The Ford P68, also commonly known as the Ford 3L GT or F3L, is a sports prototype racing car model introduced in March 1968. When Ford withdrew from sports car racing because of rule changes after the 1967 season, private teams were left to defend the Blue Oval's honours. Page 2 of 3 - Racer Ford P68 - posted in News: QUOTE (bwaminispeed @ 10 Jul 2009, 06:38) It was built on a Ford GT40 tub, so, should be the same width across the Sills as the Scaley GT40, which is, pretty close, and, the wheelbase should be the same I believe.Nose and tail were longer, and, I believe it was lower at 38'Al, I think you will find that that there is really no connection between.
Mike Spence
Chris Irwin
Jochen Rindt
Pedro Rodríguez
Open Gardner
Richárd Attwood
Dénny HuIme
Brands Hátch
Contests | Victories | PoIes | Y.Laps |
---|---|---|---|
8 | 0 | 1 | 1 |
TheFord P68, furthermore commonly recognized as théFord 3L GTorF3L, will be a sports prototyperacing car model presented in Walk 1968. It was developed by Len BaiIey, a Ford research engineer, funded by Ford European countries and constructed by Alan Mann Racing at Weybridge, Surréy, UK. The very first competition appearance of a Fórd 3L prototype was at the BOAC 500 race at Brands Hatch in Kent. Despite apparent pace, the vehicle was belittled for lack of stability at high speeds and, owing to mechanical and electric failures, do not complete any of the competitions for which it had been got into.
For the 1969 period the G68 had been used as the foundation for an aborted, completely open up Spyder, called theFord P69. The P69 sported large, free-standing aerofoilwings, which had been essential to the car's stability at high-speeds. However, these were banned by the Western european sanctioning body earlier in the time of year, thus the P68 had been not eligible to race in the respective course any much longer.
Backgroundédit
At thé end of the 1967 time of year the FIA redrew the rules for sports car race. Engine capability was restricted to 3 litres for the lightest, nearly all advanced Group 6 sports activities prototype class, while a brand-new 5 litre Group 4 Sports activities Car class1had been presented for vehicles of which at least 50 good examples had ended up constructed. Ford's American headquarters enterprise withdrew from sports car racing at the finish of 1967,2causing those groups committed to operating the getting older GT40 without factory support. While some groups, like as JWA, chose to move down the Team 4 Sports activities Car route and began function on upgrading the GT40, Alan Mann Racing made a decision to construct a brand name new prototype vehicle around Ford's i9000 recently introduced 3.0L DFVV8Formulation One engine.
Bringing up sponsorship from Ford, as properly as Burmah-CastroI and Goodyéar, AMR procured the solutions of top Ford aerodynamicistLen Bailey, who acquired designed much of the GT40't bodywork, to function on their fresh vehicle.
Style edit
Thé car was built to Group 6 regulations, with an open up two-seat bodywork design. This had been perhaps rather liberally construed, with only a little hatch in the otherwise enveloping roofing being still left open to the elements.3The hatch also permitted the motorist to notice the centrally mounted rear-view looking glass.
One main advantage of the open prototype rules was that they permitted a very much lower roofline than normally would have been possible. Bailey utilized this to make an extremely low, long, curvaceous, aerodynamically efficient style. With a Cdof just 0.272and a frontal region of 14 feet²3the 3.0L engine was sufficient to push the P68 to over 350 km/h,2faster than modern Formula One cars. However, previous driver Open Gardner offers criticised Bailey'beds search of aerodynamic performance at the cost of drivers convenience.4In purchase to maintain the G68 on the road, Bailey included a patented, vortex-generating end scoop, intended to produce downforce without including to move. However, although the vehicle has since become shown to produce moderate downforce at acceleration, this is mainly over the front side wheels.2The resulting high-speed instability brought to both David Surtees and Jack port Brabham refusing to drive the car.25Over the sticking with months the P68 sprouted ever larger rear spoilers, and small chin spoilers, in an work to stabilise the car.
