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8 ore fa, Arturo Fregoso ha scritto:

There´s lots of young graphic designers who can draw cars, but they lack the information I collected for 45 years about racing cars, nor they have passion for making each draw "verbatim": I mean, for example, Moisés Solana´s BRM that run the 1963 mexican GP, it wasn´t green, but red as the car was owned by Scuderia Centro Sud, so it was an italian team), you have to know the car´s configuration for that exact race (position of tail pipes, radiator, wheels...etc.

This is exactly the purpose of my single-seater collection, I am not a design professional but I express the knowledge accumulated over time on these race cars.
Thank you very much for your reply and congratulations again but now let's talk about Carrera Panamerica not to go off-topic. :)

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Because a man can not live only of F1. I was commissioned to draw the five winners of the last, longest & most dangerous Road Race in the world: La Carrera Panamericana. Wanted to share it he

1952

1950

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Unfortunately the start and end of the “La Carrera Panamericana” is not due to sport, but to political and economic reasons:

Supporting Monroe´s Doctrine centenary, in March 28, 1923 OEA´s (Organización de Estados Americanos / American States Organization) V International Conference held at Santiago de Chile, reinforced the Pan Americanism declaring the construction of the Pan-American Highway (from Prudhoe Bay, Alaska, United States of America, to Ushuaia, Tierra del Fuego, Argentina) to unify the continent.

In 1931 AIACR (Association Internationale des Clubs Automobiles Reconnus / International Association of Recognized Motoring Clubs), today FIA, incorporated Club ANA (Asociación Nacional Automovilística / National Automobile Association) to represent it in Mexican territory. March 18, 1938: México´s nationalization of all petroleum reserves, facilities, and foreign oil companies, Pemex (Mexican State Oil Company) is founded.

After the sinking by German U-106 submarines of its oil tankers “Potrero del Llano”, “Faja de Oro”, “Tuxpan”, “Las Choapas”, “Oaxaca” & “Tampico” between may & June 1942, Mexican Government declared a “State of War” to the Axis Powers sending the 201st Fighter Squadron to participate in the Philippines´ liberation. End of World War II: as part of the Allies México received a strong economic compensation bringing to the country a great industrial growth (called the Mexican Miracle in the 1950´s), in the administration of President Miguel Alemán Valdez (México´s first civil president; Alemán was nicknamed “President Businessman” because he wanted to make money, with everything, as soon as possible).

United States territory was not demolished during the conflagration, when its “GI-Joes” were freed from service in Europe, they returned having tasted the forbidden fruit: the extensive range of sports cars offered by the old continent, very far from outdated armors offered by American manufacturers. Designed for and with pleasure in mind, the erotic, slender and curved strokes of European vehicles were very attractive to Americans, especially at a time when the list of offers in their country was limited. European firms focused their attention on North America to sell very similar commercial street adaptations, in engineering and style, to the vehicles they used to compete; for this reason car races regained importance at the USA.

As a foxy entrepreneur would do, Alemán knew that and wanted to promote his country (in his administration México began to be an international touristic destination, starting with the creation of Acapulco, first Mexican resort “city”); so, using the resources from the war and Pemex the Federal Government "accelerated" the construction of the Mexican section of the Pan-American Highway. Organized by Enrique Martín Moreno, in April 1949 Club ANA announced to the international racing community the longest (3,342 kilometers) road test in the world: held in five “Stages” or days under the Rally discipline (As Targa Florio) all vehicles must use Mexican “80 Octanes” gasoline, undergoing scrutiny in the 'Parc Ferme' at the end of each stage, as American Racing did long time before, sponsoring was admitted as “cars livery” (much before Colin Chapman´s Formula 1 cars did in 1968).

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The first “Panamericana” departed from southern frontier at El Ocotal (now Ciudad Cuauhtémoc), Chiapas to the northern border at Ciudad Juárez, Chihuahua, attracting NASCAR´s racers (among others) Phil Hill, Carroll Shelby, funder Bill France Sr. and work teams from Buick, Cadillac, Chevrolet, Chrysler, Ford, Hudson, Lincoln, Mercury, Nash, Oldsmobile, Packard & Studebaker. Hershel McGriff won in 1950 with an Oldsmobile 88 Sedan 2 doors "City of Roses" (Portland, Oregon), arriving at Chiapas in 27º34´25". The presence of the Le Mans winner Luigi Chinetti (invited to watch the race, in those days Ferrari´s representative in USA & NART -North American Racing Team owner) and the participation of Felice Bonetto / Bruno Bonini in a Alfa Romeo 6C 2500 spread later the race in Europe.

