Vic Elford, TNF member

A warm welcome to you, Vic - how could we have forgotten you when you drove 908/3 so recently!

I'm not sure I realised you had driven 917-30... could you tell us a little about that? I find it interesting that drivers of that particular car - Mark Donohue, Brian Redman and yourself all have/had an unusual breadth of top-level racing experience...

As you may deduce from my log-on ''name'' a few reminiscences of 2J (and Jim Hall's Camaro) would be most welcome as and when you have time... !

How could we not remember you?
A replica of the Elfford/Larousse 917K Martini Sebring stands proud in my living room.
Alongside my Porsche 917 book with a colour picture of Ellford on the back cover.
If I am not mistaken, you had the highest average speed at Sebring until it was improved upon later in 1985
Truely a fantastic addition to a great BB.

Vic,

I have a video copy of a long forgotten (or so it seems?) movie/documentary which you narrated called "Wheels of Thunder". If at all possible, could you enlighten me on a few more details about this one? It is obvioulsy a bootlegged VHS tape with very little information on it.

Any info is welcome!

To Vic or Doug Nye: I've been seeking expert information FOR YEARS regarding the Long-Tail 917. Obviously, it was a derivative of the original 917, but was the extended rear bodywork designed to increase high speed stability on the Mulssanne and other high speed circuits? Also, wasn't the Long Tail a bit of a disappointment with respect to its short-tailed sibling? One more question.... did at least one Long-Tail employ skirts over the rear tires/wheels at its last/only Le Mans appearance? Thanks for any information provided.
-Duck

Thanks for visiting us Vic

These old grey cells don't remember any specific drives, but I do remember that, amongst other things, you more than conquered the 917, and in my book that's 'nuff said.

Now that Vic's taken the plunge, wouldn't it be nice if Brian Redman clocked in too?

Thanks to Vic Elford! I can only repeat what others said: it's great that one of my boyhood heroes dropped in. Though my question regarded more 1971 Targa Florio (see 908/03 thread), it was fascinating to read about team politics then.

Duck,

I have presently not the time to check details, but Porsche tried to get faster speeds on the Hunaudieres straight (they had longtail versions of the 906 and 908 models before), but the short cars had better handling, so that the advantage of the longtail models was smaller that expected. The other advantage of the longtails was that they needed lesser fuel. I think in 1971 they had the skirts over the rear wheels. BTW: Ferrari had longtail versions of their 512 in Le Mans, too.

Regards
Michael

Michael/917 - Thanks so much for your informative reply re the Long Tail. Ah, those WERE the days, weren't they - that very brief period from 1969 through '71 with the 917's and 512's going at it relentlessly. I recall watching the Long Tail w/ skirts at Le Mans on ABC's Wide World of Sports.
Vic, thank you ever so much for your memories and insight pertinent to the most fearsome sports car ever produced - the 917!!!!!!

Just brilliant!


Vic Elford on this BB.


Thought I'd died and gone to heaven.

...I hope you all enjoy these memories.

Yes, absolutely.

I won't promise to do this every day...

I'm impressed that you decided to return at all. We are a strange bunch...

Thanks again, and welcome.

Dave

Originally posted by Vican
The Shadow. Which one? The terrible thing with cotton reel wheels? Probably the worst thing I ever drove - anywhere. In fact George Follmer, Jackie Oliver and I all drove it once, and then said "never again!" The big one with twin turbos that I drove in the last CanAm race at Riverside? The most powerful race car ever built - yes even more powerful than the 917/30 that I also drove - but with 1400 HP in an undriveable chassis, it was also something to forget.

Lack of diligence on my part, sorry.

This one, http://www.vicelford...lery/6large.jpg, the "Strange Shadow".

Thanks for your time and sharing your memories with us.

Originally posted by Vican
Maybe here, maybe elsewhere but there were questions of "why only one 908/3 at the Targa Florio?" Politics. John Wyer was supposed to have everything first, but Piech thought the best chance to win was with me so he insisted that I have a 908/3 with the Salzburg team in 1970. Just to prove the point to Wyer, he had brought along a 917 as well. So after setting (I think) the fastest practice time in the 908/3 he then asked me to do a lap in the 917. I think I then did the second fastest lap in that. But what a monster around those tight twisty roads. I was in second or third the whole way except for the four mile seaside straight where I was up to well over 200 mph and using ALL the road to do it! At the end of one lap I was a total physical and nervous wreck and had to be lifted out of the car.

