Conceptcarz Magazine 2015 ISSUE #1: AUDI'S GR-R-R8

90 90 20 Strong

A look at Amelia Island's 20th anniversary

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4

38 The LM leads RM

Review of RM's Scottsdale auction

Graceful Power

A look at the 1965 Chevy Impala

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Bonhams' auction in Scottsdale

Humility

Celebrating the career of Tony Brooks

118 Off the Page: Jo Bonnier

Recounting the life of Jo Bonnier

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98 RM and Sotheby's Raises a Standard RM & Sotheby find a prosperous beginning

104 Bonhams Breaks Records

Bonhams' inaugural auction sets records

112 Understated Success

Gooding & Company achieve more than numbers suggest

Feeling the Love: The 1971 Daytona 500 The Petty legend blooms

Setting the Stage: The 1965 Daytona 2000km

Remembering the GT40's first historic victory

The Rings of Power Found: 2000 Sebring 12 Hours Celebrating Audi's rise to power

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Gooding & Company's Scottsdale auction

49 GTB Buoys Bonhams 10 Tony Brooks: Greatness in

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46 Good Things in Scottsdale

Audi's Gr­r­R8

Audi's champion race car

I n 201 4, General Motors introduced its tenth generation of the Impala. Once again considered a full-size car, it harkens to a day when the fleetfooted name drew more inspiration from its design than in ability to slalom some winding county road. However, within the world of the muscle car the Impala was the perfect specimen. And, in 1 965, Chevrolet offered just what the muscle car purists wanted.

Dependent upon the person, the definition of the muscle car can vary. However, there is within the category a strong affinity for big full-size cars bearing massive horsepower under the hood of a stylish body.

Chevrolet had this covered in spades.

It would begin with a complete redesign of the Impala look. The new design would be much more streamlined and wholly-less squared-off. It was simple, flowing and quite popular with the customers.

There would be further updates made to the individual members of the car itself. A new frame would be designed and

employed, a wider track would help give the car a more sporty look and feel, and the engine options would turn this grand vehicle into a large monster.

In 1 965, Chevrolet would offer a number of engine options within its full-size model lineup.

There would be the inline sixcylinder engine that served as the base, but then there would be the small and big block V8s.

The 409 would be lost early on

in the year, which would meet with little resistance. Instead, the 409 would be replaced with the 396. Horsepower was a little light for the car, but there was another option that basically placed a de-tuned race engine under the hood giving the car some 425bhp.

The Super Sport, or SS, model would come with either a hardtop coupe or convertible.

Combined with a three-range Turbo Hydra-Matic transmission or Synchro-Mesh 3 and 4 speed manuals, the Impala had the 5

ability to put the power to the road and this would lead to the 1 966 model ending the year second in sales in the convertible market.

While not the fire-breather that its smaller cousin the Chevelle was, the flowing, simple 1 965 Chevy Impala was

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not merely power and grace. In the minds of more than a few it was, and is, the very definition of a muscle car.

I t's hard to conceive that a driver, considered by such legends as Stirling Moss and Jack Brabham, to be one of the best in Formula One history could be so easily forgotten and overlooked. Considered by Moss, “the greatest unknown racing driver there has ever been”, Tony Brooks would be driven to succeed, but more often than not, it would be his humility that would carry him to victory.

It would be a hectic, yet controlled scene. Moss was out of the race, but Brooks had made a deal before the race with his fellow compatriot.

Brooks was running well, but he was hurting. Pain from an accident suffered at Le Mans still coursed through his body, but instead of allowing his pride to get in the way and carry on in such condition he would come into the pits to turn his car over to Moss for the remainder of the race.

At the time, Brooks had been running around 5th place.

He could have carried on to a strong finish all by himself.

However, he would be called in to hand his car over to Moss, and he would comply.

Moss would turn that 5th place into a surprise victory, but

had it not been for Brooks’ humility there may not have been a victory for a British manufacturer and driver that day. History would have lost one of its truly memorable moments.

While Moss’ performance was certainly memorable and remarkable, Brooks must deserve much of the credit.

Brooks’ humility would come from a sober estimation of himself. Born in 1 932 in Dukinfield, a small town settled in Greater Manchester, England, Charles Anthony Stanford Brooks would grow up in an area of Manchester that had come to prominence during the industrial revolution. Therefore, the young lad would learn lessons of hard work and would

learn not to take things for granted.

At just 20, Brooks would take part in his first races. Starting out in club racing with a Healey and a Frazer-Nash, Brooks would be quite successful but would never really take a racing career seriously. He would approach racing as something to enjoy while he had the opportunity.

Tony would prove his dedication while also having fun.

From 1 952 through 1 954, Brooks would demonstrate great talent consistently finishing on the podium. It was nearly a given Brooks would either win or be on the podium by the end of a race. His calm demeanor would also make him a talent to

have in long distance races as well. As a result, Tony would quickly earn a seat with the Aston Martin sportscar team in 1 955. Despite this, Tony would be rather pragmatic. He still questioned whether he would ever have a career in motor racing. Therefore, he would enroll at Manchester University studying dentistry; hence the nickname the “Racing Dentist”.

Brooks’ first race with Aston Martin in 1 955 would not be very successful, but it would be a new beginning for him. In a

matter of months, he wouldn’t just have a racing career; he would be considered one of the British favorites. And it would all happen as a result of an impromptu trip to the Mediterranean.

Having caught the attention of more than a few teams, the demure Brooks would be handed one of his biggest opportunities, though it is unsure whether he realized this or not.

While cramming for his exams he would get a call to drive for Connaught and represent the British in what was the heart of ancient civilization. In Syracuse, behind the wheel of the Connaught, Brooks would demonstrate the precision of a surgeon and would shock the factory Maseratis, the crowd and all of Italy with a fantastic performance to win the Syracuse Grand Prix. Prior to the race all of the Italians, including those with Officine Alfieri Maserati, expected to dominate the small British contingent. However, the quiet and reserved Brooks would get on with his business and would be the one that would dominate.

Brooks had little luck at the wheel of the BRM

Brooks famously piloted a Connaught like this to victory at Syracuse

The result would be Britain’s first international triumph since before the Second World War. As it would turn out, this would be just the first time in which the humble Brooks would carry the flag for Ole England.

Suddenly, Tony would find himself with offers from Formula One teams. Despite earning his breakthrough victory with Connaught, he would not see a bright future with the effort and would, therefore, sign with Owen Racing driving their

troublesome BRM. This would prove to be rewarding and disappointing all at the same time.

Coming to the team he would find himself a teammate of Mike Hawthorn. More than once throughout the course of the 1 956 season these two would show the potential of the new BRM 25. Unfortunately, there was one strength the car lacked—reliability. Hawthorn would find this out while leading the British Grand Prix. Brooks 15

Brooks took pole at Monaco in this Vanwall

would painfully realize this during the very same race.

While Hawthorn enjoyed a spell in the lead, Tony would have the throttle stick open on his BRM 25 causing him to crash and overturn. He would escape relatively unharmed, but would still suffer a broken jaw.

Having to practice his medical skills along with his driving skills all at the same time was all the evidence he needed to determine it was time to move on from driving the BRM. The 18

1 957 season was right around the corner and Tony would make another bug decision that would help to set the stage for British influence in Formula One for decades to come. He would determine to leave Owen Racing and, instead, secured a drive with Vandervell’s team driving the ever-improving Vanwall.

While changing teams in Formula One, Brooks would continue driving with David Brown’s Aston Martin program.

Often paired with Reg Parnell, Tony would continue his strong performances in sportscar races ending up on the podium in many cases and taking a win here and there. The following season would see limited action for Tony given his commitments with the Vanwall. Still, when he did take to the circuit, he was very hard to beat. In fact, the only antagonist that seemed to have any consistent success against Tony in sportscars was not another driver but a circuit—Le Mans. Here, the Brit

struggled. A mere race finish was a highlight.

