retain the architecture of a true ‘prototype’ much like those seen at Le Mans in 1998.Because of their success at Le Mans so far this century, we chose to base our concept on an Audi platform. Our design, the R8/LMP10, takes its name and design cues from the R8 road car. Much like you see in the German Touring Car series, our design takes the road car and ‘morphs’ it into a racecar. But because of the desired end product (a LMP), our morph is more extreme.
Like the current R10, our design uses a turbo-diesel engine as the primary powerplant. Regenerative braking and other energy recovery systems would be incorporated as they become available. Our design utilizes a hybrid airflow management concept. This concept retains features from the R8/R10 racecars that make sense to carry over such as general fender and rear deck profiles, side air extraction, engine intakes, rear deck treatment and rear wing design. This concept also changes or adds features that are more specific to the R8 road car such as a front radiator, higher rear deck, shorter front fender ‘teardrops’, general greenhouse shape, as well as the general front and rear design layouts including the lights. We have also included one of the R8’s most distinctive features – the ‘brushed aluminum side panels’.
Our design was modeled and rendered entirely in Solid Edge from UGS/Siemens.
Fourtitude Editor’s Comments: Wired into Audi as we are, we note a few other details that might change between now and whenever Audi shows off their next-generation racecar.First, a rumor from deep inside Audi is that a V12 TDI sportscar will come from the company, but would not necessarily be in the form or name of the R8 road car. Our sources suggest the V12 is too long for the current R8 chassis. If the engine is to go inside a sportscar, according to our sources, it would be a longer car and an eventual replacement for the R8. Dubbed R10 perhaps?If that’s the case, and the LMP cars take more of a basis on a production model, then maybe the next-gen car would be an R10 LMP and be named after a possible R10 road car that would replace the R8 road car.Also, don’t expect to see a yellow car. Those of us who remember Frank Biela’s dominant stint in the BTCC may love the color on Audi racecars, but more recent mentions of driver preferences at Audi Sport suggest otherwise. No prototype racer with an Audi badge has ever won a 24 Hours of Le Mans with the yellow accenting, and racecar drivers can be superstitious. Naming and color aside, this is the most convincing look yet that we’ve seen of the next-generation LMP racer. And, the Segra Group's qualifications are certainly very impressive. While the design doesn’t originate from Audi, we’re guessing it’s a strong indicator of what a future Audi LMP will look like.For now, we do expect Audi to return to racing the R10 next season. How much involvement there will be in the American Le Mans Series and the European Le Mans Endurance Series remains to be seen. Even if Audi pulls from a full season of the ALMS though, it is expected that the company will compete in the 12 Hours of Sebring and the Petit Le Mans at the very least.
by the Segra GroupOct 22, 2007source: The Segra Group
Just this past weekend, Audi Sport shut the door on the 2007 American Le Mans Series with a nail-biting win over the competition in the series finale at Laguna Seca. Audi Sport boss Dr. Wolfgang Ullrich was coy about the company’s plans for return next year, something that’s been in question due to the rules advantages given to their LMP2 competitors by the American series. What isn’t in question though is the company’s future. Audi will race the R10 next year, and even more interesting is what they might run in 2010 when a new set of rules from the ACO will dictate development of a closed-top car.\n\nSeveral months ago, Fourtitude featured one take on Audi’s next-generation LMP racecar that would abide by the new rules. Put together by an Architect with a passion for Audi and a real talent for CGI, the design offered a first look at what such a future prototype might look like. \n\nIn this most recent Independent Design feature, we take a look at another vision of the future of the ACO’s top prototype class in the form of an Audi. \n\nThis new design comes from the Segra Group, a firm that specializes in engineering for the auto racing industry. In as much, it is likely an even more realistic impression of what could come from Audi in just a few short years.