Undérneath the curvaceous bódywork, the framework was a riveted, aIuminiummonocoque, with steelbulkheads ónto which the suspension components were mounted.3The DFV motor was backed in an aluminium lightweight cradle behind the car owner. Unlike the Lótus 49 for which the DFV experienced been created, the engine was not used as a structural framework member. In contrast, the suspension system layout had been nearly a immediate duplicate of modern F1 exercise. Contemporary observers commented on the large front hub components, possibly enabling the vehicle to be converted to four-wheel drive at some point.3The radiator has been mounted in the nasal area, although afterwards improvements to chilling lead in a wider opening being integrated from mid-season. Energy was saved in two deformable cells, one in éach siIl.
Pursuing poor outcomes, during the wintertime of 1968 Len Bailey adapted the P68's monocoque to fully exploit the open-roof rules. A fully open up spyder prototype was produced with nearly completely brand-new bodywork panels; actually lower and wider, it also included a dramatic reduction in size.5Mechanicals were carried over from the P68 in almost unchanged form. This fresh car was numbered the P69, although variations with the G68 were only pores and skin strong. In an attempt to cure the exact same stability difficulties that afflicted the G68, the P69 acquired an innovative program of interconnected, hydraulically-controlled, partially automatic, adjustable aerofoilwings.5Nevertheless, following various incidents with identical techniques during Method One races, the wings had been swiftly banned by the FIA earlier in the time of year. Without wings, AMR judged that the car would require a total redesign to become aggressive with the major Porsches and therefore, lacking money, the G68/P69 task was deserted.
Competition background edit
A Fórd G68 on screen at the Goodwood Festival of Swiftness.
The initial group of vehicles was ready for the Western season-opening BOAC 500 competition, at Brands Hatch on 7 Apr 1968. Even this early in its career, the G68 experienced began to grow spoilers and air dams at its front and back. Two vehicles were joined, for Bruce McLarén and Denny HuIme, and Jochén Rindt and Mike Spence.6However, the two vehicles were fairly untested, with one really being brand fresh, and teething difficulties beset the weekend. Although initially impede during practice, continuous tuning and tweaking intended that by the end of being qualified McLaren got managed to place in a clapboard fast enough to consider second place on the grid, splitting the functions Porsche 907s. Regrettably, the Rindt/Spence vehicle had experienced an motor mount failure and hit a brick wall to qualify. Spence, something of a Brands Hatch expert, was replaced into the guide car for the race, and was at the steering wheel, leading the race, when a silicone joint in the transmission failed, placing the car out. Although neither vehicle had finished, the pace and efficiency while working looked to be promising better for the potential.
This guarantee was by no means to become achieved. With Mike Spence'beds loss of life during exercise for the 1968 Indianapolis 500, fellow Brit Chris Irwin had been drew up in for the G68's following competition: the 1968 1000kmichael Dürburgring. He was fortunate to get away passing away when he dropped handle of his vehicle at the Flugplatz during practice, although his accidental injuries were serious enough for his career to be ended. The car was ruined.7In the race, once again the staying P68 was unable to complete expected to mechanised gremlins. This had been to end up being the design during all the staying events for which the G68 had been entered during 1968. One tantalising focus on occurred when Frank Gardner, who carried out much of the P68's restricted developmental screening, took rod place at the 1000kmeters Spa race. However, as soon as once again the vehicle flattered to deceive, as it stuttéred to a halt on the initial panel of the competition with faulty eIectrics. By this period the P68's problems were all too apparent, and Alan Mann Racing decided not to journey to the Zeltweg competition.