The 1 957 edition of the 24 Hours of Le Mans wouldn’t be another case of failure. Instead, it would be filled with pain. This time Tony wouldn’t just fail to finish the race; he would also suffer a terrible accident that would leave him in serious pain for more than a couple of months. He wouldn’t have a broken bone but he would suffer some terrible abrasions, very deep ones. In fact, he would still be in the hospital right up to the

Brooks drove this Aston Martin DB3S to victory at the Nurburgring

day before the first day of practice for the famed ’57 British Grand Prix at Aintree.

Still suffering, he would show up and stun many as he would manage to put aside the

pain and qualify on the front row of the grid. He had been in the hospital just days before, but it was the British Grand Prix. And, he also had a car capable of making the most of the

The Ferrari 246F1 would be the right car, just at the wrong time

opportunity. This was not a race he was to miss.

The 1 957 season, and the historic victory at Aintree would be very special, but Brooks’ talent would shine all the

brighter in ’58. Fully healed, the man from Dunkenfield could truly demonstrate his worth.

And, these skills would never demonstrate themselves better than when the team needed

them most and some of the most historic and challenging circuits in the world.

While in each case the hero, Stirling Moss, would falter. Tony would utterly dominate, enabling Vanwall to end the season as the first Constructors’ World Champions. Whether at Spa, the Nurburgring or Monza, in each case the calm and cool performances by Brooks would utterly baffle and amaze. For a man that once never considered racing a career path for himself, he was demonstrating an ability that even Moss was having trouble to emulate.

The ’58 season had been a fruitful one. Finishing 3rd in the Formula One championship and

victorious in sportscar races at the Nurburgring and Spa, Brooks was apparently only getting stronger and the esteem with which he was held by fellow drivers was well-deserved.

Heading into 1 959, Brooks may have only been getting stronger, but now he needed a

Brooks' office in 1 959

competitive drive.

The season would be a rather dark one. Fangio would retire, Ferrari would suffer the deaths of Luigi Musso and Peter Collins at the wheel of their 246, Stuart Lewis-Evans would perish from his burns suffered in Morocco leading to Vandervell withdrawing his Vanwalls from competition and Mike Hawthorn, the then World Champion, would die on the motorway in January.

There was a lot of upheaval happening, especially at Ferrari.

Enzo had talented drivers in Phil Hill, Dan Gurney and Wolfgang von Trips but he liked what he saw in Brooks. So, for 1 959, Tony would go from having no drive to being handed yet another great opportunity. Once again, Brooks’ quiet achievements would open perhaps the greatest of all doors.

The opportunity with Scuderia Ferrari came with a catch. Enzo’s passionate belief in the power of the engine over innovations meant that while Brooks came to a team to drive a car that had carried Hawthorn to a World Championship, the

team was starting the year a bit on the back foot as a result of the revolution that was taking full-effect in Formula One at that time. The engines were heading to the back of the car, headed up by Cooper’s nimble chassis.

Ferrari, however, was stuck in tradition.

The consummate team player, Brooks got on with the job with what he had. He would finish 2nd at Monaco and then would charge to victories in the French and German grand prix.

It would be a back-to-back victory in the German Grand Prix, and at two different circuits.

Stirling Moss would also never win a World Championship, but he would also never win the German Grand Prix more than once. Therefore, to achieve the feat Brooks earned between ’58 and ’59Mhis reputation would be well-deserved. Had his season not started out slowly, then the 3rd place earned at the United States Grand Prix at Sebring could have netted him a World Championship. Instead, he would have to make do with finishing 2nd, his best performance.

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Brooks would drive a Cooper like this after leaving Ferrari

Realizing his best chances at a World Championship lay back on English shores, Brooks would leave Ferrari to drive for Cooper. Over the course of the 1 960 season he would come away with three top five finishes but would fail to set foot on the podium. In fact, he would not set foot on the podium again until his final year and in his final race in Formula One. This would be astounding given Brooks’ career only seemed to be starting heading into the ’59 season.

Brooks’ final time on the podium would come in 1 961 while driving, once again, for the Owen Racing Organization in one of their BRM P57s. At the United States Grand Prix at Watkins Glen, Tony would manage to hang on to finish 3rd.

It would be a rather quiet finish for Brooks and for a team that would be just entering its most successful time in Formula One. All throughout his racing career, Brooks seemed to be in the right moments at the right time. He would often be the last man standing and would prove himself a champion handling the

pressure and storming through to victory. Unfortunately, Brooks would also seem to suffer from bad timing. Following the departure of the Vanwalls from Formula One, Brooks would seem to chase the curve and never really catch up. This would be the case at Le Mans as well as he would often be one of the favorites, but would never come through to victory.

In spite of all this, the caliber of Tony Brooks as a driver was never questioned by any of his peers. It would be his stout defense, his indomitable drives in the face of difficult odds, and his humble nature while so doing, that would endear himself to peer and fan alike. He would prove, beyond a shadow of a doubt that greatness comes in humility.

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Valentine’s Day 1 971 , men would be busy planning some romantic gestures to demonstrate their love and affection for their significant other. In the case of Richard Petty his love and affection would be directed toward a light blue Plymouth and a very special place on the east coast of Florida. By the end of the day, his romantic gesture would be acknowledged and returned in a very special manner.

Daytona and the Pettys, particularly Richard, would enjoy, at least at the beginning, a very special relationship. By the start of the 1 2th edition of the 500 mile race he had already enjoyed two race

victories. It took some effort but Richard had wooed Daytona’s heart. Following an early retirement in the very first Daytona 500 he would enter, Petty would enjoy those two race victories and a string of strong results, finishing each race thereafter.

Prior to the 1 970 edition it seemed beyond mere suggestion the special relationship would continue.

Backed by Dodge, Petty Enterprises would enter two blue-colored Plymouths. And these Plymouths were special.

Heading into the season, Plymouth would introduce its Super Bird. Sporting tremendous power and that now

iconic high rear wing, the Super Bird had some of the most masculine of men swooning.

Aided by the wing, the Super Bird flew around the high banking of the 2.5 mile oval.

Unfortunately for Richard, Daytona’s attention would turn to another member of the family.

The two lovers would be suffering a bit of a spat. Richard would be the first retiree from the race. The heart of the Super Bird had burst over the loss.

However, it was clear the track still had feelings for Petty as it would be his other driver, Peter Hamilton, that would charge to victory. Proving his devotions to the family name to be greater, it would be some tire advice from Richard late in the race that would prove to make all the difference.

Though a Petty Enterprises car would win the race the relationship between Richard and Daytona needed patching. A part of the healing process required some change, and it would come in spades in ’71 .

One of the biggest changes would come to the Super Bird itself. In the interest of the sport

the wings would be clipped.

There were two options: either keep the tail feathers and run a smaller engine; or, ditch the tail and run a larger engine. The addition of a restrictor plate at the super speedways encouraged many, including Richard, to ditch the looks and focus on the power.

One of the other changes would be less intrusive to the racing and much more symbolic.

NASCAR had been known as the Grand National but, in 1 971 , this would change. The backing of Reynolds tobacco meant the championship changed to 31

become the Winston Cup. All of these changes would be mere background to the real story, which was the race itself.

And everyone knew the romantic tension that still existed between Petty, Daytona and his blue Plymouth. Though Peter Hamilton made the 500 mile race his first victory in NASCAR, there was no doubt in Richard’s mind, or anyone else’s for that matter, that it was going to be him that made it two in a row for the team. And, just like that, the relationship would be restored.

The twin qualifier races would begin with a familiar sight.

At the end of the 1 970 season Peter Hamilton had left Petty Enterprises. Not much would change however as he would come through to win the first 50 lap qualifier despite the fact A.J. Foyt led no less than 33 laps of the event.

The second qualifier would see the man who finished second the previous year, David Pearson, come through to take the victory over Buddy Baker, Richard Petty’s new teammate

for 1 971 .