Many thanks for that, Vic - I never knew that the 917 had done a lap at the Targa! If only someone had made an in-car film in those days - that would have been one to sit with Derek Bell's 956 lap of the 'Ring:)

- Michael

Originally posted by Duck
To Vic or Doug Nye: I've been seeking expert information FOR YEARS regarding the Long-Tail 917. Obviously, it was a derivative of the original 917, but was the extended rear bodywork designed to increase high speed stability on the Mulssanne and other high speed circuits? Also, wasn't the Long Tail a bit of a disappointment with respect to its short-tailed sibling? One more question.... did at least one Long-Tail employ skirts over the rear tires/wheels at its last/only Le Mans appearance? Thanks for any information provided.
-Duck

Regarding the 917L and K I think it is the reverse. The original car was the long version, as Porsche’s ideas at the time seemed to be that top speed must take precedence over the rest.

As a consequence, there were L versions of the 907 and the 908. The cars were very difficult to drive as they had little stability at high speed. The 917 was particularly difficult because of its very high top speed and very powerful engine.

As a matter of fact, Siffert and Redman declined to use the 917 in 1969 (although Siffert drove it to victory in Austria, with Ahrens) precisely because of that.

When Porsche officially withdrew from competition (1969-70) and relied on John Wyer and the Salzburg teams, there were joint efforts (from Porsche and Jonh Wyer, each claiming primacy) to develop a more stable 917.

There were some essays and it emerged that the short (K) version was slower in the straights but faster in the bends.

The 917L was retained for Le Mans, but in 1969 only Elford-Attwood drove it (and they almost won) and in 1970 it was Elford-Ahrens in a 5 litre (and also Larrousse-Khausen, but I quote from memory, in a 4,5 litre machine) that took the L version.

The car was very difficult to drive, perhaps chiefly in the Hunaudières, were it was all over the place and very unstable. But it had a top speed that was much higher than the Ks, and Elford (L) and Siffert (K) had a memorable duel.

In 1971 the car was much evolved, and the L version was very stable. That is why most teams chose it for Le Mans. But it would again be a K version that won. As a matter of fact the L version never won Le Mans, which was its main purpose.

Originally posted by MichaelJP


Many thanks for that, Vic - I never knew that the 917 had done a lap at the Targa! If only someone had made an in-car film in those days - that would have been one to sit with Derek Bell's 956 lap of the 'Ring:)

- Michael

It did and Vic Elford managed a great qualifying time.

There is another interesting point regarding big 5 litre cars in 1970. Vaccarella-Giunti raced a Ferrari 512S and, in spite of the weight and too much power of the car they challenged Siffert-Redman for the victory.

The Porsche 908/3 was much faster and Siffert and Redman indeed beat Vaccarella an Giunti, but the real reason for defeat was a mechanical problem in the Ferrari (they hit a large stone and the steering was affected).

Herbert Müller (another Targa specialist) and Mike Parkes also drove a 512S that year, but they were never close to Vaccarella.

Vic Elford, Shadow DN2, Riverside Raceway 1973

This is great, now two great drivers have visited this forum.

We have truly expert opinions in this forum.

My word - I can't begin to imagine what a fast lap at the Targa in a 917 must have been like. Apart from truly scary, of course. I bet the driver of that car walked funny - because it would require humongous cojones to do such a lap .....

That description of a 917 lap around the Targa Florio got MY attention...200mph anywhere in Sicily without a gun to your head? You've got to be kiddin' me, no wonder he was exhausted! I can't imagine the mental energy that took!

How Vic and Brian Redman survived is beyond my imagination.

OMG... I leave TNF for 4 days and look who shows up!!!

Absolutely stunning... I have been trying so hard to come up with just the right question for Vic..One specific moment, one specific anecdote.... but still I cant come up with the correct one...

For now I am happy with the geneva show about the 917.
Vic -whoa!-... Mr. Elford could you care to comment on a brief driving impression of the 917?? Maybe care to comment further on the difficulty to controll it at high speed?? perhaps a particular moment behind the wheel of the 917??

Thanks in advance

Regards from Mexico City
Carlos

Nothing else to add, Vic Elford! Damn, is this cool.

Wow, Vic Elford! If only they had had a combined World Championship...