Here’s a description of the project from the Segra Group in their own words: Audi R8/LMP10Segra Group annually engages in a number of design studies for motorsport applications. Our most recent study was to develop a design for a Le Mans Prototype (LMP) that captures the intent of regulation proposed by the ACO for 2010. Based on the information they have released, it appears the ACO wants the prototype category entries to more closely resemble road cars, yet retain the architecture of a true ‘prototype’ much like those seen at Le Mans in 1998.\n\nBecause of their success at Le Mans so far this century, we chose to base our concept on an Audi platform. Our design, the R8/LMP10, takes its name and design cues from the R8 road car. Much like you see in the German Touring Car series, our design takes the road car and ‘morphs’ it into a racecar. But because of the desired end product (a LMP), our morph is more extreme.
Like the current R10, our design uses a turbo-diesel engine as the primary powerplant. Regenerative braking and other energy recovery systems would be incorporated as they become available. Our design utilizes a hybrid airflow management concept. This concept retains features from the R8/R10 racecars that make sense to carry over such as general fender and rear deck profiles, side air extraction, engine intakes, rear deck treatment and rear wing design. This concept also changes or adds features that are more specific to the R8 road car such as a front radiator, higher rear deck, shorter front fender ‘teardrops’, general greenhouse shape, as well as the general front and rear design layouts including the lights. We have also included one of the R8’s most distinctive features – the ‘brushed aluminum side panels’.\n\nOur design was modeled and rendered entirely in Solid Edge from UGS/Siemens.
Wired into Audi as we are, we note a few other details that might change between now and whenever Audi shows off their next-generation racecar.\n\nFirst, a rumor from deep inside Audi is that a V12 TDI sportscar will come from the company, but would not necessarily be in the form or name of the R8 road car. Our sources suggest the V12 is too long for the current R8 chassis. If the engine is to go inside a sportscar, according to our sources, it would be a longer car and an eventual replacement for the R8. Dubbed R10 perhaps?
If that’s the case, and the LMP cars take more of a basis on a production model, then maybe the next-gen car would be an R10 LMP and be named after a possible R10 road car that would replace the R8 road car.\n\nAlso, don’t expect to see a yellow car. Those of us who remember Frank Biela’s dominant stint in the BTCC may love the color on Audi racecars, but more recent mentions of driver preferences at Audi Sport suggest otherwise. No prototype racer with an Audi badge has ever won a 24 Hours of Le Mans with the yellow accenting, and racecar drivers can be superstitious. \n\nNaming and color aside, this is the most convincing look yet that we’ve seen of the next-generation LMP racer. And, the Segra Group\'s qualifications are certainly very impressive. While the design doesn’t originate from Audi, we’re guessing it’s a strong indicator of what a future Audi LMP will look like.
For now, we do expect Audi to return to racing the R10 next season. How much involvement there will be in the American Le Mans Series and the European Le Mans Endurance Series remains to be seen. Even if Audi pulls from a full season of the ALMS though, it is expected that the company will compete in the 12 Hours of Sebring and the Petit Le Mans at the very least. \n\n RELATED LINKS: The Segra Group\n \n FOURTITUDE INDEPENDENT DESIGN FOCUS SERIES: Audi A1 by Gabriel Rabhi \n Audi R15 TDI Racecar by Kim Stapleton \n The Future of Audi by Larson \n Audi F1 Racecar by Kim Stapleton \n Audi A7 by Gabriel Rabhi \n Audi A1 by Luis Camino \n Audi Moto Concept by Bertrand Bach \n RELATED LINKS: Z-Oxyde.com: Gabriel Rabhi\'s Personal Website\n Gabriel Rabhi Gallery on Fourtitude \n\nFor more discussion on this story, click on the link to our discussion forums to the left.