Despite losing out in the qualifier, Foyt would come through to start the race from pole. Starting alongside him would be Bobby Isaac in a ’71 Dodge. Richard Petty would be rather quiet throughout the days leading up to the 500 mile race.

He would start the race from the third row in the 5th position. He would have Buddy Baker right alongside in 6th.

The introduction of restrictor plates would keep the cars close from the very beginning. In spite of the pressure, Foyt would hold onto the lead showing impressive skills turning back attack after attack. The versatile driver that was so beloved by

another two and a half mile oval was receiving some love in Florida on that 1 4th of February of 1 971 , Valentine’s Day. As with the previous year, attrition would play a big part of this edition of the race. Cale Yarborough, Pete Hamilton, LeeRoy Yarbrough and Dave Marcis would all run afoul of engine trouble. But there would be nothing but love for the Petty Enterprises two efforts.

While Foyt would be strong in the beginning and throughout, Richard would soon make his move toward the front and would enjoy long spells in the lead of the race. Buddy Baker would also find his way to the front giving the team a two-car

attack heading into the final 40 laps of the race.

Foyt remained a dominant presence throughout and was there at the head of the field heading into the final 1 00 miles of the race. It seemed as though it was going to be Foyt that was going to be the darling of Daytona. However, as he and Petty rounded the banking and began to head toward the backstraight Foyt suddenly slowed. Richard swept by into the lead.

Rolling into the pits with the engine off, it was clear Foyt had run out of gas. Nonetheless, the

crew would set to work and would get him back into the race. There was still time for him to slip into the winner’s circle.

The chances were thin, but they were still there.

Foyt would try his best, but as the laps wound down the crowd of some 80,000 would be treated to a duel between Petty entries as Baker and Petty fought back and forth for the lead of the race. The fight would take its toll, but only upon one car. Only a few laps from the checkered flag, Baker would slip back further and further from Richard. The handling had gone.

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He had danced his last and it seemed clear it was going to be Richard waltzing to his third Daytona 500 victory.

It would be a remarkable run for the blue car number 43.

Storming quietly to victory, Petty would score an unprecedented third victory in the Daytona 500.

No other driver had two victories and now Richard had three. He certainly had an affinity for the track and it was certain the track had shown him some love throughout his career. But the love would extend even deeper.

Despite trailing-off in the latter stages, Buddy Baker would

make it a Petty Enterprises onetwo finish. Two years in a row a Petty car had won at Daytona, but ’71 would be something special.

It was Petty’s 1 20th victory in NASCAR and third at Daytona.

He was a man without equal within the series. He was living

proof that powder blue could be a manly color, and a sight nearly as lovely and dear to the racing fan as a box of chocolates and some flowers to that sweetheart on Valentine’s.

The 1 964 Ferrari 250LM would lead RM Auctions to its best-ever result in Arizona.

Anchored by 1 7 cars exceeding the million-dollar mark, RM would bolster its figures by nearly 40 percent over the previous year alone. It would be all the proof needed to explain why RM Auctions remains one of the world’s premier auction houses.

The highlight of the weekend, without a doubt, would be the Ferrari 250LM which, when the bidding came to an end, would

set the mark for the most expensive car sold in an auction in Arizona. This would be just one of a number of records that would fall over the course of the weekend of the 1 5th and 1 6th of January.

Six of the seventeen cars would earn more than $2,000,000 and a number of others would far exceed the preauction estimates. Lots, such as the 1 984 Audi Sport Quattro, demonstrated a growing strength of ‘80s classics while the Ferraris continued their

strong performance at auctions.

Earning more than $63.7 million in sales and achieving a 90 percent sales rate, RM Auctions appears to only be

getting stronger and stronger drawing bidders from more than twenty nations over the course of its 1 6th Arizona auction.

G ooding & Company would start the 201 5 year off with a strong Scottsdale event. An array of more than 1 25 lots would cross the auctioning block and the result would be more than a few records. It would be a strong sale indeed.

The yield would speak volumes. After two days of sales, Gooding & Company would end with 90 percent of its lots having been sold. Chief among these would be the 1 959 Ferrari 250GT LWB California Spider earning $7,700,000. In all, eleven cars would top the million dollar mark helping the auction house conclude its event having surpassed $51 .5 million in sales.

Once again, Ferraris would perform well. In addition to the California Spider, the 1 962 Ferrari 400 Superamerica Series I Coupe Aerodinamico, the 1 968 330GTS, 1 963 250GT Lusso and the 1 965 275GTS would all top out at over a million providing nearly half of the eleven that would reach the seven-figure mark.

Besides Ferraris, German automobiles would also present

themselves proudly. In fact, the 1 966 Porsche 906 Carrera 6 would be one of some 25 world records set by Gooding & Company over the course of its sale. And, if these records weren’t enough, a visit from Jay Leno would certainly put an exclamation on the whole event.

Leno’s appearance would be part of a charity lot offered for the USO. Leno would be joined

by USO CEO J.D. Crouch II and the 36th Chief of Staff of the U.S. Army General George

Casey auctioning Leno’s own 2008 Dodge Challenger SRT8.

Bidding would be inspiring as the hammer would finally fall at $360,000. Combined with contributions from the crowd and other bidders, the total amount raised for the USO would top $565,000! It would be one last exclamation point on what had already been a good weekend in Scottsdale.

B onhams’ 201 5 Scottsdale, Arizona auction would be a rather modest affair. However, the limited lineup wouldn’t be without its stars. Of course, the brightest of them all, the car that would truly bolster Bonhams’ offerings would be the historic 1 966 Ferrari 275 GTB

Competizione.

Some 84 automobiles would be on offer over the course of the event. Nonetheless, the Le Mans class-winning 275 GTB would be the deserving highlight. Stirring bidding would result in a final sale price of $9,405,000, setting a new

record for the 275 GTB Competizione.

In spite of the relatively modest offering Bonhams would still enjoy great enthusiasm from its audience. The pavilion would be filled to overflowing and even monitors would be needed outside so people could witness

the event. Undoubtedly, the success Bonhams enjoyed in California in 201 4 had impacted the crowds in Scottsdale.

And, really, the crowd wouldn’t be let down. In just its fourth year in Scottsdale, the international auction house would enjoy a nearly 90 percent

sales rate and would sell $25 million worth of automobiles over the course of its January 1 5th auction.

In addition to the Ferrari, some German automobiles would create a stir with the bidders. The 1 955 MercedesBenz 300SL ‘Gullwing’, once owned by former Northern Ireland Prime Minister Lord O’Neill, would garner $1 ,375,000 while a 1 958 300SL Roadster would draw $1 ,237,500.

A single-family owned 1 964 Shelby Cobra 289 would also earn some high praise selling for $1 ,01 7,500. An American-built

Kissel 6-55 Gold Bug Speedster, which was the car to have during the 1 920s, would draw admirers selling for $286,000.

Bonhams, one of the world’s largest auctioneers of fine art and antiques, has made a vested interest in expanding its global market and has identified Arizona as important to that cause. Blue-chip automobiles and new events, like the inaugural auction in Amelia Island in March, will certainly buoy Bonhams’ efforts in the United States.

I n the first couple of

decades following the end of the Second World War sportscar racing had been very much a European affair and one manufacturer had pretty much dominated the scene—Ferrari. Growing interest in sportscars, and a little impugning would go a long way to setting the stage for a historic moment in endurance racing history.

Enzo Ferrari, for better or worse, would, in the very last moment, renege on what had appeared to be a done deal with Ford. Ford recognized the growing interest in the sportscar market and had decided to try and purchase the best. It would all come crumbling down in those final moments and it would leave Ford scorned and more than a little upset. If they couldn’t buy the ideal sportscar; they would

build it.

It would be called the GT40 and, at just 40 inches tall, it more than looked the part.

