Im 15 Years Old and Looking to Start Racing Cars but I Want to What Kind of Racing Class I Should St

Im 15 years old and looking to start racing cars but i want to what kind of racing class i should start?

Im 15 Years Old and Looking to Start Racing Cars but I Want to What Kind of Racing Class I Should St 1

Karts. You can race them in kart races, and race them in autocrosses. After that, start looking at SCCA.

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Racing cars

The following cars were designed and built by Julien's team including Christian Vanderpleyn and named after the team owner:

Im 15 Years Old and Looking to Start Racing Cars but I Want to What Kind of Racing Class I Should St 2

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Elden Racing Cars

Elden Racing Cars was a British motor sport company involved in designing (under the brand of Design Formula), building and racing cars. Most frequently associated with Formula Ford in the 1970s, the marque also produced Formula Atlantic, Formula 3, Formula 4, Formula Ford 2000 and Formula Renault vehicles (among others). In total Elden produced more than 38 individual designs from birth to the present day. The company was founded in 1967 by John Thompson and brothers Peter Hampsheir and Brian Hampsheir.

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Group 6 Two-Seater Racing Cars (1976 to 1982)

In 1976, the FIA reintroduced the Group 6 classification, now officially called "Two- Seater Racing Cars". Various production-based categories, spearheaded by a new Group 5 for "Special Production Cars", were now to contest the World Championship of Makes whilst the Group 6 cars were awarded their own title, the World Championship for Sports Cars. Three engine capacity limits were applied to Group 6 cars for the 1976 and 1977 championships: 5000cc for cars fitted with engines using a production car block 3000cc for cars fitted with naturally aspirated racing engines 2140cc for cars fitted with turbocharged racing engines (capacity equivalence factor of 1.4)After two years of small fields and little in the way of manufacturer support the championship was downgraded to become the European Sports Car Championship for 1978 but even that title was to be abandoned after the first year. From 1979 the FIA decreed that Group 6 cars could compete in the World Championship of Makes qualifying rounds but continued to allow only production-based cars to score championship points for their manufacturer. 1981 saw the series expanded with an official Drivers' title awarded by the FIA for the first time and drivers of Group 6 cars were eligible to compete for this. Group 6 was then effectively replaced by the new Group C Sports Car class for 1982 but the FIA granted a concession which allowed the Group 6 cars to compete in the 1982 World Endurance Championship alongside the new cars. As in 1981, drivers of Group 6 cars were eligible to score points in the Drivers' championship but the relevant manufacturers could not score points towards the Makes title. For the 1982 World Endurance Championship, the engine capacity maximum for Group 6 cars was set at 3000cc. Throughout the seven years of the second era of Group 6 racing the cars had been eligible to compete in 24 Hours of Le Mans and the category had produced the outright winning car in all years except 1979 & 1982.

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How to make a career in racing cars?

See if there is a skip barber racing school near you, follow your dream girl

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Mildren (racing cars)

The Mildren name was used on a series of racing vehicles constructed for, or acquired by, Australian racing team owner Alec Mildren during the 1960s and early 1970s

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Shannon Racing Cars

Shannon Racing Cars was a Formula One constructor from the United Kingdom with Aiden Jones, formerly a mechanic for Prince Bira and Prince Chula, and Paul Emery as the principals. Using a car built by former Emeryson designer Emery and an old Coventry Climax engine, they participated in a single Grand Prix. Trevor Taylor drove for the team at the 1966 British Grand Prix, retiring early in the race. The car was then used for Formula 3 until 1969

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how fast were regular and F1 racing cars in the 1930's, and 1950's?

An F1 car is definitely faster in terms of speed and acceleration

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HELLLP LEMANS RACING CARS QUESTION?

Please ask me questions exclusively about FORMULA BUTTON. Which used to be called F1. VIVA FORMULA BUTTON!