Just this past weekend, Audi Sport shut the door on the 2007 American Le Mans Series with a nail-biting win over the competition in the series finale at Laguna Seca. Audi Sport boss Dr. Wolfgang Ullrich was coy about the company’s plans for return next year, something that’s been in question due to the rules advantages given to their LMP2 competitors by the American series. What isn’t in question though is the company’s future. Audi will race the R10 next year, and even more interesting is what they might run in 2010 when a new set of rules from the ACO will dictate development of a closed-top car.Several months ago, Fourtitude featured one take on Audi’s next-generation LMP racecar that would abide by the new rules. Put together by an Architect with a passion for Audi and a real talent for CGI, the design offered a first look at what such a future prototype might look like. In this most recent Independent Design feature, we take a look at another vision of the future of the ACO’s top prototype class in the form of an Audi. This new design comes from the Segra Group, a firm that specializes in engineering for the auto racing industry. In as much, it is likely an even more realistic impression of what could come from Audi in just a few short years.Here’s a description of the project from the Segra Group in their own words:
Audi R8/LMP10Segra Group annually engages in a number of design studies for motorsport applications. Our most recent study was to develop a design for a Le Mans Prototype (LMP) that captures the intent of regulation proposed by the ACO for 2010. Based on the information they have released, it appears the ACO wants the prototype category entries to more closely resemble road cars, yet retain the architecture of a true ‘prototype’ much like those seen at Le Mans in 1998.Because of their success at Le Mans so far this century, we chose to base our concept on an Audi platform. Our design, the R8/LMP10, takes its name and design cues from the R8 road car. Much like you see in the German Touring Car series, our design takes the road car and ‘morphs’ it into a racecar. But because of the desired end product (a LMP), our morph is more extreme.
Like the current R10, our design uses a turbo-diesel engine as the primary powerplant. Regenerative braking and other energy recovery systems would be incorporated as they become available. Our design utilizes a hybrid airflow management concept. This concept retains features from the R8/R10 racecars that make sense to carry over such as general fender and rear deck profiles, side air extraction, engine intakes, rear deck treatment and rear wing design. This concept also changes or adds features that are more specific to the R8 road car such as a front radiator, higher rear deck, shorter front fender ‘teardrops’, general greenhouse shape, as well as the general front and rear design layouts including the lights. We have also included one of the R8’s most distinctive features – the ‘brushed aluminum side panels’.
Our design was modeled and rendered entirely in Solid Edge from UGS/Siemens.
Fourtitude Editor’s Comments: Wired into Audi as we are, we note a few other details that might change between now and whenever Audi shows off their next-generation racecar.First, a rumor from deep inside Audi is that a V12 TDI sportscar will come from the company, but would not necessarily be in the form or name of the R8 road car. Our sources suggest the V12 is too long for the current R8 chassis. If the engine is to go inside a sportscar, according to our sources, it would be a longer car and an eventual replacement for the R8. Dubbed R10 perhaps?If that’s the case, and the LMP cars take more of a basis on a production model, then maybe the next-gen car would be an R10 LMP and be named after a possible R10 road car that would replace the R8 road car.Also, don’t expect to see a yellow car. Those of us who remember Frank Biela’s dominant stint in the BTCC may love the color on Audi racecars, but more recent mentions of driver preferences at Audi Sport suggest otherwise. No prototype racer with an Audi badge has ever won a 24 Hours of Le Mans with the yellow accenting, and racecar drivers can be superstitious. Naming and color aside, this is the most convincing look yet that we’ve seen of the next-generation LMP racer. And, the Segra Group's qualifications are certainly very impressive. While the design doesn’t originate from Audi, we’re guessing it’s a strong indicator of what a future Audi LMP will look like.For now, we do expect Audi to return to racing the R10 next season. How much involvement there will be in the American Le Mans Series and the European Le Mans Endurance Series remains to be seen. Even if Audi pulls from a full season of the ALMS though, it is expected that the company will compete in the 12 Hours of Sebring and the Petit Le Mans at the very least.
DUI Suspect Arrested Driving on Laguna Seca With Child In The Car
DUI suspect arrested on Mazda race track Modesto man had his infant son in the car
By VICTOR CALDERON The Salinas Californian
An intoxicated driver caught speeding around the Mazda Raceway Laguna Seca track Sunday told officers he was lost and trying to get to his hotel.
A Monterey County sheriff's deputy on patrol at adjacent Laguna Seca Recreational Area spotted a 1980 Porsche on the raceway about 5:20 p.m., and found John Patrick Krukar, 42, of Modesto, at the wheel when he investigated, California Highway Patrol Officer Art Carbonel said Monday.
"The track is so large that things like this can happen, but it's extremely rare," Carbonel said. "The track is for professional drivers only and not for civilians."