Capable of reaching speeds of 200mph, the car was more than capable to taking the fight to Ferrari. Unfortunately, it was a brand new car and had more than it fair share of teething problems.

Eric Broadley’s Lola had been chosen to design the car.

Lola had used Ford engines in the past and was well known for creating intuitive designs.

The GT40 would be no exception. Based loosely upon the Lola Mk6, the new car was certainly aggressive in its looks and the performance to match.

The fiberglass body and 4.2liter engine meant the car had a great power-to-weight ratio.

Unfortunately, the car also had one huge Achilles Heal—its gearbox.

Overall, the GT40 suffered a number of teething problems, but it Colotti gearbox was its biggest downfall. Under Carroll Shelby, the program would look to the ZF gearbox as a replacement. Unfortunately, the time it took to build a ZF gearbox meant the 1 965 season would begin before they would be made available. Therefore, Shelby and his outfit would be forced to face the upcoming Daytona 2000km event without its desired equipment.

The Daytona International Speedway would open in 1 959 and would quickly come to host a 1 000km event in which a Porsche 71 8RSK, driven by Roberto Mieres and Anton von Dory would be the first victors.

It would not be until 1 962 that another international sportscar race would be held at Daytona.

This time it would be Dan Gurney winning in a CoventryClimax-powered Lotus 1 9B. Over the next two years, the race at Daytona would be dominated by NART-entered Ferraris. Yes, Phil Hill would win in 1 964, but the event still lacked an American 56

manufacturer as champion. In 1 964, the Ford GT40s looked strong, but the program was still new and there was very little confidence of victory without the ZF gearbox.

Qualifying would witness the Ferrari 330 P2 of John Surtees and Pedro Rodriguez go quickest. This was a rather ominous sign for the Shelby American team as Rodriguez had won at Daytona in each of the last two years. Still, the GT40s looked strong capturing 2nd and 3rd on the grid. Besides the GT40s, Shelby also had a

gaggle of Shelby Cobra Daytona Coupes. Cars 11 , 1 2, 1 3 and 1 4 would line up 5th, 6th, 7th and 8th on the grid, respectively. It seemed the Ferraris entered in the field didn’t stand a chance.

Against a backdrop of brilliant sunshine, the field would form up behind the pace car on the reconnaissance lap. The car would then break-off and the field trundled toward the line and the flag. The starter would wave the flag to start the race and Bondurant that would make the most of his 289cu.in. V8 and would rocket into the lead. The

first lap would be a lap around the tri-oval, and then, the field would head into the infield section after the conclusion of the first lap. The GT40 would appear to be shot out of a canon as it rocketed around the banking toward the long backstretch.

Forty-three cars streamed down the track to start the long distance affair and it seemed Shelby’s tactics were simple—have one car push as hard as possible in an attempt to break the Ferraris. Then Shelby’s team would be there to pick up the pieces.

Unfortunately, even the best laid plans are suspect to error and Bondurant would make a mistake at the very start forgetting to turn into the road course at the completion of the first lap around the oval. This handed the lead of the race to Surtees in the Ferrari. Shelby’s team was now chasing. Halfway through the second lap of the race it would be Gurney in the lead in his Ford-powered Lotus 1 9. The GT40s would be a fair distance back.

While Gurney led the way 57

The number 72 would finish 3rd next to its sister-car number 73

This Cobra Daytona would finish 2nd overall

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over Surtees, Walter Hansgen would lose control of the blue and white NART Ferrari 330P. This opened the door to the GT40s. Only one Ferrari was ahead of them on the road. In a heart-pounding moment, Ken Miles would lose control of the number 73 GT40. Spinning along, it seemed Ford’s effort was in trouble. However, he

Rodriguez would take over for Surtees and would push hard to regain the lost ground on Gurney. Dan would waste no time in the pits and would take to the circuit on full bore. It would matter little though as Rodriguez would coast to a stop on the backstretch. The rear tires would blow on the Ferrari and shred the back-end of the

would regain control and would get back on his way.

Surtees would come into the pits followed by Gurney. Out on the circuit the GT40s looked strong followed by a fleet of Cobra Coupes. Up until now, Gurney had been breaking all track records. Unfortunately, the pace, and the track, had taken a toll on the Lotus. Meanwhile,

car terribly. The race would now be between Gurney’s Lotus and the GT40s.

The task ahead of the GT40s was certainly daunting. The pace of the Lotus had been such that some five laps would be the early deficit. Shelby would need things to go his way if he was going to give Ford an important victory, the first for the

GT40.

Throughout the day, amidst the brilliant sunshine and warm temperatures, cars and drivers would begin to fail. There would be only around 20 cars remaining in the race when Jerry Grant pulled the Lotus 1 9 into the pits. It would be an unscheduled stop, an obvious sign that not all was well. The incredible pace had finally come to exact it price. Engine trouble would spell the end of the race for Gurney’s team and would promote the Ford GT40s to the head of the field.

Lloyd Ruby and Ken Miles, despite the early spin, would find themselves at the head of the field while the number 72 car would be miles behind, but still within reach of the podium.

As the light faded and the headlights began to peer into the distance each of Shelby’s cars would make their way to pit road for what would be the final time. The team was in firm control of the race and every precaution would be taken to ensure they would make it to the finish.

In the end, it would be a

monumental victory. Shelby’s team would be indomitable as the number 73 GT40 would take the victory. It would be followed, five laps adrift, by the number 1 3 Shelby Cobra Daytona Coupe of Jo Schlesser, Harold Keck and Bob Johnson. Then, crossing the line nine laps behind the winner would be the second GT40.

It would be a remarkable day in the Florida sunshine. It was a big question before the race whether the GT40 would even be able to make the distance with its weak gearbox.

However, when it was all said and done, it would be the GT40s that proved unbreakable. In fact, Ford would dominate taking the first five places. What’s more, it would be the first, and last, sign required to prove Ford was ready to displace Ferrari at Le Mans. The stage was set.

Approaching Porsche’s incredibly tally of victories at Le Mans, Audi has managed to create a legend of its own producing an overwhelming number of victories in so few attempts. Such a feat would seem folklore, almost impossible. But the impossible sometimes becomes reality and it would all begin in the sunshine of Florida in March of 2000.

When it came into being during the early 1 950s, Sebring would seem far removed from the legendary days of the Silver Arrows of Mercedes-Benz and Auto Union. The days of Rudolf Caracciola, the Mercedes-Benz W1 25 and Alfred Neubauer were long since passed. Then, in those early years of the 1 2 hour event it was Ferrari, 66

Maserati, Jaguar and Aston Martin that dominated the scene. Then came Ford and Porsche and even Nissan. The legend of the Silver Arrows seemed lost forever. But there were rumblings across the distant ocean. A coalition had been formed in search of legends past. Their quest would bring them to Florida.

Ahead of this group lay a dangerous animal almost unlike anything they had ever faced before. Whereas Le Mans, the ultimate destination and goal, was comprised of public roads that were fast and relatively smooth, Sebring would be marked out from an old World War II bomber training base in the middle of Florida. A place where Boeing B-1 7 crews

trained, Sebring was originally known as Hendricks Army Airfield and was vast, flat and featureless. In fact, as the racing drivers would quickly come to realize, its greatest, most apparent, feature would be its bumpiness. Though half the time as the race at Le Mans, cars and drivers routinely took a

greater beating and punishment.

It had been a place for training for war, and car and driver would experience just that over the course of 1 2 hours.

Le Mans was the goal, but Sebring would be the testing ground, the ideal place to find out if this coalition could cope with the challenge ahead. They

had all the right people and weapons. There was Joest, Audi, Juttner, Dr. Ullrich, Baretsky and a driver lineup that was talented, experienced and fast.

Then there was the car. In 1 999, Audi introduced the R8R and R8C both were intriguing designs, but they lacked the pace. One year later, Audi would unveil an all-new car bearing practically the same name—the R8.

