senor honda

From Senor Honda:
Formed years ago, Tampa Racing.com was founded on the principles of encouraging restoration, repair or modification of special interest vehicles. Over 102,000 members strong, Tampa Racing has no national affiliation, but you will likely find its members among any number of automotive organizations including the National Street Rod Association, Mustang Club of America, Goodguys, Florida Mopar Association, Corvette Club of America, to name a few. The type of vehicles found amongst the members varies from restored early 1900's vintage automobiles, to street rods from the 30’s and 40’s, to muscle cars from the 60’s and 70’s, to present day front-wheel-drive imports and motorcycles. With the wide range of vehicles come varying degrees of modifications from bone stock to big block Pro Street monsters. There truly is something to satisfy every automotive taste.

As with the vehicles there are varying activities that the members undertake ranging from weekly cruise nights and car meets, to cruises through the countryside, cookout get-togethers, Christmas parties, open track days, organized races, beach concerts and frequent car shows. The shows are perhaps the most popular venue for many of the members who engage in showing their cars at almost every opportunity. Tampa Racing also co-sponsors and/or supports select charity car shows, community events. This is a way of giving back to the local communities.

So come along and join Tampa Racing where you will always be a member of the family whether at a cruise night, car meet or on the highway. And remember life is good friends, a clean ride, and the open road in front of you.

senor honda

2016 Aero
More aero packages .....click here
https://www.tamparacing.com/forums/ch...ml#post9377889




INDY 500: Chevy uses final aero kit development box

FWEP=Front End Wing Plate
Wednesday, 18 May 2016


Marshall Pruett (words & images)
Chevy has used its third and final aero kit development box for 2016 with a new addition to its superspeedway front wing package. Chevy's aerodynamic team has reworked its front-wing endplate (FWEP) design in numerous ways, starting with a move away from the curved floor profile seen 2015 (BELOW). The new, flat FWEP floor and exit profile and dimensions appear (BELOW) to have increased to improve flow, and the most noticeable change involves the insertion a small cone-like piece (TOP) into the cone-shaped exit that helps to concentrate the air as it leaves the area by creating vortexes.

Chevy has added vertical walls for the cones – like a tiny inner endplates – to further focus the air departing the FWEP (BELOW).

With those vortices spinning and hugging the inside of the FWEP thanks to the mini cones, Chevy has found yet another aerodynamic device that increases efficiency and reduces drag. The cone-within-a-cone aero kit update could be described as something similar to the use of strakes within the underwing's diffuser where the strakes help to concentrate the air flowing beneath the car into more refined – and efficient – streams.
This final development piece for the season follows the revised road course/short oval FWEP Chevy introduced at the Grand Prix of Indy, and revised rear wheel pods that first appeared in Spring Training.
Honda has also exhausted its three development boxes for 2016, with the third and final also coming in the form of its superspeedway FWEP.
The new piece has a more pronounced curve to help divert air around the front tires (ABOVE), whereas last year's units had a more gradual curve (BELOW).

Honda previously introduced a Chevy-style road course/short oval FEWP and new rear wheel pods for its first and second development items, and those were in addition to the Rule 9.3 allowances it was granted by IndyCar. Under 9.3, Honda was able to redesign its engine cover, after section of its sidepods, and the related rear road course/short oval tire ramp system.
Despite those 9.3 changes, IndyCar has required Honda's teams to revert to its 2015 sidepods and rear tire ramp solutions for Indy and the other superspeedways.
With Chevy's cone-in-a-cone FWEP update, IndyCar's aero kit development cycle has ended for 2016, and with the series confirming it is considering abandoning aero kits for 2017 and beyond, the little cones could go down as the last new aero kit piece produced by both manufacturers.

senor honda

INDY DIARIES: The Legal Eagle

Wednesday, 18 May 2016


Robin Miller / Image by Alvin Ipitis Over 99 runnings, the Indianapolis 500 has become the most famous event in motorsport. That iconic status is built on a bedrock of hundreds of small stories, and to celebrate the centennial race, RACER.com has asked some of the people who are part of Indy's fabric to share a few of those stories with us. Check back with Tampa Racing every day between now and race day for a new 'Indy Diary' entry.

Last week, Graham Rahal and Josef Newgarden were severely penalized for their cars being a couple pounds underweight following qualifying for the Angie's List Grand Prix.
But 48 years ago there was another weighty matter that sent one mechanic over the edge, turned Gasoline Alley upside down, changed the completion of the Indianapolis 500 for a couple days and eventually left egg on the face of USAC officials.