He said Krukar was driving under the influence of alcohol at speeds of up to 90 mph on the track, which was closed after the conclusion of the weekend's Monterey Sports Car Championships.
Even more disturbing, Carbonel said, Krukar had his 5-month-old son with him in the car.
Krukar was booked into Monterey County Jail on charges of driving under the influence of alcohol with an enhancement of doing so with a child under the age of 14 in the vehicle. His son was taken into Child Protective Services.
"If (Krukar) meant to race around the track, he was reckless," Carbonel said. "Thankfully, the deputy that stopped him was in the right place at the right time, and everything worked out."
Contact Victor Calderón at vcalderon@thecalifornian.com.
By VICTOR CALDERON The Salinas Californian
An intoxicated driver caught speeding around the Mazda Raceway Laguna Seca track Sunday told officers he was lost and trying to get to his hotel.
A Monterey County sheriff's deputy on patrol at adjacent Laguna Seca Recreational Area spotted a 1980 Porsche on the raceway about 5:20 p.m., and found John Patrick Krukar, 42, of Modesto, at the wheel when he investigated, California Highway Patrol Officer Art Carbonel said Monday.
"The track is so large that things like this can happen, but it's extremely rare," Carbonel said. "The track is for professional drivers only and not for civilians."
He said Krukar was driving under the influence of alcohol at speeds of up to 90 mph on the track, which was closed after the conclusion of the weekend's Monterey Sports Car Championships.
Even more disturbing, Carbonel said, Krukar had his 5-month-old son with him in the car.
Krukar was booked into Monterey County Jail on charges of driving under the influence of alcohol with an enhancement of doing so with a child under the age of 14 in the vehicle. His son was taken into Child Protective Services.
"If (Krukar) meant to race around the track, he was reckless," Carbonel said. "Thankfully, the deputy that stopped him was in the right place at the right time, and everything worked out."
Contact Victor Calderón at vcalderon@thecalifornian.com.
Tuesday, October 16, 2007
Monday, October 1, 2007
NHRA founder Wally Parks, patriarch of drag racing dies at age 94
God bless this wonderful evangelist for the car industry and lifestyle. The world is a far better place because of his existance. We ALL need to take a moment of silence in tribute to this wonderful man who touched the hearts of many. His legacy lives on... Rest in peace Wally and thank you.
Brad
____________________________________________
NHRA founder Wally Parks, patriarch of drag racing dies at age 94
9/28/2007
Wally Parks, 1913-2007Wally Parks, the driving force behind the formation of NHRA, has died at the age of 94. It was Parks' vision, goals and unconditional commitment to the need for speed and side-by-side racing in a safer, more controlled environment that created what is today the world's largest motorsports governing body.
"Today is a sad day in the world of NHRA and the sport of drag racing," said Tom Compton, president of NHRA. "Words simply can't describe the immeasurable impact Wally has had on the sport he created and the millions of people's lives he touched along the way. The name Wally Parks is synonymous with drag racing, and his vision and direction will guide NHRA for years to come. Everyone in drag racing, and the industries formed to service the sport, will forever be indebted to Wally, his vision, his focus and his desire to create, build and grow NHRA."
“Wally spent his lifetime doing what he loved,” said Dallas Gardner, chairman of the NHRA board of directors. “He marked the path and led the way for this incredible industry and the sport of drag racing. Wally was NHRA, and through his dream came a path to follow with lofty goals and ambition. He put the people in place and trusted in them. He has not abandoned us. He has left us with a road map that he knows will be followed.”
Parks, who founded NHRA in 1951, received countless awards in the motorsports world and played a pivotal role in the establishment of an entire industry devoted to speed and automotive aftermarket parts and accessories that today is a multibillion-dollar business. Yet Parks never implied that he did it all himself. His pride and joy, and where he spent most of his time in recent years while still serving on NHRA's board of directors, was The Wally Parks NHRA Motorsports Museum presented by Automobile Club of Southern California at Fairplex in Pomona, Calif.