Though the field would be fraught with enemies the Audis stormed through practice and qualifying and would end up starting the 1 2 hour journey from the front row of the grid. On pole would be the number 78 R8 driven by Frank Biela, Emanuele Pirro and Tom Kristensen. The 77 car would be in just as capable hands driven by Rinaldo Capello, Michele

Alboreto and Allan McNish.

The grid would be overwhelmed with national colors and people of all nationalities clamoring, trying to get a glimpse of all the cars, especially the brand new Audi.

Forty-two cars would roll off preparing for the start of the trip around the clock.

Rounding the very bumpy final corner and driving toward the line, the green flag would wave to send the field on its way. Flashing down the wide old runway heading into turn one, Capello would immediately tuck in behind Biela at the start. It would be Audi, one-two out front leading the way. At the end of the first lap it would be Audi still showing the way. Biela led the field followed by Capello. The R8s were already beginning to pull out a few lengths and the car looked the most at home

over the terrible bumps. By the time the first five minutes had passed both of the R8s had more than a few seconds in hand over the remainder of the field.

As the Audi’s pulled away at the front the Vipers led the way in GTS. However, the Corvettes would be mixed right in among them allowing the American sportscars to pick up the battle where it had left off at the 24 Hours of Daytona. Given Audi’s ever-growing advantage up at the front of the field the racing among the GTS cars would be the most interesting fight during the first couple of hours.

In spite of the threat of rain, it would be the Audis thundering on at the front. But though the two silver Audis showed the way, not all would be smooth sailing. They would face confrontations here and there.

Often, the drama would come at the hands of other drivers losing control of their cars, usually right in front of the R8s, but then there would be toll exacted by the track itself. This, however, would allow Audi’s serviceability to come to the fore. This would

be especially true when Michele Alboreto pitted the number 77 car with a destroyed right-front.

This resulted from a tire shredding into pieces when Michele locked up the brakes heavily. Nonetheless, the crew would simply replace the nose and the car would be on its way in a little more than a minute.

Hour by hour, cars fell to the wayside, and or, were seen spinning here and there. Yet, there at the front remained the brand new, and untested, R8.

There would be moments in which the Panoz and the BMW would have the lead, but Audi had things well in hand throughout the early portions of the race.

At the halfway mark the BMWs kept Audi honest, spending a good deal of time in the lead, and there was a great deal of discussion about the V1 2 LMR being a proven design compared to the R8. However, as the light began to fade, the R8s carried on their merry way showing very little signs of weakness.

Other teams were showing signs of weakness. Despite 69

running as high as 5th place overall, the Cadillac LMP cars would periodically run into trouble that would cause it to slip down the order. Further back, the Corvette challenge would continue to run into difficulties and this allowed the Vipers to pull clear, though the number 92 Dodge suffered from a cut tire.

The dark clouds loomed and darkness began to fall. Audi’s competitors also began to fall.

One of the Cadillac LMP cars fell out in a big event very early on. Only a few hours left in the race and another of the prototypes ran into trouble and required the bodywork to be removed and extensive work done. The expected fight from Panoz would fizzle early and

would remain unfulfilled after the number 1 car was parked. The former Ferrari 333SP was never on the pace of the R8s, however, it did remain in the running a bit further down. The BMW prototypes remained there behind the Audis, but they too were seemingly slipping into the distance.

A little more than three hours from the end, the number 78 car, the leader, would have its nose bodywork replaced and the brakes bled. This enabled the number 77 car to reduce its gap and take over the lead of the race. After a time penalty, the 78 car would rejoin the race nearly a lap down to its sister car.

Furthermore, the work in the pits enabled the number 42 BMW to get back on the lead lap. Audi

controlled the race, but the BMW team just wouldn’t go away. They could get to the lead, but the R8s could easily erase any deficit.

Brakes glowing and bodywork grimy and broken, the remaining cars headed into the final couple of hours. At a time when the sun has faded and things become blurry, BMW would make a blunder by not being ready for a pitstop. It had been a strategic move by J.J. Lehto but it would backfire and would then be followed by another stop to change the brakes. Nearly all race the BMW squad had managed to give the

Audi team fits, and, with this misstep, everything would begin to change.

A late full-course caution would really change the dynamic of things. Not only would BMW have its misstep, but a late warning of when the field would go back to green would cost the leading number 77 Audi has it never made its trip to the pits for its stop having expected clear notification of when the yellow would turn to green. As it would turn out, the rather smooth run would quickly turn disorderly.

Illuminated by just a single headlight, Allan McNish would

find it difficult smoothly travel the road ahead. Locking brakes and a twitchy rear end would clearly state the pressure the number 77 was experiencing.

The front brakes would be glowing brighter and brighter on the 77. The yellow flag mistake had also cost the team the opportunity to change tires after three stints. They could’t last the rest of the way. Making matters worse, Michele Alboreto had not completed enough hours behind the wheel of the car to qualify for 76

points. Heading into the final hour of the race, it was clear the 77 car was questionable in being able to carry the burden of victory. The question was whether the number 78 car was capable as well.

Alboreto would forego the points in favor of an attempt at victory. McNish would bring the 77 car down the pitlane for the final stop. Dindo Capello would hop in behind the wheel as the crew set to work trying to salvage victory. Capello would

head out onto circuit, but the 78 car had already swept by into the lead.

The assignment handed to Capello in the final hour would be nearly impossible. A single headlight, a soft brake pedal and very little dry weather night running were just some of the hurdles facing the Italian, not to mention the traffic. After hours with McNish hurtling around seemingly en-route to victory, it was becoming abundantly clear Audi’s 78 car was in the best possible position.

Rain would be falling on portions of the circuit in the final hour adding to the drama. It appeared everything was thrown at Audi in an effort to prevent the squad from reaching the mountaintop. However, in spite of 1 2 hours of drama, there was

absolutely nothing that was going to prevent the team from throwing off its burden and taking victory.

When the burden of leading became too much for the 78 car to bear the trusted 77 sister-car stepped up and carried the hopes of Audi throughout many tough moments of the race.

However, in the end, the 77 needed to decrease and the other car increase. The car of Biela, Pirro and Kristensen would charge its way up the hill to a momentous victory.

Emanuele Pirro would take the honors crossing the line more than 30 seconds ahead of the sister car. Capello had put forth a valiant effort and the result would be a brilliant one-two for Audi, an incredible debut performance for the R8. The 77

number 42 BMW would finish a lap behind in 3rd place while GTS honors would go to Viper Team Oreca who would finish one-two-three in class and 7th, 8th and 9th overall.

But it wouldn’t be one ring that would win the day. A onetwo finish provided a second ring. Then there was Audi itself.

It had achieved, in just its second year, a remarkable result in one of the toughest races in the world. Then there was the fourth ring belonging to Joest himself. So often the factory-killer in sportscar racing, he would demonstrate his incredible brilliance when

enabled to lead such a powerful coalition force.

As of 201 4, Audi is within striking distance of Porsche’s incredible record of victories at Le Mans. It would be difficult fourteen years earlier to comprehend what the team would go on to achieve.

However, it all had to begin with a single step. And, at the 2000 1 2 Hours of Sebring the four rings of power would not only be found, but firmly established upon the heights of sportscar history.

E ven by the 1 960s, a car design a couple of years on would be considered a little long in the tooth. The rate of advancement in nearly every genre of motor racing made it almost a necessity to redesign and introduce a new car, if not every year, every couple of years. This rate of advancement would only increase with time so that by the 1 990s, car designs could often change a couple of times a season. Sure, there were the anomalies, but the rule generally held true. But that was

until Audi along and introduced its gr-r-r-eat R8.

In 2005, Audi unveiled its ambitious R1 0 TDI. While the car signaled the beginning of a new era in motorsports it also spelled the end of one of the most remarkable and inspiring performances in modern motorsports memory.