A question which may seem trivial, given the other areas in which you excelled: how on earth did the NASCAR deal come around? Spin-off from Can-Am?

Fantastic to have Vic here with us.

I remember having seen Vic on several occasions at the Nürburgring during the late sixties and early seventies.
When Porsche was testing the 908s for the 1969 1000 KM I was right there taking some photos and autographs. I also met Vic at the 500 KMs in 1970, a race that he won in a Chevron B16.
And in the BRM Formula 1, of course.

Vic, do you remember these 1969 Porsche tests? Am I right, that 2 of the new 908s were wrecked and one of them by you? Can you tell us something about these accidents? Only one of the cars started in the race and was driven by Herrmann/Stommelen.

I'd like to post the photos here, but can't do it myself. Maybe someone can do it for me?

Udo

Quick answer to RSNS (post 64) :

Regarding the 917L and K I think it is the reverse. The original car was the long version, as Porsche’s ideas at the time seemed to be that top speed must take precedence over the rest.

IIRC the original 917 (first shown in Geneva, March 1969) was the long one, but the long tail could be removed very quick and then you had the original short version. Only from 1970 on K and L had different bodies.

Regards
Michael

Originally posted by Ross Stonefeld

And hell, he's probably the only Englishman ive met with a proper tan

I've never seen Brian Redman looking pale or like a lobster, let's put it that way! Something about this old racer drivers - they tan well!

I'm a bit worried with all these drivers popping up, one of these days they might pop up to *my* thread & I'll have got it wrong.
Seriously, it's nice to have another legend amongst us. Not only a superb driver but he gets to test drive cars in the Florida sun. Now that's cool! Welcome Vic & hope you enjoy it when you have the time to post

Now.. Wolfie, let's try for Ottorino Volonterio next.......

I have lived in Florida most of my life and saw Vic Elford race at Sebring and at Daytona.

I will never forget Sebring in 1971 when he won in the Martini and Rossi Porsche 917!
Now I have ALWAYS and will ALWAYS be a FERRARI fan but I gotta tell you to see the way he drove that car in the eleventh of twelve hours at Sebring...it was on the rev limiter..almost sideways coming out of the hairpin ...lap after lap..those cars were something to behold.

Vic was and is an awesome guy..I have had the pleasure to meet him ...I know.


BTW IMHO the best eras in Sportscars racing were 1957 (Ferrari 315S/335S vs Maserati 300s/450S)...1967 Ferrari 330P4 vs Ford GT MK IV vs Chaparral 2F )... 1970/71 (Ferrari 512S/M, 312PB vs Porsche 917K/L, 908-3).

Originally posted by MichaelJP


Many thanks for that, Vic - I never knew that the 917 had done a lap at the Targa! If only someone had made an in-car film in those days - that would have been one to sit with Derek Bell's 956 lap of the 'Ring:)

- Michael

If you can ...get a copy of Michael Keysers (VHS), "The Speed Merchants"..Vic does a lot of narration in that as an Auto Delta Alfa Romeo 33/3 driver.. there is some incredible in car footage of him driving an Alfa at the Targa Florio!! Check it out!!

Cheers Vic! Great to have you aboard!



Johnny

Did Mark Beckman do this? Incredible, and thank you Mark...

I found Vic to be very easy to get on with and learn from at Adelaide ... and yes, I did mention the chain smoking before... but you can't say, Vic, that I didn't also say it to you person to person.

In fact, I was just looking at my notes I took that weekend today. I'm in Adelaide at the moment to chase up some other stories I'm working on and having a very interesting time. I drove over parts of the GP circuit today in the course of getting about the place, there are the lines on the road that mark out the circuit and are painted over so everyday motorists don't get confused.

Vic, good to see you posting... what we might do is get up some URLs of old threads that we know you'd add a lot to ... if you don't mind, that is... just when you have the time...

Hope Milka is doing well still... and you're having fun too.

No Vic Elford did this and has bought a wonderful feeling to many in this forum showing us that his decency as an individual appears to equal his driving ability.

Thank you Vic

People like Vic Elford must be a example for today´s drivers.............Elford is a true gentleman.........................

Sorry Ray!

Thanks everyone,

You've all made my day(s) this week. so I'll try to answer some of the questions raised. No special order and forgive me if I don't remember who asked what.