WALLY PARKS, 1913-2007
NHRA founder
Chairman of NHRA Motorsports Museum
The primary driving force behind the formation of the National Hot Rod Association, Parks was the visionary whose early goals created what today is the world's largest motorsports governing body.
Parks, who founded NHRA in 1951, never implied that he did it all himself. Reflecting on the tremendous growth and success of NHRA, he noted how fortunate he was that so many dedicated people had shared his outlook that almost anything is possible if you believe in it strongly enough. One of the most dedicated was unquestionably his late wife, Barbara Parks, who was regarded as the most influential behind-the-scenes force in the growth of NHRA. Mrs. Parks succumbed to cancer in late January of 2006 after a long battle with the devastating illness.
But without Parks' vision and perseverance, much of what has happened may not have been achieved.
Born in Oklahoma and living in Kansas until age 8, Parks and his family then moved to California, where his automotive interests surfaced. In his high school years, he became active in building stripped-down Model-T Fords and Chevy fours for use on the street and in early speed trials conducted on dry lakebeds in the Mojave Desert, north of Los Angeles.
In 1937, Parks took part in the formation of the Southern California Timing Association (SCTA) – an organization focused on conducting land speed record events – serving as one of its officials until World War II began. In 1946, following military service in the South Pacific, Parks was elected president of the reorganized SCTA. In 1947, after 10 years of employment as a road test driver and process engineer for General Motors, Parks left GM to assume a new role as the SCTA's general manager. It was his concept that produced America's first Hot Rod Show, presented by the SCTA in 1948 at the Los Angeles Exposition Armory.
In 1948, Parks helped co-publishers Bob Petersen and Bob Lindsay in the introduction of Hot Rod magazine, which became one of the world's largest-circulation auto-enthusiast publications, and later was named its first editor. In 1949, Parks organized the campaign that led to the opening of Utah's Bonneville Salt Flats for hot rod speed trials – a still-thriving annual activity.
In 1951, utilizing Hot Rod as a conduit to nationwide readership, Parks formed the NHRA. In 1963, he resigned his position as editorial director for all of Petersen's automotive magazines – Hot Rod, Motor Trend, Car Craft, Sports Car Graphic and Motor Life – to assume full-time administrative duties as president of NHRA.
An early recipient of Car Craft magazine's prestigious Ollie Award for his many contributions to motorsports, Parks was named Man of the Decade, 1962-1972 by Popular Hot Rodding magazine and was recognized as Man of the Year in 1973 by the Specialty Equipment Market Association (SEMA). The American Auto Racing Writers & Broadcasters Association (AARWBA) honored Parks in 1988 and again in 1994 for his pioneering efforts in motorsports. Parks received his highest honors in 1992 and 1993. He was drag racing's first inductee into the International Motorsports Hall of Fame in 1992 in Talladega, Ala., and in 1993, he was inducted into the Motorsports Hall of Fame in Novi, Mich.
In 1994, the tributes to Parks' legacy continued to pile up. A large bronze statue of Parks was presented at NHRA's Gainesville Raceway, which was eventually moved to its current location in front of the NHRA Motorsports Museum at Fairplex in Pomona, Calif. Later in 1994, Parks and wife Barbara were co-inductees into the Don Garlits International Drag Racing Hall of Fame in Ocala, Fla., for their pioneering efforts, which spearheaded NHRA's success. Parks also was the first recipient of the Don Prudhomme Award, a trophy presented by NHRA to an individual who has made a profound impact on the growth and positive image of the NHRA POWERade Series.
At the 2001 NHRA Awards Ceremony, Parks was presented the prestigious Blaine Johnson Award for his dedication, perseverance and nurturing commitment to the sport throughout the years.
In 2002, Parks again was recognized for his many contributions to the sport of drag racing. He was presented with the inaugural Robert E. Petersen Lifetime Achievement Award at the fourth annual Hot Rod & Performance Trade Show in Indianapolis. The late Petersen, a renowned automotive publisher and creator of multiple automotive magazines, then presented Parks with the all-bronze sculpture which was created to honor the entrepreneurs who have contributed to the history, growth and well-being of the hot rod industry.