 

In 1951 European work teams appeared to contend on Aztec asphalt: Alfa Romeo, Ferrari, Lancia, Maserati and OSCA from Italy, German Mercedes-Benz and Porsche, the English Jaguar and the French Gordini. The second Panamericana changed direction, now running from south to north facilitating the cars´ transportation to the teams at the race´s end. Also 226.6 km were cut out because the stretch from El Ocotal to Tuxtla Gutiérrez was too dangerous and caused several accidents. The winner was the Italian F1 Piero Taruffi in a Ferrari 212 Export Pininfarina with a time of 21º57'52 ", which would force to separate the cars by categories: Sport cars (generally European) and Touring cars (the Americans) with which both sides they could sing victory; the Government could be satisfied with this ingenious rule that seemed emanated from diplomacy.

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Eager to repeat in 1952 the “medicine” dose applied to his rivals at 1951, Don Enzo ordered to create the “Ferrari 340 Mexico Vignale”, which only mission was winning in the land of “Tequila”. Conceived as a lightweight (990 kilos), with measures 4.201 mm long, 1.504 mm wide, 1.334 mm high and wheelbase of 2.588 mm, the body was drawn by Giovanni Michelotti and made of aluminum, resulting one of the most extravagant designs that came out of Alfredo Vignale's workshops.

 

The chest had an air inlet and two small side outlets, an insect deflector made of plastic was mounted on this outlet, each door panel had a concave section allowing air to cool the rear brakes (drums, like front ones) with lightweight Borrani chromed wheels mounted on Pirelli tires, the brand that sponsored the team - although in practice the Italian rubber did not resist the rough asphalt of the national roads and were "clandestinely" replaced by Mexican tires from General Popo and “Hulera Euzkadi”, according to what was available route´s cities. To overcome the opposition, a fifth speed was added to the gearbox, transmission and rear axle were reinforced.

 

The car´s frame was a tubular structure with two elliptical side members, whose old conception - since 1946 - comes from the Grand Prix cars. The power source was created by Aurelio Lampredi for the famous 340 America with 220 horsepower, but improving substantially the original design reaching 280 ponies at 6,000 rpm, with a compression ratio of 8.1: 1. This longitudinal V12 with opening angle at 60° displaced 4.102cc; modified camshafts for a new piston heads (two valves per cylinder of 80 x 68mm, which gave a unit capacity of 341.83cc) housing 40mm Weber triple carburetors. Able to obtain the amazing acceleration from 0 to 160 kph in 16 seconds (remember it was the early 1950´s), in 1952 the México was the most powerful model form the Cavallino´s Rampante stable. Only four copies of this magnificent Maranello´s beast were built: three Berlinetta (chassis 0222, 0224 and 0226) and only one Spyder (0228); to be lighter, the latter was considered the team´s most “deadly” weapon having better aerodynamics and weight-power ratio.

 

However, the Spyder did not enter the race because of difficulties in the customs (a gossip was murmured: Black Hand from the Mercedes-Benz team, which had an official importer in México, but as you can imagine, corruption invaded my country long time ago). Only the three Berlinettas were left to defend the "Rosso Corso" and with five available drivers the cars were assigned to the duos 'Gigi' Villoresi / Franco Cornacchia (0222), Luigi Chinetti / Jean Lucas (0224) and Alberto Ascari / Giuseppe Scotuzzi (0226) – take note: Villoresi and Chinetti ran with a pilot on the side, while Ascari did it with his faithful mechanic. The luck continued without smiling to the 'Ciccio' Ascari (two times F1 champion), who abandoned the race when taking badly a curve, crashing in the first stage; on the third day of competition the 340 Mexico of 'Gigi' Villoresi had transmission problems: also left out. The surviving Ferrari had a decent end at the hands of Luigi Chinetti (winner in 1932, 1934 and 1949 at the 24 Hours of Le Mans, as well as discoverer of many F1 pilots: Dan Gurney, Richie Ginther, Phil Hill, Chinetti´s friendship with Don Pedro Rodríguez started at “La Carrera, later the Italian promoted the sports career Don Pedro´s kids: Pedro & Ricardo, “les enfants Rodríguez”), who came third to the finish behind the silver arrows of “fat Neubauer”, but far from the projected win. Karl Kling captured world's attention stopping chronometers in 18º51'19 ".