Timing is everything. And, approaching the end of the 1 990s, sportscar racing was awash with top-flite factory teams. BMW, Mercedes-Benz, Porsche, Toyota, Nissan and

others would all be vying for Le Mans glory. However, new regulations and the emergence of the American Le Mans Series provided Audi an ideal opportunity.

Audi would set to work creating an open cockpit and a coupe prototype. At the time, GT1 coupes were the strongest forces on track. In addition, BMW had developed its own open cockpit prototype and it was proving to be very fast.

Toyota’s GT-One straddled the fence between GT1 and

prototype.

Audi’s first foray would be the R8R and the R8C. Two R8Rs would make their debut at the 1 2 Hours of Sebring in 1 999 and would be well off the pace of the ever-improving BMW V1 2 LMR. The R8C would finally show itself at Le Mans that same year and would be nearly 1 0 seconds slower. Still, Audi’s reputation for reliability would already be established that first year as, in the case of Sebring and Le Mans, at least one of their cars ended up on the

podium.

Third and fourth place were not the goal of Audi Sport Team Joest. So, the team would regroup to focus on the upcoming LMP900 category for 2000. Dropping the “C” and “R” designation, Audi would unveil its R8 at Sebring.

In many respects the R8 was a completely different car from that of its predecessors.

With the help of Dallara, Audi would develop a brand new spyder chassis that sported a more pronounced nose and channels for airflow to feed air to the sidepods. Additionally, slots and turning vanes would be incorporated into the side of the car to help channel the air around the car, thereby reducing the unsettling around the radiator inlets. A tighter design around the cockpit meant a single roll-hoop instead of the 84

larger one that stretched across the whole of the cockpit over that was used on the R8R. Ulrich Baretsky would create a 3.6-liter twin-turbo V8 tuned to produce around 670hp. A Ricardo 6-speed semi-automatic gearbox and a limited-slip differential would all work in tandem to help apply the power to the wheels. The carbon-fiber monocoque chassis made the R8 very light and the powerful carbon-fiber disc brakes supplied plenty of stopping power. All told, the R8 would be a leap forward from its

predecessors. And, it would prove its point in its very first race, the 1 2 Hours of Sebring.

It could be said the R8’s dominance resulted from the lack of competition. And, it is true, nearly all of the major manufacturers that had been present in 1 999 were beginning to disappear by 2000. However, it could also be argued, given what would result, the manufacturers recognized the writing was on the wall; they stood no chance. They would have no chance because Audi took no chances.

Every detail was carefully considered. Hallmarks of Audi have always been reliability, performance and serviceability.

Serviceability was never more prevalent than with the R8. The ability to repair a car and return it to the circuit is critical and means the difference between victory or defeat, especially at places like Le Mans. In the case of the best teams, work that would normally take hours would be done in half that time.

Audi would take this to a whole new level. Whereas a gearbox change would normally cost an hour or more, Audi would create a whole assembly that would be removed and installed in a matter of minutes. It would be remarkable and would further set the R8 apart from its competition. In fact, it would be so good it would force regulations banning just such a 85

creation.

The legend would begin with a dominant one-two finish at Sebring. The BMW Motorsport V1 2 LMRs would finish in 3rd and 4th, but neither would finish the race on the same lap as the two Audis. Sure, BMW would land a blow or two taking victory in the next round of the American Le Mans Series, and then a couple of others that would follow, but the real target was Le Mans. And, at the 24 hour race, 88

the R8 would make its most poignant and emphatic statement yet.

Not only would an Audi R8 start the race from the pole and go on to set the fastest lap of the race, but all three cars would make it to the finish and literally miles ahead of their nearest competitor. Audi’s one-two-three sweep at Le Mans was an emphatic “we’re here” and it would prove true for years to come.

Capable of reaching 21 0 mph in Le Mans trim, the R8 literally ran away from its competition. That first victory at Le Mans in 2000 would be followed by wins in 2001 and 2002. The streak, which would include wins in 2004 and 2005, would only be interrupted by a Bentley overall victory in 2003.

But, while this would be disappointing it would be bittersweet as the Bentley Speed 8 would not only utilize a 4.0-liter Audi V8 engine, just a slightly larger version of the same which powered the R8, but the team also gained assistance from Joest Racing, as well as Audi Sport UK. So, in many respects, Audi’s run of success at Le Mans would continue unabated between 2000 and right on up through 2008.

The list of achievements earned by the R8 would be the envy of any other chassis: five wins at Le Mans, consecutive American Le Mans Series Championships between 2000 and 2006 and a

European Le Mans Series Championship in 2001 .

The truly remarkable and revolutionary race cars of history have been able to maintain a level of competitiveness well beyond their expected lifetime.

However, history has shown there have only ever been a handful that have ever carried on such a run. Audi’s R8, however, belongs in a select class. Even at the time of its replacement by another great, the R1 0, the R8 still performed strongly enough to enable Audi to capture yet another American Le Mans Series title in 2006. It had come onto the scene at the right time and as a winner. It continued to be so to the very end, and even some years later.

This is why Audi’s legendary spyder is so gr-r-R8.

I n the beginning, organizers would lure one of the preeminent names in the world to start off on the right foot and establish itself among the most prominent concours events in the world. Twenty years on, and Sir Stirling Moss would be back and Amelia Island’s reputation only continues to intensify.

Hosting a record-breaking crowd of more than 32,000 people and displaying more than 300 automobiles, the Amelia Island Concours, over the past 20 years, has become a mustattend event.

Amelia Island would make a name for itself with innovation and its 20th anniversary event would be no different offering a wide range of automobiles and special displays marking automotive and motor racing history.

At the end of the weekend, two cars would achieve Best in Show. The Concours d’Elegance award would be given to a

beautiful 1 930 Cord L29 Brooks Stevens Speedster owned by Ed and Judy Schoenthaler. A 1 932 Alfa Romeo 8C 2300, owned by David Sydorick, would end up crowned the winner of the Concours de Sport. These two would rise above what would end up being a record number of entries, only demonstrating further Amelia Island’s growing popularity.

In addition to the concours awards there would be a number of intriguing displays and featured highlights. This 94

would include such displays as “Cars of the Cowboys” displaying western themed vehicles from TV and film. There would be another called “Hot Rods: East Meets West” and another called “World Rally Car”.

The featured marque throughout the weekend would be Stutz.

And, of course, the lawns and fairways would be awash in rare and magnificent automobiles from just about every era.

While the many exhibits, displays and awards would delight the crowd, it would be 95

this year’s honoree and the cars that highlighted his career that helped to draw the record crowd. Sir Stirling Moss had been there in the beginning to get Amelia Island off on a firm footing. Twenty years later, he was back, being honored and setting the stage for an even better next two decades.

It would be impressive and memorable to say the least.

Over 25 of some of Moss’ most famous cars would take to the fairways. It would present, graphically, a lifetime of Moss’ motor racing. It would highlight the greatest, most remarkable, moments of the man’s career, but it would also firmly demonstrate the Brit’s talents behind just about any form of motor car.

Topped off with some of the supercars of today and tomorrow and an RM/Sotheby’s auction that broke records earning over $60 million in sales, the 201 5 Amelia Island Concours event would be nothing but proof the past twenty years had been an absolute and resounding success. It too would also raise the bar for the next twenty.

I n February of this year RM and Sotheby’s would form a partnership. This would be a strategic partnership intended to offer the world the utmost in collectible automobiles. And, in their first foray together, the pairing would raise an impressive standard.

Setting a new Amelia Island record in sales, the weekend would be filled with nothing but highlights. Considering total sales reached an impressive $60,328,550, the partnership of RM and Sotheby would have to be regarded as a huge success. However, the eight-figure mark would be just the beginning of a record-breaking event.

The star of the event would end up being a 1 960 Ferrari 400 Superamerica SWB Cabriolet that reached a final sale mark of $6,380,000, a new record for the model. But while the sales mark and the record would be impressive, what would be more impressive would be the fact the proceeds of the sale ended up going toward an effort with the goal of education of children. This noble effort would be just one of a number of memorable moments.