In late 2003, Parks received another honor of distinction, as he was named the Dean Batchelor Lifetime Achievement Award winner by the Motor Press Guild in Los Angeles.
Parks remained on NHRA's board of directors and dedicated much of his time to his personal involvement with the cultivation and expansion of The Wally Parks NHRA Motorsports Museum at Fairplex in Pomona, home of the CARQUEST Auto Parts NHRA Winternationals and Automobile Club of Southern California NHRA Finals. Although much of the museum's historical focus is on the evolution of NHRA and drag racing, it also features many other forms of motorsports that relate closely to the formative years of NHRA, including dry lakes, Bonneville, oval track racing, and allied performance industries.
These are elements that appealed most to Wally Parks, a guy who had been there, done that, and enjoyed and appreciated it for decades.Details regarding arrangements and planned events will be released at a later date.
Brad
____________________________________________
NHRA founder Wally Parks, patriarch of drag racing dies at age 94
9/28/2007
Wally Parks, 1913-2007Wally Parks, the driving force behind the formation of NHRA, has died at the age of 94. It was Parks' vision, goals and unconditional commitment to the need for speed and side-by-side racing in a safer, more controlled environment that created what is today the world's largest motorsports governing body.
"Today is a sad day in the world of NHRA and the sport of drag racing," said Tom Compton, president of NHRA. "Words simply can't describe the immeasurable impact Wally has had on the sport he created and the millions of people's lives he touched along the way. The name Wally Parks is synonymous with drag racing, and his vision and direction will guide NHRA for years to come. Everyone in drag racing, and the industries formed to service the sport, will forever be indebted to Wally, his vision, his focus and his desire to create, build and grow NHRA."
“Wally spent his lifetime doing what he loved,” said Dallas Gardner, chairman of the NHRA board of directors. “He marked the path and led the way for this incredible industry and the sport of drag racing. Wally was NHRA, and through his dream came a path to follow with lofty goals and ambition. He put the people in place and trusted in them. He has not abandoned us. He has left us with a road map that he knows will be followed.”
Parks, who founded NHRA in 1951, received countless awards in the motorsports world and played a pivotal role in the establishment of an entire industry devoted to speed and automotive aftermarket parts and accessories that today is a multibillion-dollar business. Yet Parks never implied that he did it all himself. His pride and joy, and where he spent most of his time in recent years while still serving on NHRA's board of directors, was The Wally Parks NHRA Motorsports Museum presented by Automobile Club of Southern California at Fairplex in Pomona, Calif.
WALLY PARKS, 1913-2007
NHRA founder
Chairman of NHRA Motorsports Museum
The primary driving force behind the formation of the National Hot Rod Association, Parks was the visionary whose early goals created what today is the world's largest motorsports governing body.
Parks, who founded NHRA in 1951, never implied that he did it all himself. Reflecting on the tremendous growth and success of NHRA, he noted how fortunate he was that so many dedicated people had shared his outlook that almost anything is possible if you believe in it strongly enough. One of the most dedicated was unquestionably his late wife, Barbara Parks, who was regarded as the most influential behind-the-scenes force in the growth of NHRA. Mrs. Parks succumbed to cancer in late January of 2006 after a long battle with the devastating illness.
But without Parks' vision and perseverance, much of what has happened may not have been achieved.
Born in Oklahoma and living in Kansas until age 8, Parks and his family then moved to California, where his automotive interests surfaced. In his high school years, he became active in building stripped-down Model-T Fords and Chevy fours for use on the street and in early speed trials conducted on dry lakebeds in the Mojave Desert, north of Los Angeles.
In 1937, Parks took part in the formation of the Southern California Timing Association (SCTA) – an organization focused on conducting land speed record events – serving as one of its officials until World War II began. In 1946, following military service in the South Pacific, Parks was elected president of the reorganized SCTA. In 1947, after 10 years of employment as a road test driver and process engineer for General Motors, Parks left GM to assume a new role as the SCTA's general manager. It was his concept that produced America's first Hot Rod Show, presented by the SCTA in 1948 at the Los Angeles Exposition Armory.