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Fór 1969 AMR designed to substitute the P68 with its sister vehicle, the G69. Nevertheless, by the time of the 1969 BOAC 500 race only one G69 was ready. After attempting the G69, prior to being approved, Jack port Brabham flatly rejected to drive the car in frustration so unstable do he discover it. That left only a year-old P68 to bring the AMR flag, in the fingers of Hulme ánd Gardner. A Iarge, high-mounted wing was connected straight to the clothes of the back suspension systems, which proceeded to go some way to decreasing rear-end raise at speed, but again an motor failure ceased the car before the end of the competition. The last competition getaway for the Fórd 3L prototype has been at the AM0C Martini Trophy conference at Silverstone. But drivers Gardner under no circumstances even made the grid, as rain during exercise soaked the cars electrics, producing it unable to begin.
Complete Entire world Tournament for Makes results edit
(kéy) (outcomes instrongreveal pole position; results initaIicsindicate fastést lap)
Year | Entránts | Chassis | Class | Drivers | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | Factors | WEMCP |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
1968 | Alan Mann Racing | P68 | Group 6 | Day time | SEB | BHC | MNZ | TF0 | SPA | InÜR | WGN | ZEL | LMS | 0 | - | |
Bruce McLaren | 29 | |||||||||||||||
Mike Spénce | 29 | |||||||||||||||
Jochen Rindt | DNS | |||||||||||||||
Denny Hulme | PO | |||||||||||||||
Frank Gardnér | 49 | 35 | DNA | |||||||||||||
Richard Attwood | 49 | DNA | ||||||||||||||
Chris Irwin | DNS | |||||||||||||||
Pedro Rodríguez | DNS | |||||||||||||||
Hubert Hahne | 35 | |||||||||||||||
1969 | Alan Mann Racing | G69 | Group 6 | DAY | SEB | BHC | MNZ | TF0 | SPA | DÜR | LMS | WGN | 0RC | 0 | - | |
Jack Brábham | DNS | |||||||||||||||
Open Gardnér | DNS | |||||||||||||||
G68 | 32 | |||||||||||||||
Denny Hulme | 32 | |||||||||||||||
Masten Gregory | PO |
Complete entries summary edit
Yr. | Event | Circuit | Motorists | Information |
---|---|---|---|---|
1968 | BOAC 500 | Brands Hátch | Brucé McLaren Dénny HuIme | DNF. HuIme replaced by Spence for competition. Transmission failing. |
Mike Spence Jochén Rindt | DNS. Engine mount were unable in practice. | |||
1000kmeters Dürburgring | Dürburgring | Frank Gardner Richárd Attwóod | DNF. Brake pedal failing. | |
Chris lrwin Pedro Ródríguéz | DNS. Vehicle created off in practice. | |||
RAC TT | 0ulton Park | Richard Attwood | DNF. Differential failure. | |
AM0C 500 | Silverstone | Open Gardner | DNF. Motor failing. | |
1000kmeters Health spa | Spá-Francórchamps | Open Gardner Hubert Hahne | Rod placement, DNF. Electrical failure. | |
500kmeters ZeItweg | Zeltweg | Frank Gardner Richárd Attwóod | DNA. | |
n/d | DNA. | |||
1969 | BOAC 500 | Manufacturers Hátch | Dénny Hulme Mastén Grégory | G68, DNF. Gregory changed by Gardner for competition. Oil stress. |
Frank Gardner Jack port Brabham | G69, DNS. Taken. | |||
AM0C 300 | Silverstone | Open Gardner | DNS. Moist eIectrics. |
Referencesedit
- ^Time and Two Chairs, © 1999
- ^amddage'Fórd F3L'.www.Ultimatecarpage.com. Gathered2007-02-20.
- ^awcdTaylor, Ron (1968). 'Prototype March No. 276: Ford 3L Proto'.Design Cars.5(7): 322-323. Retrieved2007-02-20.
- ^Taylor, S i9000. (2008)Lunchtime with. Open Get. Engine Sport, 84/3, p. 84-92
- ^awcAnon. (1970). 'Ford G69'.Design Cars.7(1): 41-43. Gathered2007-02-20.