It's the story of the Legal Eagle.

Ronnie Bucknum, a talented road racer from southern California, was an Indy rookie in 1968 driving the Weinberger Homes Eagle/Offy that was wrenched by the legendary Wally Meskowski. Bucknum qualified 19th fastest on the third day of time trials, only to learn a couple of hours later he'd been disqualified because his car weighed 1,330 pounds – which was 20 pounds too light by the rules.

Meskowski, a colorful character who never hesitated to speak his mind, went ballistic when chief steward Harlan Fengler gave him the eviction notice. He ranted, raved, cussed and demanded Fengler check the scales, to no avail. Car No. 45 was out, and Bucknum went looking for another ride and found one in Mario Andretti's backup car.

Rain on Sunday only left 90 minutes of daylight so qualifying for the final seven spots had to be pushed back to Monday. That's when 18 cars would each get one shot to earn one of those seven slots – including Bucknum.

But Meskowski wasn't going quietly. He called the Indiana State Bureau of Weights & Measures and asked for help, so they sent out a couple of officials with a set of scales to the Speedway and, lo and behold, their reading was 1,362 pounds – 12 pounds over the minimum allowed.

Wally then tracked down IMS superintendent Clarence Cagle and begged to let the Weights & Measures boys check the Speedway's scales. Cagle agreed and it was found the IMS scales were off by 6, 10, 15 and 192 pounds in the perspective corners.

Cagle told Fengler, who then sheepishly informed Meskowski his car had been reinstated and Bucknum – sitting sixth in the qualifying line that Monday during another rain delay – was officially back in his first Indy 500.

Joe Hamelin, one of the most creative writers ever at The Indianapolis Star, wrote the next day: "The State Bureau of Weights & Measures tore the blindfold off justice and bluntly told the lovely lady her scales were out of whack." Meskowski, fined $100 by Fengler for several incidents of improper conduct, always thanked Cagle for listening and always cussed the chief steward for not testing those scales.

Sitting with Bucknum at the Speedway many Mays later, he smiled when asked about those crazy 72 hours in '68. "If they had waited just a little longer before reinstating us, I would have qualified Mario's backup and then I would have had two cars in the starting lineup at the same time," said Bucknam, who passed away in 1992 and whose son, Jeff, twice drove at Indy in 2005 and 2006.

"But the best thing was walking back to our garage seeing the big sign Wally had made that read: 'The Legal Eagle.'"

senor honda

MILLER: Indy's weird, wild, wonderful 1966
Friday, 20 May 2016

Robin Miller / Images by LAT & IMS Photo The 1966 Indianapolis 500 is remembered for the first-lap crash that eliminated 11 drivers and the controversial finish that saw two Formula 1 champions trying to pull into Victory Lane. But, 50 years later and now saddled with spec cars at the IMS, it's refreshing to reflect back on one of the most diverse month of Mays ever and how the spirit of innovation saturated 16th & Georgetown.
In '66, there were 15 different makes in the starting lineup and a few more that failed to qualify. The rear-engine revolution had engulfed the Speedway by then so everybody tried to improve on Colin Chapman's Lotus (like Jim Clark's, left) with various designs or copies.
Of the 79 entries, there were physically 70 cars in or around Gasoline Alley with 57 drivers either assigned to them or destined to try one of them out.
"If someone had an idea they weren't afraid to try it," said Bobby Unser, who would qualify a Huffaker/Offy for his fourth Indy start. "They weren't all good ideas, understand, but it was an exciting time because people were experimenting and using their heads."
And there was no shortage of car builders, designers and dreamers. Dan Gurney, Fred Gerhardt, Eric Broadley, Joe Huffaker, Rolla Vollstedt and Chapman had multiple cars in the race while Jerry Eisert (right), Ted Halibrand, Clint Brawner and Dick Cecil all had single entries qualify. There was an A.J. Watson rear-engine design along with a Watson roadster.
It also was the debut of what would become one of Indy's most successful and eye-pleasing cars ever – the Eagle.
"Goodyear didn't have any cars in the '64 race so that ticked them off and they wanted some cars built that could make the show," said Gurney, whose All-American Racers also debuted an Eagle in Formula 1 in 1966. "They asked (Carroll) Shelby and he said no because he was too smart, so of course I volunteered."
AAR cranked out five cars for Indy – one for Gurney and teammates Joe Leonard (right, with Gurney) and Lloyd Ruby, then sold one to Lindsey Hopkins for Roger McCluskey and another to John Klug for Jerry Grant.
"It was a slippery little car," said The Big Eagle after all five of AAR's creations qualified.
Six Gerhardt cars made the field, led by Gordon Johncock, while Jim Clark and A.J. Foyt headed the Lotus contingent of four starters. Newcomer John Mecom fielded Lolas for Rodger Ward, Jackie Stewart and Graham Hill while a trio of Huffaker chassis qualified and along with two Vollstedt's creations.
Bobby Grim qualified the lone roadster (Watson) and there was also a Watson rear-engine design in the show plus one-offs
But some of the cars that didn't make the race were just as fascinating.
Veteran Bill Cheesbourg jumped back and forth between the Stein Special, which featured a pair of twin-engine Porsche flat-6 engines in a Huffaker chassis (left, Marshall Pruett archive), and Quin Epperly's old laydown roadster with a turbine engine owned by Norm Demler. Neither proved quick enough.
Ford had begun to squeeze the vaunted Offenhauser out of the picture so superchargers and turbochargers were added by some teams, but 10 of the first 11 spots on the grid (including the front row) sported Ford power.
The rookie class was just as impressive as some of the innovations as Stewart and Hill were joined by NASCAR star Cale Yarborough (below), Carl Williams, Gary Congdon and future USAC heroes Larry Dickson and Mel Kenyon.