By the event’s end, a number of records would be set, and many of them would be late model automobiles. This would include the rare 2007 Ferrari 599 GTB that would end up selling for a staggering $682,000. This would be many

times more than its pre-auction estimate and would establish a record that likely will be difficult to beat. Furthermore, a 1 972 Ferrari 365 GTB/4, earning $3,300,000, and a 1 955 Jaguar D-Type earning $3,675,000 would be just a couple of 1 3

automobiles that would reach beyond the million dollar mark.

The highlights would just keep coming to the delight of bidders and spectators alike. Achieving an astonishing 98% sellthrough rate, RM Auctions and Sotheby’s could not have asked for a better beginning to their partnership and only raises a standard for the future.

A good deal of excitement surrounded Bonhams’ inaugural Amelia Island auction. Offering an assortment of automobiles from the Brass Era right up to modern-day collectibles, the auction would have something for every enthusiast and would result in a number of records being broken.

While the sales rate of 79% would leave room for improvement in the years to come it will be difficult for Bonhams to top what was really a stellar inaugural performance.

The $1 3.95-million in sales would be driven by a number of pre-war cars. The highest earning of the impressive lineup would be the American 1 930 Cord Model L-29 Town Car. The

enormous car, with its coachwork by Murphy, would draw an enormous amount of interest and would end up with a final sale price of $1 ,760,000.

The Cord would be followed closely by a 1 908 American Underslung Roadster selling for $1 ,738,000. After a slow start,

the Roadster would end up establishing a new world record, a record that had been previously established at a Bonhams auction. In fact, the Roadster would be one of a number of world records set by Bonhams over the course of the weekend causing the bar to be set very high from this point forward. Besides the Roadster, a 1 981 BMW M1 Coupe, 1 952 Alfa Romeo 1 900C Sprint Coupe and a 1 980 Ferrari 51 2BB would all post new world records establishing a great benchmark for Bonhams.

But, while the world records would be impressive, the sales of American automobiles would

be just as impressive. A 1 932 Stutz Super Bearcat would sell for $1 ,01 2,000, then there would be a 1 91 2 Peerless Model 60 Runabout that would sell for $440,000.

All-in-all, Bonhams’ first foray at Amelia Island would be momentous in many ways and would be a clear sign of what is to be expected in the years to come from the world’s oldest, and one of the largest, auction houses.

G ooding & Company would hold its annual Amelia Island auction with an eclectic assortment of automobiles. Exhibiting strong sales from later model collectibles it would become obvious David Gooding and company are one of the foremost automobile auction houses leading the way into a new generation of collectibles.

In total, Gooding would have a lineup of some 85 lots ranging from the 1 920s right up to the modernday supercars. Overall, the world-famous auction house would achieve an 89% sell-through rate.

What’s more, the 76 automobiles that would sell would end up posting new world records for type.

The highlights of the show would not disappoint.

The 1 974 Hector Rebaque-Café Mexicano Porsche 911 Carrera 3.0 RSR would sell for $1 ,237,500 establishing a new record. The beautiful 1 932 Lincoln KB Custom Stationary Coupe would go for $836,000, yet another record. And, while some of the records set by the more aged collectibles some modern collectibles would also make their mark, including the 2011 Ferrari 599 SA Aperta that would sell for an astonishing $1 ,1 55,00.

When complete, seven automobiles would crest the million dollar mark making the weekend highly successful garnering a total of $26.9 million. The highest earner, and certainly one of the most anticipated highlights, over the

course of the weekend would be the 1 967 Ferrari 275 GTB/4.

Selling for $3,300,000, the GTB/4 would lead a trio of Ferraris into the seven-figures.

With an auction including a number of barn finds, Gooding & Company’s Amelia Island would

have a widespread offering that would clearly demonstrate that the modest can be exceptional.

In fact, the auction house’s efforts would prove the collector

car industry is strong for generations to come.

I t is one thing to read of the great exploits of great men and women throughout history. Their stories can be inspirational, encouraging and uplifting. But what if a person chose to be the inspiration, to come off the page and become a reality? He or she might be another Joakim Bonnier.

In the record books of motor racing the name Jo Bonnier is likely a mere footnote. It could be said that were it not for the finances available behind him he likely would have never been. But, that would be a rudimentary and very irreverent judgment. In fact, in many ways, the name Joakim Bonnier commands more respect than is usually given.

Born January 31 st, 1 930, Joakim “Jo” Bonnier was not without means. As part of the wealthy Bonnier family living in Djurgarden, Sweden, Jo was not without options as he grew up.

There were certainly expectations and dreams, but there was also reality.

By the time Bonnier was approaching ten years of age motor racing was in its golden age with the mighty Silver Arrows of Mercedes-Benz and Auto Union.

The automobile had quickly become something more than a mere horseless carriage. From that early age, Jo had a passion for motor racing.

Not everybody shared that passion. The expectation was that the son, whose father was a professor of genetics at the University of Stockholm, would become a doctor. This was the father’s dream and expectation.

Reality said Joakim could at least

end up in the publishing business, for which the family was quite famous and successful. But, he wouldn’t be interested in reading about men and women going and doing great and adventuresome things. He wanted to be the one on the forefront.

He knew his mind early. By the age of seventeen he had a HarleyDavidson motorcycle he was working on using in races. But there were always the family expectations he had to deal with; it was one of the great hurdles he would have to overcome if his life was to come off

the page and become a reality.

Bonnier would enroll at Oxford University but would remain for only a year before he would join the Swedish Navy and take a trip to Paris to study foreign languages. By this time he was fighting letting go of his passion for motorsports and

doing the sensible thing.

At the age of 1 8, he would enter his first rally and would spend the next half a decade driving quickly through the heavily-wooded Swedish forests before he would throw-off the sensible and go after the inspirational.

While still a member of the navy, Jo would become Alfa Romeo’s distributor to Sweden and would become rather successful behind the wheel of 1 900 Super Sprints and a 6C 3000 over the next couple of years. It was 1 954 and his road racing career was just beginning.

And, while the smaller Alfa Romeos proved the perfect cars for Jo to cut his teeth on, Maserati was one of the best in the business. What’s more, their cars were available to privateers. This was perfect for a man with means to challenge the best. He would start out with a 1 50S and would then earn a drive in a Maserati 250F in none other than the Italian Grand Prix.

His first-ever drive in Formula One would be an incredible story in 122

its own right. Sure, he would end up failing to finish the race, but that didn’t matter as much as whom he partnered with in the 50 lap event.

The race was a grueling affair. Not only was the race 50 laps, but it made use of the bumpy banking meaning the speeds were high, right along with the fatigue. Bonnier was inexperienced so it only made sense to partner him with someone who wasn’t. Incredibly, Jo would serve as the reserve driver to the legendary Luigi Villoresi. Sadly, it would be a brief partnership as their race would come to an end after just 7 laps with

Bonnie

engine failure.

Not everything about Bonnier’s fledgling career had been a fairytale. There had been struggles, and embarrassments, none greater than when he accidentally put his car in reverse at the start of the Swedish Grand Pix. His car hit the pit wall and his pride took a hit as well. In many ways this was an ideal experience as it humbled him and certainly had to push him to work hard at his passion.

All throughout the latter-part of the 1 950s and early 1 960s Bonnier proved his abilities behind the

er's Dutch Grand Prix would come at the wheel of the BRM 25

wheel. He wasn’t just a man with the means to go racing. More times than naught he proved he belonged.

The first couple of years of Formula One would witness Bonnier struggle with privateer teams and his own entries. Throughout 1 957 and 1 958 his best result would be a 7th place earned in the Argentine Grand Prix at the wheel of a Maserati 250F. However, things would change for Jo when he decided to take a risk and joined the Owen Racing Organization toward the end of 1 958.