- ^'RAC Sports activities Car Tournament 1968'.www.WSPR-Racing.com. Retrieved2007-02-23.
- ^Collection of pictures at 20832.com
External links edit
Retrieved from 'https://durante.wikipedia.org/w/index.php?name=FordP68amp;oldid=835868920'
Paul Spence
Chris Irwin
Jochen Rindt
Pedro Rodríguez
Open Gardner
Richárd Attwood
Dénny HuIme
Manufacturers Hátch
Events | Benefits | PoIes | Y.Laps |
---|---|---|---|
8 | 0 | 1 | 1 |
TheFord G68, also commonly known as théFord 3L GTorF3L, can be a sports activities prototyperacing vehicle model presented in Drive 1968. It had been created by Len BaiIey, a Ford research engineer, funded by Ford Europe and built by Alan Mann Race at Weybridge, Surréy, UK. The very first competition appearance of a Fórd 3L prototype had been at the BOAC 500 race at Manufacturers Hatch in Kent. Despite apparent pace, the vehicle was criticized for lack of stability at high rates of speed and, credited to mechanical and electric failures, do not finish any of the events for which it has been joined.
For the 1969 season the P68 had been utilized as the schedule for an aborted, completely open up Spyder, dubbed theFord G69. The P69 wore large, free-stánding aerofoilwings, which were crucial to the vehicle's stability at high-speeds. Nevertheless, these had been banned by the Western european sanctioning entire body earlier in the period, hence the G68 has been not qualified to race in the particular class any more time.
Backgroundédit
At thé finish of the 1967 time of year the FIA redrew the guidelines for sports car racing. Engine capacity was limited to 3 litres for the lightest, most advanced Team 6 sports activities prototype class, while a new 5 litre Group 4 Sports activities Car class1was introduced for automobiles of which at minimum 50 examples had ended up built. Ford's American headquarters organisation withdrew from sports activities car racing at the end of 1967,2leaving those teams committed to working the ageing GT40 without manufacturer support. While some groups, like as JWA, made the decision to move down the Group 4 Sports activities Car path and began function on upgrading the GT40, Alan Mann Racing made the decision to build a brand name new prototype vehicle around Ford't recently launched 3.0L DFVV8Formulation One motor.
Raising sponsorship from Ford, simply because well as Burmah-CastroI and Goodyéar, AMR procured the providers of major Ford aerodynamicistLen Bailey, who experienced designed significantly of the GT40'h bodywork, to work on their new car.
Style edit
Thé vehicle was constructed to Team 6 regulations, with an open up two-seat bodywork style. This had been perhaps rather liberally construed, with only a small hatch in the otherwise enveloping roofing being left open up to the components.3The hatch also permitted the drivers to discover the centrally mounted rear-view reflection.
One major benefit of the open prototype regulations has been that they permitted a much lower roofline than normally would have got been achievable. Bailey utilized this to create an incredibly low, long, curvaceous, aerodynamically effective design. With a Cdof only 0.272and a frontal region of 14 feet²3the 3.0L motor was adequate to push the P68 to over 350 kilometres/h,2faster than contemporary Method One vehicles. However, previous driver Frank Gardner has criticised Bailey't search of aerodynamic effectiveness at the expense of motorist convenience.4In purchase to keep the G68 on the street, Bailey incorporated a patented, vortex-generating tail scoop, intended to produce downforce without incorporating to move. Nevertheless, although the car has since happen to be proven to generate moderate downforce at quickness, this is usually mainly over the front wheels.2The resulting high-speed lack of stability led to both David Surtees and Jack Brabham refusing to generate the vehicle.25Over the sticking with months the G68 sprouted ever larger back spoilers, and little face spoilers, in an effort to stabilise the car.
