How about towing a 2E Continuation to your next HPDE?
05-18-2007, 01:57 AM
#1
Le Mans Master
Thread Starter
How about towing a 2E Continuation to your next HPDE?
Video of the Chaparral 2E Continuation from last autumn. Watch what
Ed Welburn does at the GM Tech Center in Warren.
These videos are from Winding Road Magazine. Apologies if they've
been posted before - somehow I don't think there is such a thing as
too much footage of a Chaparral.
The new issue of C&D has a nice article, too. $400K puts one on your
trailer. Personally, I am going to hold out for the 2J.
.
Ed Welburn does at the GM Tech Center in Warren.
These videos are from Winding Road Magazine. Apologies if they've
been posted before - somehow I don't think there is such a thing as
too much footage of a Chaparral.
The new issue of C&D has a nice article, too. $400K puts one on your
trailer. Personally, I am going to hold out for the 2J.
.
05-18-2007, 01:03 PM
#4
Le Mans Master
Thread Starter
The surviving 2E, one of two originally built, DOES sit in a museum a lot.
Chaparral 2, 2D, 2E, 2F 2H, 2J, and 2K, are on permanent display in
the Chaparral Gallery of the Permian Basin Peroleum Museum in Midland TX.
The car above is the first in a series of 'Continuation' cars built by
Musser and Hall Sr's company, Chaparral Cars LLC, a venture the two
started in 2005. The car is built using the original molds, original drawings,
original fabricators and as much as possible, original parts.
Upon rereading the C&D article, a price for the 2E hasn't been announced.
The $400K figure is C&D's estimate, based on a McLaren M8.
The stated purpose behind the Continuation series is to:
Chaparral 2, 2D, 2E, 2F 2H, 2J, and 2K, are on permanent display in
the Chaparral Gallery of the Permian Basin Peroleum Museum in Midland TX.
The car above is the first in a series of 'Continuation' cars built by
Musser and Hall Sr's company, Chaparral Cars LLC, a venture the two
started in 2005. The car is built using the original molds, original drawings,
original fabricators and as much as possible, original parts.
Upon rereading the C&D article, a price for the 2E hasn't been announced.
The $400K figure is C&D's estimate, based on a McLaren M8.
The stated purpose behind the Continuation series is to:
build five or six examples, priced to make enough money to
fund an endowment that will keep the originals running, as it's
expensive to transport and maintain old racing cars.
.
fund an endowment that will keep the originals running, as it's
expensive to transport and maintain old racing cars.
05-19-2007, 01:24 AM
#5
Team Owner
I like the 2F closed cockpit. That is next in my racing diecast collection right after the Mercedes C9 I am reading a book about now.
05-19-2007, 01:54 AM
#6
Le Mans Master
Thread Starter
Of the closed Lemans cars, I vote for the 2D's flowing lines, but I
understand the appeal of the 2F.
The 2J I mentioned holding out for was a styling anomaly for Chaparral,
a butt-ugly, blunt instrument of a race car if ever there was one. But
it was amazing to watch and read about. Driver Vic Elford had this to
say about the 2J - Vic Elford And The Vacuum Cleaner (by Andrew S. Hartwell)
Incidently, in his book about aerodynamics, J. Katz mentions something
I wasn't previously aware of. Jim Hall was not the first competitor to
mount an airfoil to a competition car
A Brief History of Sports Car Racing
By Michael J. Fuller, 1996
understand the appeal of the 2F.
The 2J I mentioned holding out for was a styling anomaly for Chaparral,
a butt-ugly, blunt instrument of a race car if ever there was one. But
it was amazing to watch and read about. Driver Vic Elford had this to
say about the 2J - Vic Elford And The Vacuum Cleaner (by Andrew S. Hartwell)
Incidently, in his book about aerodynamics, J. Katz mentions something
I wasn't previously aware of. Jim Hall was not the first competitor to
mount an airfoil to a competition car
A Brief History of Sports Car Racing
By Michael J. Fuller, 1996
In 1956, Michael May, an engineer, thought that by constructing
an airfoil, flipping it over so that it produced a negative force towards
the ground, and mounting it onto his Porsche Type 550, he could utilize
this negative force, or downforce, to improve the traction, grip, and
handling of his race car . But Michael May's innovation was perhaps
too successful. At the first race that he introduced his device, the
race organizers, under pressure from the Porsche factory team, refused
him the opportunity to race sighting that the wing, “restricted the
view of the drivers behind him”. Subsequent attempts to run the wing
mounted Porsche were denied as well. With that, wing development
and conscious downforce generation fell by the side and for the rest of
the 1950s the concentration was still on low drag and slick looking
bodies.
.
an airfoil, flipping it over so that it produced a negative force towards
the ground, and mounting it onto his Porsche Type 550, he could utilize
this negative force, or downforce, to improve the traction, grip, and
handling of his race car . But Michael May's innovation was perhaps
too successful. At the first race that he introduced his device, the
race organizers, under pressure from the Porsche factory team, refused
him the opportunity to race sighting that the wing, “restricted the
view of the drivers behind him”. Subsequent attempts to run the wing
mounted Porsche were denied as well. With that, wing development
and conscious downforce generation fell by the side and for the rest of
the 1950s the concentration was still on low drag and slick looking
bodies.
05-19-2007, 02:44 AM
#7
Le Mans Master
Thread Starter
A bit of trivia - the 2J and Jackie Stewart who was first to ace the vacuum
cleaner car are credited with the development of more pierce-resistant
face shields.
Stewart only drove the 2J in competition once (at Watkins Glen in 1970).
However, after an incident in France in 1972 when F1 BRM driver Helmut
Marko permanently lost sight in his left eye after an object thrown up by
tires penetrated his face shield,
plastic first introduced by General Electric in the 70's.
Edit to correct spelling of Mr Stewart's name (from Stuart - written at 12:44 AM
when I obviously ought to have been elsewhere.)
.
cleaner car are credited with the development of more pierce-resistant
face shields.
Stewart only drove the 2J in competition once (at Watkins Glen in 1970).
However, after an incident in France in 1972 when F1 BRM driver Helmut
Marko permanently lost sight in his left eye after an object thrown up by
tires penetrated his face shield,
Jackie Stewart recalled the material that Jim Hall had used for the sliding
skirts of the Chaparral 2J Sucker car that he drove at Watkins Glen
Can-Am in 1970 - Lexan. Stewart got in contact with the maker,
General Electric, and had them make a batch of face shields to replace
the plastic ones everyone had been using before Marko's accident.
The material used for the skirts was Lexan, a high-impact "polycarbonate"skirts of the Chaparral 2J Sucker car that he drove at Watkins Glen
Can-Am in 1970 - Lexan. Stewart got in contact with the maker,
General Electric, and had them make a batch of face shields to replace
the plastic ones everyone had been using before Marko's accident.
plastic first introduced by General Electric in the 70's.
Edit to correct spelling of Mr Stewart's name (from Stuart - written at 12:44 AM
when I obviously ought to have been elsewhere.)
.
Last edited by Slalom4me; 03-18-2008 at 06:42 PM.