In 1948, Parks helped co-publishers Bob Petersen and Bob Lindsay in the introduction of Hot Rod magazine, which became one of the world's largest-circulation auto-enthusiast publications, and later was named its first editor. In 1949, Parks organized the campaign that led to the opening of Utah's Bonneville Salt Flats for hot rod speed trials – a still-thriving annual activity.
In 1951, utilizing Hot Rod as a conduit to nationwide readership, Parks formed the NHRA. In 1963, he resigned his position as editorial director for all of Petersen's automotive magazines – Hot Rod, Motor Trend, Car Craft, Sports Car Graphic and Motor Life – to assume full-time administrative duties as president of NHRA.
An early recipient of Car Craft magazine's prestigious Ollie Award for his many contributions to motorsports, Parks was named Man of the Decade, 1962-1972 by Popular Hot Rodding magazine and was recognized as Man of the Year in 1973 by the Specialty Equipment Market Association (SEMA). The American Auto Racing Writers & Broadcasters Association (AARWBA) honored Parks in 1988 and again in 1994 for his pioneering efforts in motorsports. Parks received his highest honors in 1992 and 1993. He was drag racing's first inductee into the International Motorsports Hall of Fame in 1992 in Talladega, Ala., and in 1993, he was inducted into the Motorsports Hall of Fame in Novi, Mich.
In 1994, the tributes to Parks' legacy continued to pile up. A large bronze statue of Parks was presented at NHRA's Gainesville Raceway, which was eventually moved to its current location in front of the NHRA Motorsports Museum at Fairplex in Pomona, Calif. Later in 1994, Parks and wife Barbara were co-inductees into the Don Garlits International Drag Racing Hall of Fame in Ocala, Fla., for their pioneering efforts, which spearheaded NHRA's success. Parks also was the first recipient of the Don Prudhomme Award, a trophy presented by NHRA to an individual who has made a profound impact on the growth and positive image of the NHRA POWERade Series.
At the 2001 NHRA Awards Ceremony, Parks was presented the prestigious Blaine Johnson Award for his dedication, perseverance and nurturing commitment to the sport throughout the years.
In 2002, Parks again was recognized for his many contributions to the sport of drag racing. He was presented with the inaugural Robert E. Petersen Lifetime Achievement Award at the fourth annual Hot Rod & Performance Trade Show in Indianapolis. The late Petersen, a renowned automotive publisher and creator of multiple automotive magazines, then presented Parks with the all-bronze sculpture which was created to honor the entrepreneurs who have contributed to the history, growth and well-being of the hot rod industry.
In late 2003, Parks received another honor of distinction, as he was named the Dean Batchelor Lifetime Achievement Award winner by the Motor Press Guild in Los Angeles.
Parks remained on NHRA's board of directors and dedicated much of his time to his personal involvement with the cultivation and expansion of The Wally Parks NHRA Motorsports Museum at Fairplex in Pomona, home of the CARQUEST Auto Parts NHRA Winternationals and Automobile Club of Southern California NHRA Finals. Although much of the museum's historical focus is on the evolution of NHRA and drag racing, it also features many other forms of motorsports that relate closely to the formative years of NHRA, including dry lakes, Bonneville, oval track racing, and allied performance industries.
These are elements that appealed most to Wally Parks, a guy who had been there, done that, and enjoyed and appreciated it for decades.Details regarding arrangements and planned events will be released at a later date.
Jim Press never owned a Toyota, wants to form gang with Chrysler dealers
This is good for a chuckle...
Jim Press never owned a Toyota, wants to form gang with Chrysler dealers
Posted Sep 27th 2007 3:58PM by John NeffFiled under: Chrysler
When the former CEO of Toyota North America (a successful venture, wouldn't you say?) talks, people tend to listen. Press recorded an internal interview that's hosted over at Chrysler's media-only Firehouse blog, which reveals some interesting sides to the man that many hope will be integral in Chrysler's turnaround.