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Lotus racing cars

The best-known example of the wobbly-web wheel was that used by Lotus for their racing cars of the late 1950s and early 1960s. These wheels first appeared on the Formula 2 Lotus Twelve of 1957. A similar wheel was used by Vanwall from 1958. The wheel's design was, in typical Lotus fashion, intended to achieve the lightest possible weight. This is particularly important for wheels, as they are unsprung weight and the cars intended to carry them were extremely lightweight. Their designer was Lotus's Gilbert 'Mac' McIntosh, although again, in a typically Lotus fashion, they were often credited to Colin Chapman. Unlike earlier 'waved' wheels, the Lotus design and its distinctive 'wobbles' was a deliberate feature, even down to the way that the wobbles are deeply indented near the hub and soften outwards to the rim. For ease of manufacture by casting, the wheels were designed with a constant wall thickness. Their stiffness (force/area) was required to be highest around the hub, so here the wheels were deeply and steeply folded. Towards the rim, distribution of this same force over a greater circumference and metal cross-section thus required less folding and their profile became a gentle wave. As for many other Lotus components, the wheels were cast from Elektron magnesium-aluminium alloy. They were cast by Stone Foundries of Charlton. Cooper were already using magnesium wheels and apart from their technical advantages, Charles Cooper had found it highly profitable to sell drivers the many spare wheels required for racing, rather than having an external supplier take the business, something that Chapman was keen to emulate. McIntosh and Chapman also obtained foundry scrap, failed wheels from Coopers, and studied these failures to understand the failure modes of a magnesium racing wheel. Lotus team's racing colours at this time were green and yellow, often small patches of each with the bodywork substantially of bare polished aluminium sheet. With the advent of the wobbly web wheel, rather than the previous wire wheels, the wheels were painted yellow and the car bodies green. This glossy bright yellow colour could be applied easily over the greenish-yellow zinc chromate primer used on the wheels to prevent corrosion. 4 stud wheel controversy at Le MansLotus's main design principle at this time was Chapman's famous maxim, 'Simplicate and add more lightness'.[i] The Formula Junior Lotus 20 and Lotus 22 extended this to their front wheels, which used a 4-stud fastening, compared to the previous 6-stud that was still used on their rear, driven, wheels. At the 1963 Le Mans, Lotus entered the new, and somewhat unfinished, Lotus 23, a widened version of the Lotus 22 two-seater. It was disqualified from competition before the race and did not take part. This was on the basis of its wheels, although not specifically due to the wobbly-web design. The car, as designed, used Lotus's typical 6-stud wheel at the rear but a 4-stud mounting at the front. The wheel rims were also wider at the rear, 6" vs. 5", with wider tyres of 5.50×13 rather than 4.50×13. As the rules for Le Man were still framed as a "sports car" endurance race, they required the carrying of a spare wheel. The 23 had such a spare, but obviously it could not be fitted to both ends of the car. The scrutineers rejected this and barred the car from competition. Matching 4-stud rear hubs were flown hurriedly from England, avoiding the incompatibility problem, but the scrutineers now objected that if 6 studs had been required before, 4 must be inadequately strong and still refused to allow the cars to compete. After this, Chapman replied "We shall never again race at Le Mans.", a promise that Lotus kept until 1997, long after Chapman's death in 1982. The following year's Can Am sports car, the Lotus 30, switched from wheel studs to centre-lock wheels. This was mostly due to the far greater torque of its large V8 engine, but it also avoided this situation re-occurring, as the 30 also carried a single spare wheel. Spoked wheelsA drawback to the use of a disc wheel, particularly for front wheels, is the lack of airflow through the wheels, which is important for cooling the brake discs. The rear wheels of single-seat racing cars are driven by driveshafts from the transaxle and the brakes are usually mounted inboard in any case, away from the wheels. Later Lotus designs, from the 26 onwards, used spoked wheels, although this was more about the shrinking diameter of racing tyres, especially fronts, rather than brake cooling. With an open-wheel racing car, any shrouding from the wheels was never a serious limitation. Alloy problemsAs for many articles made from Elektron alloy, corrosion of the magnesium was a problem for long-term service. Even though Lotus only used these wheels on its racing cars, not its road cars, they had a limited service lifetime. Lotus cars of the 1960s are still popular for historic racing, but these wheels are now no longer acceptable for competition scrutineering, no matter what their apparent condition. As the wheels are such a distinctive part of the car's appearance though, there are modern reproductions available.

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