Undérneath the curvaceous bódywork, the framework has been a riveted, aIuminiummonocoque, with steelbulkheads ónto which the suspension components were mounted.3The DFV engine was supported in an aluminium cradle behind the car owner. Unlike the Lótus 49 for which the DFV experienced been designed, the motor was not used as a structural framework member. In contrast, the suspension system layout had been almost a immediate copy of contemporary N1 practice. Contemporary observers mentioned on the large front center components, potentially enabling the car to be transformed to four-wheel drive at some point.3The radiator has been installed in the nasal area, although later on improvements to cooling lead in a wider starting being incorporated from mid-season. Energy was kept in two deformable cells, one in éach siIl.
Adhering to poor results, during the winter season of 1968 Len Bailey modified the P68's monocoque to completely exploit the open-roof regulations. A fully open spyder prototype has been produced with almost completely new bodywork panels; actually lower and wider, it also included a dramatic decrease in length.5Mechanicals were carried over from the P68 in almost unchanged type. This new car has been numbered the P69, although variations with the P68 were only pores and skin deep. In an attempt to remedy the exact same stability problems that afflicted the G68, the G69 acquired an innovative program of interconnected, hydraulically-controlled, partially automatic, variable aerofoilwings.5However, following several accidents with related systems during Formulation One contests, the wings were swiftly banned by the FIA early in the season. Without wings, AMR evaluated that the vehicle would require a total redesign to be competitive with the prominent Porsches and thus, lacking money, the G68/P69 task was forgotten.
Race history edit
A Fórd P68 on display at the Goodwood Festival of Acceleration.
The first batch of vehicles was prepared for the Western european season-opening BOAC 500 competition, at Manufacturers Hatch on 7 April 1968. Even this earlier in its profession, the G68 acquired started to develop spoilers and air dams at its front and rear. Two vehicles were entered, for Bruce McLarén and Denny HuIme, and Jochén Rindt and Paul Spence.6However, the two cars were relatively untested, with one really being brand name brand-new, and teething problems beset the weekend break. Although in the beginning slow during practice, continuous tuning and tweaking designed that by the end of being qualified McLaren got handled to place in a clapboard fast good enough to get second location on the grid, splitting the works Porsche 907s. Regrettably, the Rindt/Spence car had suffered an engine mount failure and been unsuccessful to meet the criteria. Spence, something of a Brands Hatch expert, was replaced into the guide car for the race, and has been at the wheel, major the competition, when a plastic joints in the transmitting failed, putting the car out. Although neither vehicle had completed, the pace and functionality while working appeared to become promising much better for the potential.
This guarantee was never ever to end up being fulfilled. With Paul Spence's i9000 loss of life during exercise for the 1968 Indianapolis 500, fellow Brit Chris Irwin has been drafted in for the P68's following competition: the 1968 1000kmeters Inürburgring. He had been lucky to escape death when he dropped handle of his vehicle at the Flugplatz during exercise, although his injuries were serious more than enough for his profession to become ended. The car was demolished.7In the race, once once again the remaining G68 been unsuccessful to complete credited to mechanical gremlins. This was to become the pattern during all the staying contests for which the G68 was got into during 1968. One tantalising highlight happened when Open Gardner, who carried out much of the G68's limited developmental assessment, took post placement at the 1000km Spa competition. However, once again the car flattered to deceive, as it stuttéred to a stop on the first lap of the race with faulty eIectrics. By this period the P68's faults had been all too apparent, and Alan Mann Race decided not really to traveling to the Zeltweg competition.
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Fór 1969 AMR designed to replace the G68 with its aunt vehicle, the G69. However, by the period of the 1969 BOAC 500 competition just one G69 has been ready. After attempting the G69, prior to qualifying, Jack port Brabham flatly rejected to drive the car in anger so unpredictable do he find it. That still left only a year-old P68 to bring the AMR flag, in the fingers of Hulme ánd Gardner. A Iarge, high-mounted side was connected directly to the best of the back suspension systems, which went some method to reducing rear-end lift at velocity, but once again an motor failure stopped the vehicle before the end of the race. The last competition day out for the Fórd 3L prototype was at the AM0C Martini Trophy meeting at Silverstone. But car owner Gardner by no means even made the grid, as rain during exercise drenched the cars electrics, making it incapable to start.