No, I never destroyed a 908 at the Nurburgring. But in 1969 Jo and I were testing the new "flounder" body and we both had monumental moments during practice. Both of us took off at "Brunchen", which for the unititiated means litterally "little bridge" and was a humped back bridge taken at (I'm guessing) about 50 mph. Instead of a little hop over the top as usual, the car simply rose in the air until it was nearly vertical and then crashed back to earth on it's tail. To show you how vertical we had been, we both had identical crash damage - the rear jacking points on the chassis were completely bent and destroyed!

On the same weekend I had another moment. (You have to remember that aerodynamics was in it's infancy at that time). On the fast up-hill run from Adenau toward the carousel there was a very slight crest where we would take off at about 140 mph. Nothing exciting since once the car was airborne it almost followed the trajectory of the road, so we started off about 9 inches in the air and the gap slowly narrowed until we gently touched ground again about 40 metres later. But not this time! I took off and just carried on upwards. As I passed over the edge of the road I peered down over the side of the car to see myself going almost directly over the head of great German photographer, Rainer Schlegelmilch, lying in the grass beside the track. And the car was actually cushioned quite well when it landed in the bushes.

In 1970 or 71, I don't remember which, I was testing at the Nurburgring SudSchleife with the 908/3. We only had the morning to test beacause of maintenance work being carried out and it was misty, dismal and damp. We sat around in the pits most of the morning and eventually the engineer in charge, I have a feeling it was Peter Falk that day, said, "Vic, go and have a look and see if we can do anything useful". So off I went, trying for many laps to get some heat in the tires and everywhere else. I started to speed up a little and then came out of one corner, got the power feeding in very gently, but still too soon, and spun. I went along sideways for about 50 metres with the front of the car buried in the hedgerow till I came to a stop. And that ended that test.

Again in 1970 Jo and I were testing at the Nurburgring (the Nordschleife this time) and again we only had the morning to work. We were doing comparison tests between the 908/3 and the 917 and guess what? I was in the 917. We started about 6.00 am and spent a few slow laps making as much noise as possible to try to get rid of the wildlife. Then we started in earnest and about three quarters of the way around my first lap I was coming through Pflantzgarten flat out, I suppose about 140 mph. For those of you who do not know it, Pflantzgarten is a series of flat out, very fast swerves, but totally blind since there is a brow before each one and you have to set up the car's line before you crest the brow. As I came over one brow there was an eagle sitting right bang in the middle of the road. The poor thing did it's best but had only got about two feet off the road before I hit it. I staggered back to the pits with colossal front end damage, the entire front hood as well as the windshield being completely detroyed. Herr Bott was the engineer in charge and said, "Ach, Herr Elford, where did you go off?" "I didn't" was the reply, "I hit a bird". At which the entire crew fell about laughing. So four of us, Bott included, piled into a couple of 911's and - fortunately for me - found the poor creature exactly where it had fallen.

The 917

The first 917 was the one I fell in love with at Geneva in 1969. It was not interchangeable and was not a "short" or "long" tail. It was simply a 917. It had indeed been built with it's slippery shape to win Le Mans and as I have already told you, the first year there were only two. The "test" car for Stommelen which was to run flat out until it broke and then see what broke and why. Having had other ideas, Richard Attwood and I drove ours as softly as we could, but we didn't win either. Rolf had done what little testing there was until then and I had never even sat in mine until we got to Le Mans. Piech's theory was pure speed and my philosophy was the same. The last thing I wanted to do at Le Mans was RACE. So the 25mph advantage in top speed was welcome, but it was a monster to drive. We had to lift for the kink but it had to be a very slow... lift, otherwise the rear would come up very quickly and start steering the front. Not ideal at about 220mph! The same was true at Mulsanne corner. We had to lift slowly to let the car stabilise itself before going to the brakes. Fortunately by the time the race started the car had already gained an awesome reputation among the slower competitors. Every time I came out of Tertre Rouge I would see everyone in front of me lining up on the right, waiting for me to go by. Except one time in the middle of the night. Two 911's were duking it out and one decided to pass the other. I was far too close to even think about braking so I had to go by flat out with two wheels on the grass. Heart stopping!