Unfortunately, what promised to be an intriguing race with Gurney and Foyt coming from mid-pack was a calamity at the start as 11 drivers were knocked out on the main straightaway in a melee involving 16 cars and prompting a classic quote from Gurney:
"Why 33 of the world's top racing drivers find it impossible to drive down a straight piece of track without running into each other sure beats the hell out of me," said Gurney, who got KO'd along with Foyt.
Following the second red flag in two years, the race resumed and it was between Clark and Ruby for most of the first 150 laps. After leading 68 laps, 'ol Rube's Eagle/Ford lost power and Clark had a pair of uncharacteristic spins but didn't hit anything and on lap 151 it was fellow Scot Stewart in the top spot.
The future world champion held it for the next 40 circuits and owned a comfortable advantage with 10 laps left when his Lola/Ford lost oil pressure. Hill, who had started 15th in his first-ever oval and admitted he was very uncomfortable with the high speeds and walls, suddenly found himself atop the scoreboard in his Lola/Ford (bottom).
Already an F1 champion (1962), Hill became only the fifth rookie winner – much to the dismay of Clark, who tried to pull into Victory Lane only to find his British buddy already occupying it. Chapman (right, with Clark) claimed USAC scoring was in error but opted not to file a protest.
"Nobody is more surprised than I am," chirped Hill in Victory Lane along with rookie owner Mecom.
Johncock – who had to start the race in the pits to have his damaged nose cone replaced – managed to run the 500 miles in the fastest elapsed time but finished fourth, behind Hill, Clark and Jim McElreath.
There was always a rumor that Tony Hulman had paid Johncock the winner's share as "hush money" because USAC had privately admitted he was the true winner.
"I might have won but I sure didn't get paid for it," said Johncock, who would go on to become a two-time Indy champ.

senor honda

INDY DIARIES: Safety gear for the first Indy 500

Friday, 20 May 2016


Mark Dill / Main image by IMS Photo Over 99 runnings, the Indianapolis 500 has become the most famous event in motorsport. That iconic status is built on a bedrock of hundreds of small stories, and to celebrate the centennial race, RACER.com has asked some of the people who are part of Indy's fabric to share a few of those stories with us. Check back with Tampa Racing every day between now and race day for a new 'Indy Diary' entry.