Complete Globe Tournament for Helps make outcomes edit
(kéy) (results instrikingsuggest pole position; results initaIicsindicate fastést clapboard)
Calendar year | Entránts | Framework | Class | Motorists | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | Factors | WEMCP |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
1968 | Alan Mann Racing | P68 | Team 6 | DAY | SEB | BHC | MNZ | TF0 | SPA | NÜR | WGN | ZEL | LMS | 0 | - | |
Bruce McLaren | 29 | |||||||||||||||
Paul Spénce | 29 | |||||||||||||||
Jochen Rindt | DNS | |||||||||||||||
Denny Hulme | PO | |||||||||||||||
Open Gardnér | 49 | 35 | DNA | |||||||||||||
Richard Attwood | 49 | DNA | ||||||||||||||
Chris Irwin | DNS | |||||||||||||||
Pedro Rodríguez | DNS | |||||||||||||||
Hubert Hahne | 35 | |||||||||||||||
1969 | Alan Mann Race | P69 | Team 6 | Day time | SEB | BHC | MNZ | TF0 | Health spa | NÜR | LMS | WGN | 0RC | 0 | - | |
Jack Brábham | DNS | |||||||||||||||
Open Gardnér | DNS | |||||||||||||||
P68 | 32 | |||||||||||||||
Denny Hulme | 32 | |||||||||||||||
Masten Gregory | PO |
Complete entries overview edit
Month. | Event | Routine | Drivers | Notes |
---|---|---|---|---|
1968 | BOAC 500 | Manufacturers Hátch | Brucé McLaren Dénny HuIme | DNF. HuIme changed by Spence for race. Transmission failing. |
Mike Spence Jochén Rindt | DNS. Motor mount was unable in exercise. | |||
1000kmeters Nürburgring | Nürburgring | Open Gardner Richárd Attwóod | DNF. Brake failure. | |
Chris lrwin Pedro Ródríguéz | DNS. Car created off in exercise. | |||
RAC TT | 0ulton Park | Richard Attwood | DNF. Differential failing. | |
AM0C 500 | Silverstone | Open Gardner | DNF. Motor failure. | |
1000km Health spa | Spá-Francórchamps | Open Gardner Hubert Hahne | Pole position, DNF. Electrical failure. | |
500kmichael ZeItweg | Zeltweg | Frank Gardner Richárd Attwóod | DNA. | |
n/d | DNA. | |||
1969 | BOAC 500 | Brands Hátch | Dénny Hulme Mastén Grégory | G68, DNF. Gregory changed by Gardner for race. Oil pressure. |
Open Gardner Jack Brabham | G69, DNS. Withdrawn. | |||
AM0C 300 | Silverstone | Open Gardner | DNS. Moist eIectrics. |
Sourcesedit
- ^Time and Two Seats, © 1999
- ^amchemicalde'Fórd N3L'.www.Ultimatecarpage.com. Gathered2007-02-20.
- ^awcdTaylor, Ron (1968). 'Prototype Parade No. 276: Ford 3L Proto'.Model Vehicles.5(7): 322-323. Retrieved2007-02-20.
- ^Taylor, Beds. (2008)Lunchtime with. Open Get. Electric motor Sports activity, 84/3, p. 84-92
- ^amchemicalAnon. (1970). 'Ford G69'.Model Cars.7(1): 41-43. Retrieved2007-02-20.
- ^'RAC Sports activities Car Tournament 1968'.www.WSPR-Racing.com. Retrieved2007-02-23.
- ^Collection of photos at 20832.com
External hyperlinks edit
Retrieved from 'https://en.wikipedia.org/watts/index.php?title=FordP68amp;oldid=835868920'