The following year, Gulf/Wyer chose to stay with short tails and I was the only one to choose a long tail. Once again, my philosophy was pure speed and the long tail was almost 25mph faster than the short ones. Whenever I caught anyone, including the other 917's or the Ferrari 512's, I simply waited till we got round the next corner and then just drove by! It also had it's other little perks, like allowing me to be the first man to lap Le Mans at over 150mph average in qualifying. But Piech and co. had done wonders since the year before. The car was still a little difficult to drive, but only because you could not abuse it. With the short tail, if you made a small mistake into a corner it was no problem because you could still move the car around a little. With the long tail you had to be extremely precise. It didn't take kindly to being muscled aroud so you had to get it right - every time! In fact it was so good that when I tested it at Weissach before going to Le Mans I broke the Weissach "CanAm" track record - even though it already had it's le Mans gears (way too high) in it. The kink on the Mulsanne straight was flat - at night - in the rain. And I could brake (in qualifying) just after the 300 board at Mulsanne corner, from over 240mph to about 50mph. It was so good that having lost time early in the evening I was then able to make up a lap an hour on the leaders during a wet, foggy night.

To my knowledge, the short/long tails were NOT interchangeable by just changing the bodywork, there were a lot of other differences under the skin. Doug Nye can probably tell you better than I, but I don't even think the front end was entirely the same shape either.

Daytona 500

In 1968 I had just won the Monte Carlo Rally and a week later found myself at Daytona. Bill Fance Senior came to meet me at the airport himself. It was my first visit to the States and until then I didn't even know where Daytona was. One thing I can tell you: when I got off the 'plane that night and felt the warm, balmy air with the smell of orange blossom and goodness knows what else, I KNEW that one day I would live in Florida - and here I am. For some reason Bill and I got on like a house on fire. I had seen the 500 on film (no videos in those days) and after I won the 24 hours, I asked Bill if I could come back next year and do the 500 next year. "No problem" he said, "I'll arrange a car for you".

So in 1969 I finished 11th (I think) in a Dodge. I did it again in 69 but got taken out by another car in the pit lane. In 1970 I was back and came from 33rd spot in my 125 mile qualifier to 7th. In the 500 I was running 7th with only a few laps to go and the crew let me run out of gas! But I still finished 10th.

Paul Hawkins' firecracker

For my first Targa Florio in 1967, Paul and I shared a car to drive from Stuttgart to Naples and then onto the ferry to Palermo. There were perhaps 9 or 10 Porsches in the convoy and with typical German precision we were all given our place in line. Perhaps because we were the only English speakers, we were given the spot of "tail end Charlie". All went well until we got to the traffic chaos that is Naples. I was driving and with every intersection found it more and more difficult not to get separated from the car in front of me. At one intersection we finally got blocked by a guy on a motor scooter in the middle of the road in front of us. Since the Germans had assumed we would all stay together we had been given no instructions as to where to find the port we were aiming for so we hadn't a clue where we were going. Hooting and waving had no effect as I watched the cars in front rapidly disappearing from view. "Don't worry Vic" said Paul in his thick Australian accent, "I'll move the f****** Bastard". And with that delved into the bag at his feet and came out with a little round fire cracker. He lit it, opened his door and rolled the thing under the car directly at the guy on the scooter. It exploded just as it got there - and a second later the guy was gone and we were able to catch up to our convoy.

"that move wasn't on"

Just like the one Kenny Brack tried at Canada corner last weekend. Only there, watching on TV, my comment was even more economical. As he pulled out of Tracy's slipstream, I just said to myself, "No way"!

There.

I hope that keeps you all happy for a few more days.

Originally posted by Vican
I hope that keeps you all happy for a few more days.

At least until the autobiography comes out, hint hint.

Many thanks.

Originally posted by Vican
Sorry Ray!

Thanks everyone,

You've all made my day(s) this week. so I'll try to answer some of the questions raised. No special order and forgive me if I don't remember who asked what.

No, I never destroyed a 908 at the Nurburgring. But in 1969 Jo and I were testing the new "flounder" body and we both had monumental moments during practice
.

.

THANKS VIC!!!

That corrects my knowledge of those test days in 1969.
It was really a great time for me and my friends to see the whole Porsche equipe testing at the Südschleife. The cars were located just in front of the bridge over the track immediately after the turnoff from the south loop.
Anyone to help me with posting the photos taken there?

Udo

Thanks Vic.

Wasn't that just superb..... who else could one find who would be so interested, and so interesting????

DCN

Originally posted by Vican
Mark Beckman told me about this site this morning and I promised to check in and say "Hello".

So Hi there everybody. Thanks for the nice things I have been reading about me.