This photo of race driver Joe Jagersberger was taken just days before he competed in the first Indianapolis 500 on May 30, 1911. The image was to illustrate the protective gear he was using to shield himself from injury in the event of a high-speed accident.
From top to bottom, Jagersberger relied on the dubious protection of a leather skullcap, a full-face mask with goggles, a tight corset, taped forearms and leather gloves. Jagersberger was involved in the most spectacular accident of the day when on lap 87 his steering gear broke and his Case – yes the agricultural equipment manufacturer ventured into automobiles – was hopelessly unmanageable on the front stretch.
His riding mechanic Charles Anderson baled out of the cockpit but miscalculated the car's speed. He fell to the bricks hard and rolled. Stunned, Anderson remained there sprawled out in the middle of the track for several moments.
Harry Knight, driving a Westscott, swerved to avoid the stricken man and lost control. His skidding racer careened into the pit area because the Speedway did not have a retaining wall between it and the running surface at the time. Knight slammed into the Apperson of Herb Lytle and Caleb Bragg's Fiat, both being serviced at the time.
This incident is blamed for the scoring confusion that prevailed in the first Indianapolis 500. News reports indicate many scorers and judges abandoned their posts to run to the accident to help or even out of curiosity. This is frequently blamed for the uncertainty over the outcome and contributed heavily to a controversy about whether Ray Harroun or second-place finisher Ralph Mulford was the true first champion of the historic race. Fortunately, no one was seriously injured in the accident.
Jagersberger's driving career came to end just a few months later when injuries from another racing accident forced the amputation of his right leg. He later formed the Rajo Motor and Manufacturing Company whose main business was the production of racing cylinder heads for Ford Model T cars. His work there earned him an induction in the National Sprint Car Hall of Fame in 2007, fifty-five years after his passing in 1952 at Racine, Wisconsin.
With thanks to www.firstsuperspeedway.com

senor honda

INDY DIARIES: "... then I thought, '****, I'm going to win a million bucks!'" Saturday, 21 May 2016

Mark Glendenning / Image by IMS Photo
Over 99 runnings, the Indianapolis 500 has become the most famous event in motorsport. That iconic status is built on a bedrock of hundreds of small stories, and to celebrate the centennial race, RACER.com has asked some of the people who are part of Indy's fabric to share a few of those stories with us. Check back with Tampa Racing every day between now and race day for a new 'Indy Diary' entry.

"I think at the time, my 1990 win was a bit of a surprise, more to outsiders than to insiders. When you spend two or three weeks at Indy, people who are paying attention know who is quick on full tanks, and who is running on their race set-up, and they pretty much figured out that we had our act together that year.
"Around lap 150, Bobby Rahal was leading, and he and Al Unser Jr had trouble with tires blistering. I had a set of tires with blisters, but not as bad as those guys – I think they had to make an unscheduled stop, whereas I could still make my scheduled stop, which made the difference. So Rahal was leading by seven or eight seconds, but I closed in within about five laps. My speeds were almost the same as they’d been in qualifying. I was on a roll and felt like I was on cloud nine, like nothing could go wrong.
"Going down the back straight, I drafted Scott Goodyear, my teammate, and then I drafted Rahal, and then I drove underneath in Turn 3 at the last moment. I think it surprised Rahal because he turned in and then went back up again. But with that move I took a big lead immediately, because I put him in a spot where he had to lift off a little bit. And from thereon I think I went to a 10 or 11 second lead, and just controlled the race.
"With about 10 laps to go I was driving around thinking, ‘s***, my parents are watching this at home’. I know my parents and in-laws were watching the race from Holland, because they showed it live there. The other thought that crossed my mind was, ‘s***, if I win today I’m going to win more than a million bucks!’
"Those are the two thoughts I remember in the last few laps. After that I told myself, ‘OK, stop thinking. Drive’. Throughout my career I have done a lot of self-coaching, and I would self-coach myself through last laps of races.
"When I won the race, I raised my arm when I crossed the finish line, and I actually really hurt my arm because I was still going about 200mph! I remembered that when I won the second time [in 1997], and kept it a little bit lower."

senor honda

Arie Luyendyk won the Indy 500 in 1990
https://www.youtube.com/watch?v=8ec2VlpshTc

and 1997
https://www.youtube.com/watch?v=hWvIBqJpbIY

senor honda

1990 Indy 500 2 hours plus......
https://www.youtube.com/watch?v=htqu5Au8Kvk

penske1

bobby unser said at the end of this that is would be the fastest race they would have for some time.....little did he know that record would not fall for another 23 years. Tony Kanaan reset the race record in 2013.

senor honda

1979 Indy 500

https://www.youtube.com/watch?v=gLG_NZf2AcE
USAC Champ Car Series/SCCA-CART World Series
63rd Indianapolis 500

senor honda

1983 Indy 500

https://www.youtube.com/watch?v=6t5ta8xlH0g

Starts with the last 2 laps of last year......close.....