Most media outlets are focusing on his revelation that despite decades on the Toyota payroll, he never once owned a Toyota or Lexus. Currently he owns only a Yamaha motorcycle. That's going to be impractical during a Detroit winter, so he plans to be driving a Chrysler product very soon. Press also makes the strange comment that if he were to ever participate in a bar room brawl, he'd pick Chrysler, Jeep and Dodge dealers to have his back.
We're not sure if Press is expecting fisticuffs at the Firehouse this January, but he seems to be preparing a posse early. That's just ancillary information, though. We want to hear about what Press is going to do to fix Chrysler, and surprisingly he indicated that a lot of what needs to be done is not in his power to do.
Press makes the good point that Chrysler dealers are closer to the customer, and near-term changes have to start with them. His priority appears to be empowering them to make those changes. [Source: Chrysler]
Press also reveals that he thinks Chrysler's product portfolio is strong, or in his words, "The bones of our products are really strong." He goes on to say, "They're emotional, they're fun, they're exciting. They have an appeal that other products don't have." We think he's hit the nail on the head, as Chrysler's been most healthy when it's blazing its own path, offering exciting designs that, while polarizing, were at least talked about. Hopefully with Press sharing the helm, Chrysler will return to those days sooner
Jim Press never owned a Toyota, wants to form gang with Chrysler dealers
Posted Sep 27th 2007 3:58PM by John NeffFiled under: Chrysler
When the former CEO of Toyota North America (a successful venture, wouldn't you say?) talks, people tend to listen. Press recorded an internal interview that's hosted over at Chrysler's media-only Firehouse blog, which reveals some interesting sides to the man that many hope will be integral in Chrysler's turnaround.
Most media outlets are focusing on his revelation that despite decades on the Toyota payroll, he never once owned a Toyota or Lexus. Currently he owns only a Yamaha motorcycle. That's going to be impractical during a Detroit winter, so he plans to be driving a Chrysler product very soon. Press also makes the strange comment that if he were to ever participate in a bar room brawl, he'd pick Chrysler, Jeep and Dodge dealers to have his back.
We're not sure if Press is expecting fisticuffs at the Firehouse this January, but he seems to be preparing a posse early. That's just ancillary information, though. We want to hear about what Press is going to do to fix Chrysler, and surprisingly he indicated that a lot of what needs to be done is not in his power to do.
Press makes the good point that Chrysler dealers are closer to the customer, and near-term changes have to start with them. His priority appears to be empowering them to make those changes. [Source: Chrysler]
Press also reveals that he thinks Chrysler's product portfolio is strong, or in his words, "The bones of our products are really strong." He goes on to say, "They're emotional, they're fun, they're exciting. They have an appeal that other products don't have." We think he's hit the nail on the head, as Chrysler's been most healthy when it's blazing its own path, offering exciting designs that, while polarizing, were at least talked about. Hopefully with Press sharing the helm, Chrysler will return to those days sooner
Chris Bangle Strikes Again!
Hi friends, I couldn't let this one slide by... Bangle has redefined ugly in a politically correct world. This car looks like a modern interpetation of an XK 120 Jaguar... and is as ugly as the modern version of the Morgan.
When is BMW going to figure it out? Bangle is killing this once great company.
I would love to hear your feedback.
Brad
When is BMW going to figure it out? Bangle is killing this once great company.
I would love to hear your feedback.
Brad
Hello Again
Hi Friends:
Sorry for my absense from blogging. I've been bussy getting our carbon fiber manufacturing company Tecnocraft off of the ground. We are on the verge of launching our first line of products for the Lamborghini Gallardo. From what we can see, we have almost no compaetition providing affordable prepreg carbon fiber and carbon Kevlar to the exotic consumer market.
Stand by because we will be launching our web site shortly. Thanks for your patience and I hope that you all have a blessed day.
Brad
Sorry for my absense from blogging. I've been bussy getting our carbon fiber manufacturing company Tecnocraft off of the ground. We are on the verge of launching our first line of products for the Lamborghini Gallardo. From what we can see, we have almost no compaetition providing affordable prepreg carbon fiber and carbon Kevlar to the exotic consumer market.
Stand by because we will be launching our web site shortly. Thanks for your patience and I hope that you all have a blessed day.
Brad
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