Sorry Ray about the chain smoking. The worst part of that was fourteen and a half hours on Quantas from Los Angeles to Sydney - and back.

best regards,

Vic Elford

Hello Mr Elford!
This little mail just to say a sincere THANK YOU for all the nice memories you gave us.
Great drivers....you are one of them!

Kind regards

Carlos
Belgium

Thank you, thank you, thank you! I was only able to see you drive in competition once, the Rd. Atlanta Can Am, in the Chaparral 2J. This was my first road race after attending more drag races than I can count. I only returned to the drags one more time. I was converted! I have seen you several times in vintage races though. Thanks again, Vic.
PS - any Chaparral stories you care to share with us?

Those were the good old days, great stories ,thanks Vic!

Vic Elford

Thank you very much for sharing some of your memories with us. It's really a thrill to read. I hope you have a secretary, or that your speed as a typer is somewhat compairable with your speed as a driver. (Maybe "pilot" is a better word than "driver", regarding your adventures at the Ring.);)
I must admit, that I've never seen you race (I'm danish so...have'nt had many opportunities), but I've known your name since I was 9 years old, as you are driver, on the best card (Porsche 917, Le Mans '69) in my childhoods favorite car-card game....
It's funny, but now as I sit with this very patinated and worn card, I notice that the car has got ajustable "flaps" (more flying terminology). Were they connected to the steeringwheel?
Ooops, there you got another request.....sorry...

But once again......a humble

Thank you


Vincenzo

GRANDE VIC!!!

I remember seeing you in Buenos Aires 1000 Km!!

This FORUM is UNBELIEVABLE!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

Ignacio

Vic,

My humble thanks and deep appreciation for taking time to join us here.

Thanks Vic for sharing your time with us, and the story on "hawkeye".

This is a fantastic thread! Online with Vic Elford! Many thanks.

Thank you, Vic, for sharing with us all. It's wonderful to hear your stories!!

Originally posted by Vican
I hope that keeps you all happy for a few more days.

Your stories sir, are like fine wine.

Thank-you for sharing with us.

Vic Elford is amazing. Apart from being a superb driver, he has a wonderful turn of phrase as well. Reading through the description of some of his adventures at the 'Ring are better than any story by Clancy or King .....
"As I passed over the edge of the road I peered down over the side of the car to see myself going almost directly over the head of great German photographer, Rainer Schlegelmilch, lying in the grass beside the track..." Wonderful! One wonders if the great photographer got that particular picture - the underside of Vic's racecar passing over his head at great speed .... I suspect very strongly that Herr Schlegelmich was trying his level best to burrow into the earth as rapidly as possible, with photography taking a back-seat to survival at that moment.

Vic - you would be doing enthusiasts all over the world a great service by letting us know more about yourself. And I can flat-out guarantee that, as far as it is in our power the help publicise such a book, it shall be done, and done well.

In deep appreciation of the time you've already spent here, nonetheless. Thank you.

Vic, a sincere Thank You for the extraordinary time you've taken this week to satisfy our thirst re your personal memories. We've got a good lot here in the N.F., and anytime you have a moment or two, please don't be a stranger.
-Duck

Is it just me or there are some great quotes in this particular post??
Check this out:

Originally posted by Vican
Instead of a little hop over the top as usual, the car simply rose in the air until it was nearly vertical and then crashed back to earth on it's tail.

Vic Elford on driving the 908 Flounder

Originally posted by Vican
"Ach, Herr Elford, where did you go off?" "I didn't" was the reply, "I hit a bird".

Originally posted by Vican
Piech's theory was pure speed and my philosophy was the same.

Originally posted by Vican
Every time I came out of Tertre Rouge I would see everyone in front of me lining up on the right, waiting for me to go by.

Coolest one IMO

Originally posted by Vican
The kink on the Mulsanne straight was flat - at night - in the rain. And I could brake (in qualifying) just after the 300 board at Mulsanne corner, from over 240mph to about 50mph.

How ´bot that one for a sig???

Priceless stuff.

Thanks again Vic
Regards from Mexico
Carlos

Originally posted by Vican


I can't believe everything that has happened here since yesterday! I think Mark owes me a vacation in Australia!

Vic Elford.

I may have to charge you a tall tale or two !!

Drum up the airfare and I'll help you show him round, Mark!

Great stories, well worth reading, and a great contribution to this forum...

Did you seek out any old threads about you, Vic?