Well said Bruce !!!
Regards Brian
Regards Brian
There is no "right" or "wrong"; it is a matter of personal choice. That was simply my opinion, others will differ. After all, some like low riders, pickup trucks, and "art cars".Neil - My 935 tribute is still very capable on the track, but makes use of its license plate more often than it's track roundels. Yes, I have backed it off a bit by dropping spring rates 100 pounds per corner, revalving the JZ shocks, and running Michelin Sport 2's. I never intended to race this car - boulevardiering and track days only. And, for those purposes, she is sublime. Now, am I a poseur because I love the purposeful look, because I enjoy the ritual of 6 point belts, because the sound and vibration and endless power are stimulating? I think not - I am an enthusiast, enjoying my car while, everywhere I drive, my car pays homage to the greatest production-based racecar in history. With the Lola, I am doing the same thing. Yes, I hope to "race" with my elbows in at several vintage events, but my primary motivation is participation, not victory. Because my Lola is open and simpler, it can run truer to track form, with few performance compromises, while still remaining acceptable for the street. Remember - neither of these vehicles are designed for grand touring. They are comfortable and appropriate for short trips to shows, cruises, restaurants and the like. This is what I love about cars - they give us freedom of motion AND expression, and fun while we're utilizing both.
Nice project...pictures?I'm building a Mclaren M6 gt coupe. rivet correct car. Would fill the bill!
Good information and nice pictures but re-read my post. I was referring to the Lola GT Mark 6 GT.Neil - you have presented a number of misunderstandings. The T70 shape is indeed gorgeous, and has been replicated by a number of firms including Race Car Replicas in the USA (RCR); Gardner-Douglas in the UK; Sbarro in Switzerland produced 13 copies; Broadley Automotive in the UK; and Universal Products in South Africa, to name a few. The cockpit in original T70's is plentiful for the driver, accommodating 6 footers and more with ease, but like nearly all Can-Am cars of the period, very tight quarters for any passenger. Can-Am rules required a passenger seat, so the race cars retained a stronger similarity to street sports cars. In order to minimize the penalty of an unused passenger seat, Can-Am constructors were allowed to install kiddie seats for the passengers. This allowed a narrower overall cockpit, with more room for fuel in the rocker panel area. I am 6 foot 200 pounds and cannot fit into any of the Can-Am passenger seats I have tried on.
The chassis under my car is a reversion to the Mk I chassis, which was aluminum monocoque incorporating a steel ladder frame. John Gyann, the constructor of my car, utilized the the Mk I chassis concept to provide greater strength for road use. He also employed proven C4 Corvette architecture at the wheels (uprights, spindles and more) for added strength and serviceability. Remember - John's brief called for a race car that could handle the boulevard as well as smooth, perfect race tracks. Gyann was aware that John Surtees nearly lost his life due to the lightweight, cantilevered spindles in the unique front end of original T70's. Original T70's employed inboard front brakes, made possible by a cantilevered wheel suspension which was prone to failure. Surtees lost a front corner at the end of a straight at Mosport on 9/25/65, and bore evidences of the mash-up for the rest of this life. Gyann further modified the chassis in my replica by widening the cockpit, allowing full-sized seats for both occupants. Thus, my fuel cell space is reduced to 14 gallons per side, as opposed to the original approx 25. Otherwise, my car is quite similar to a Mk I, though a bit heavier due to added steel in the frame and the C4 wheel assemblies. In fact, my T70 has been granted logbooks and has participated in HSR and SVRA vintage events, including Road Atlanta's illustrious Walter Mitty. It has also won a few events, though it has only 495 miles on the odo since new and has never been campaigned intensively. On my car, the hood is original, the cowl is heritage, and the balance of the panels were molded from originals. First images are of my car are current livery. Second areView attachment 126670View attachment 126671View attachment 126672View attachment 126673View attachment 126674View attachment 126675View attachment 126676View attachment 126677View attachment 126678e intended livery:
I think you have answered your own question as to why there aren't Mark6 GT reps out there - too small. At the risk of generalizing, most gents in a position to spend the time and money on building a replica are older, consequently probably a bit heavier and less agile than they used to be. The Mark 6 never achieved mythic status of the GT40, so the chance of someone embarking on a build of an even more space constrained package is small. Cool as they are, it's still a tough proposition.Good information and nice pictures but re-read my post. I was referring to the Lola GT Mark 6 GT.
True but not everyone is 6'2". Having such a unique replica as a Mk 6GT would be really appealing to me... if I could fit into it.I think you have answered your own question as to why there aren't Mark6 GT reps out there - too small. At the risk of generalizing, most gents in a position to spend the time and money on building a replica are older, consequently probably a bit heavier and less agile than they used to be. The Mark 6 never achieved mythic status of the GT40, so the chance of someone embarking on a build of an even more space constrained package is small. Cool as they are, it's still a tough proposition.