Owen Racing had their quick P25, but it was a usual BRM. The car had a lot of promise but consistently failed to achieve it.

Brake problems and numerous other issues made the BRM a drive many others wanted, but not really.

Bonnier would take it.

His reward would be almost immediate. A 4th place in the Moroccan Grand Prix in 1 958 would be a further sign of good things as the car continued to come on strong late in that year. Still, with the likes of Ferrari and the growing strength of Cooper, the BRM appeared to be a risky, uncompetitive choice.

While his ventures in Formula One appeared risky, in sportscars 123

they would not. All throughout the late 1 950s Bonnier would enjoy success earning class victories and some top results in the more powerful classes.

Driving a Maserati 200S he would take victory at Elaintarhanajo. This would be followed up by with a 2nd place finish at the Sverige Grand Prix.

In that event he would drive a Mercedes-Benz 300SL.

Then, Bonnier would bookend a very good ’58 season starting out with a victory at the Naples Grand Prix and then at Watkins Glen in a Formula Libre race. To end the season he would achieve a surprising 4th place result in the Moroccan Grand Prix at the wheel of the BRM. It was difficult to say the BRM was improving but it had seemingly turned a corner

toward the latter-half of the at the wheel of a Porsche 71 8RSK season. The car was more than a at the 1 2 Hours of Sebring. What couple of years old heading into made the result even better was 1 959, and though it seemed to be the fact he and Wolfgang von Trips enjoying an upward swing in had managed to finish 3rd overall! performance the car still Bonnier had begun his love affair demonstrated a penchant for with Porsche and it seemed like unreliability. the perfect union. There were The 1 958 season had seen Jo many doubts surrounding his onsteadily improve. The 1 959 season track courtship of the BRM 25. would see him start out on a high.

It was like a writer looking for It would begin with a class victory that breakthrough novel. The

Bonnier would drive this Porsche to victory

subject, the heroine showed a lot of promise but never seemed to have the depth to be a finished work. The writer had come to turn the page, to make a winner out of a loser.

Like any great story there needed to be drama. That would come earlier in the month of May, 1 959 as Bonnier failed to finish the Monaco Grand Prix.

As usual, brake failure brought everything to an end after just 44 laps. The drama, the doubt, was there; but then came the Dutch Grand Prix.

There was no indication the Swedish driver even had a chance to compete in the Dutch round of the World Championship. But then he would take the pole, barely edging out Jack Brabham in the much better Cooper-Climax.

This was certainly surprising, but not entirely impossible. The BRM had usually shown good speed. Whether or not the car ever showed any interest in completing a race distance was something else. So the pole was a surprise, but not out of the realm of possibilities. A race victory, on the other hand, would 126

leave everybody flabbergasted and groping for the words to tell of the incredible triumph.

Throughout the race Bonnier would remain up near the front.

It was not surprising to see a battle that included Jack Brabham and Stirling Moss, but it was utterly amazing to include Bonnier’s name into the mix; yet, there he was. For some reason the BRM decided it was willing to go the distance and show the world just what it had.

When it was over, Jo would take his one and only victory in the Formula One World Championship by a margin of some 1 4 seconds over Brabham. Now Bonnier wasn’t just a man with the means to go racing; he was a racer. And the results would begin to prove true over and over.

As the 1 960s rounded the corner favor continued to follow, though not in Formula One. Over the next decade Bonnier would take part in a number of races driving for Porsche, Rob Walker, even his own racing teams. Unfortunately, he would not be able to replicate his success of 1 959. In fact, he 127

1 963 Co

would never even step on the podium again. His best results would be a number of 5th place finishes.

But while Jo would struggle in Formula One, sportscar racing would see his reputation become firmly established. It would begin with a class victory and a 2nd place overall finish in the ’59 Tourist Trophy race. This would be followed by an incredible victory in the Targa Florio in 1 960 with co-driver Hans Herrmann. Bonnier would follow this up with another class victory and a 2nd place overall finish in the Targa the following year. It seemed that no matter the event, if the car held together, Bonnier was someone the other drivers had to watch out for.

Jo kept getting stronger and stronger. Having turned 32 in 1 962, Bonnier would co-drive with Lucien Bianchi in a Ferrari 250TRI in the 1 2 Hours of Sebring. Starting 6th on the grid, the pair would come through the victors providing yet another victory to Bonnier’s sportscar biography. There would be many more to follow, including yet

ooper T66

another class victory in the Targa Florio in 1 962 and then an overall victory the year after. The combination of Bonnier and Porsche was a force to be reckoned with and would lead to victories at the Nurburgring and at Daytona.

Bonnier was a steady hand in just about any car. He and Graham Hill would prove to be a potent pairing winning the Reims 1 2 Hours and the Paris 1 000 Kilometers immediately on the heels of the 2nd place at Le Mans. Bonnier and Hill would cruise to victory using a Ferrari 250LM and 330P respectively.

Toward the second half of the 1 960s Bonnier was driving a bit more sporadically in Formula One. Sportscars had now taken up much of his time. With Phil Hill, he would earn victory at the Nurburgring 1 000 Kilometers driving a Chaparral and was right in the hunt in the new CanAm series.

As 1 970 neared, Bonnier neared 40 years of age. It was clear he was slowing down, but he could never leave his passion. He had turned down the reasonable thing to do years 129

The Porsche 904

ago. There was no need to start now. Though not the famous name like Moss, Stewart, Clark or Gurney, Bonnier was still a well-respected figure in any paddock. He could be easily seen in the movie Grand Prix, though his appearances would be less than what had been planned for he would be injured

as a result of the first lap crash at the 1 966 Belgian Grand Prix.

The film crew was there filming around Spa over the next couple of days. Besides appearing in movies, he would also be a major driving force behind the formation of the Grand Prix Drivers’ Association and would champion many improvements

in driver safety. He was seeing his career from a different perspective. He had lost many friends. He was now focusing more on managing his own racing teams than driving and that helped to shape his views as well. Sadly, they would not be able to keep him safe.

At the age of 42, Bonnier was

certainly slowing down in his own racing career but he wasn’t about to stop, at least not just yet. He had been quite successful in sportscar racing and this had extended his career a number of more years.

What’s more, Le Mans continued to elude him. He had finished 2nd with Graham Hill in

Bonnier would co-drive this Ferrari to victory at Sebring

a Ferrari 330P back in 1 964, but that was the closest he had ever come. It was likely it was the closest he would ever get, but he could still give it a go.

In 1 970, Bonnier had secured the European 2-Liter Sports Car Championship driving a Lola T21 0. Providing competitive cars to customers, Bonnier would be at the wheel of a Lola T280 for the 1 972 24 Hours of Le Mans. It was clear Bonnier’s racing career was drawing to a close. He only took part in a few of the big races

each year. This would likely be his last attempt at any Le Mans glory. And, in the early going, it appeared as though it might be within his reach. Demonstrating a glory that many had thought gone by, Bonnier, along with Gerard Larrousse and Gijs van Lennep, would enjoy some time in the lead. The trio would even manage to make it through the night.

Unfortunately, as the morning light continued to grow, Jo would misjudge his approaching speed to that of a slower Ferrari

The Lola T70 MkIIIB

approaching the Indianapolis corner. He would touch the Ferrari and would end up spinning through the air like a helicopter into the trees just off the circuit. The Lola would slam into the ground, exploding on contact. Jo was dead instantly.

All of his efforts for safety couldn’t save him. Ironically, his last racing victory would come at Le Mans in March of 1 972 in the Le Mans 4 Hours race.

There are few in motor racing history like Jo Bonnier. In a sport

that covets success perhaps more than anything else, Jo’s presence was something of an enigma. There was no doubting his achievements in sportscar racing. It really was what made him famous; but then there was the emotional win in the Dutch Grand Prix. He wasn’t a gentleman racer. He was, very simply, a man that lived his passion instead of one who merely read and dreamt about it.

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