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183 cars participated in 1953, 'Il Commendatore' did not showed official team; ‘el Chueco de Balcarce’ (Juan Manuel Fangio) victory (18º11'00 ") in a Lancia D24 Pininfarina was shadowed by the tragic death of his teammate: Felice Bonetto at Silao, Guanajuato. That year the Carrera Panamericana became part of the nascent World Championship of Brands (the Mexican test was added as the calendar´s last encounter, after the Tourist Trophy in Dundrod, Great Britain). To comply with FIA´s ruling, the category “Sport Menor” (Smaller Spórt) was added, which was entirely dominated by Porsche with its 550 model making a fabulous 1-2-3 in the cars commanded by José Herrarte, from Guatemala, Fernando Segura, from Argentina, and Hans Herrmann, from Germany. Since then the word Carrera is synonymous with the Stuttgart firm, to such an extent that in 1955 they called "Carrera" the Type 356 with the highest level of motorization; the first production car with 1.5-liter engine able to surpass 200 kph, which, in 1955, was a feat

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In 1954 Il Drake had his revenge: the Ferrari 375 Plus Pininfarina of Umberto Maglioli won with almost 10 hours less than in 1950: 17º40'26 ", this record remains in the annals of world motorsport. The presidency of Alemán ended in 1952 with a huge inflation, the new “Hueyi Tlahtoani” (Ruling King in Nahuatl, the language of Aztecs) Adolfo Ruiz Cortines, had to deal with devaluation cutting federal expenses. As the main intention of La Carrera Panamericana was to promote México as a touristic destination, the accumulation of 27 deaths in 1954, one of the highest death rates in the history of motorsports, wasn´t helping very much: the event was canceled as a premonition of what happened at Le Mans 1955.

PANAMERICANA 1952.jpg

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In 1988, Pedro Dávila and Eduardo León Camargo convened various automobile groups around the world to celebrate, in accordance with the discipline of Rally, the Pan-American Race; would contend for cars built between 1940 and 1975 in four groups with ten categories of competition:

GROUP A

Pan American Cars.

Sports, GT and production sedans built from 1940 to 1954, similar to those that participated in the original races from 1950 to 1954:

- Tourism Production from # 2 to # 99

- Tourism Major from # 100 to # 149

- Sport Minor from # 150 to # 199

- Sport Major from # 200 to # 249

 

B GROUP

Historic Cars.

Production vehicles in limited series from 1955 to 1973 and more recent models with aesthetics and equal mechanical components to those of 1973:

- Historic A from # 250 to # 279

- Historic A Plus from # 280 to # 299

- Historic B from # 300 to # 349

- Historic C from # 350 to # 399

 

GROUP C

Original Pan American Games

Cars of the same brand, model and year of those who participated in the original Pan American Race from 1950 to 1954:

From # 400 to # 450

 

GROUP D

Exhibition Cars.

All vehicles that do not correspond to any of the 9 previous competition categories:

From # 450 to # 499

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The international response was enthusiastic, attracting pilots Gijs van Lennep, Joachen Mass, Eric Comas, Phillipe Alliot, Clay Ragazzoni, Guy Edwards, Luigi Villonesi and musicians such as David Gilmour and Nick Mason, who made the soundtrack of a documentary about their participation in the race of 1991 driving a Proteus.

 

The thirty-first version was held from October 11 to 18, 2018, the route covered more than 3200 kms through Querétaro, Mexico City, State of Mexico, Michoacán, Guanajuato, San Luis Potosí, Zacatecas and Durango; The Carrera Panamerica is national´s motorsport most important, a week with festive atmosphere in each city that visits: a unique family atmosphere, like the one that reigned 64 years ago. Attracts pilots and male and female audience; people of all ages.

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  • 3 months later...
22 ore fa, Arturo Fregoso ha scritto:

I have finished the assignment of the five winners of the Race

Bel lavoro Arturo :up:  

E questo avrà una pubblicazione?

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On 5/29/2019 at 2:51 PM, V6DINO said:

Bel lavoro Arturo :up:  

E questo avrà una pubblicazione?

A video for the Director of "La Pana", Lalo León and posters; I am working on 10 cars that have run the "new Pana" according to the 10 categories since 1988.

 

This is the list:

 

ORIGINAL PANAM - 1952, Hudson, Hornet two doors: 5.286 m

TURISMO MAYOR - 1955, Studebaker, Champion two doors: 5.128 m

SPORT MAYOR - 1957, Jaguar, XK120: 4.394 m

TURISMO PRODUCCIÓN - 1961, Volvo, PV544: 4.496 m

SPORT MENOR - 1963, Alfa Romeo, Giulietta Sprint: 4.033 m

HISTÓRICA C - 1965, Ford, Mustang Fastback: 4.610 m

HISTÓRICA B - 1969, Porsche, 911 B: 4.102 m

HISTÓRICA A - 1971, Alpine–Renault, A110 1600 S: 3.840 m

HISTÓRICA A PLUS - 1973, BMW, 2002: 4.216 m

AUTOS EXHIBICIÓN - 2005, Lotus, Exige: 3.797 m

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