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became stuck in the high-downforce position, significantly crippling their straight-line speed. The remaining 2F would remain in or near the podium places in the early hours of the morning, despite its hinderance, but pitted shortly after 5 a.m. after a transmission seal broke. Instead of opting to retire, Hall decided it would be better to attempt a repair. The regulations stipulated that only two persons could work on a car while it was in the pits, and Hall predicted a full transmission replacement, necessitated by the way the 2F was designed, would take two to three hours with the available manpower. Almost three hours later, the 2F re-emerged 17th, and was met with an ovation from the crowd. However, the gearbox would fail for good almost an hour later, and with that both 2Fs were out of the race.
996:
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34:
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Hill, Surtees, and Ickx all struggled getting off the start line, with Hill fiddling to get his safety harness on properly, and
Surtees and Ickx both having trouble starting their engines. Hill set off on a charge once he finally settled in, passing a significant number of cars on his first lap, working his way up to third by the second lap. Hill also managed to set the lap record on his second lap, despite the significant number of backmarkers, clocking an 8:42.1. By the fourth lap, Surtees and Ickx were seventh and ninth, respectively, with only
753:, with Spence barely getting any practice time either. When it came to the race though, the 2F proved to be very quick, lowering the lap record several times throughout the race. The Chaparral exchanged the lead with the Fords several times, as the latter needed to pit more often due to fuel pump issues. Come the eighth hour, Hall came in to hand over the wheel to Spence, however, the transmission was already overheating, and Spence retired after a few laps with differential failure, ending their Sebring campaign.
967:'s displeasure. Shortly before the fifth hour, Spence made his last pit stop for fuel and changed seats with Hill, re-emerging almost twenty seconds ahead of Amon's Ferrari. Amon would later pit right before the end for a quick refuel and to switch places with Stewart, allowing Hill to take the checkered flag. Hill and Stewart had lapped the rest of the field in what was Hill and Spence's last victory in motorsports, the former retiring, and the latter fatally crashing during practice for the
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849:. Hill and Sharp were careful not to push the car too hard, with Le Mans approaching they could not afford to damage or destroy a chassis. A slow puncture that began at the Collesano corner on the ninth lap brought their race to a close. Sharp did have a spare tire, but it was for the front tires only, whereas the puncture had occurred at the rear. The 2F, despite not being Italian, was met with a sympathetic crowd upon their retirement.
618:
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system failing. The battery system was successfully repaired; Hill rejoined two laps down. Several other cars including the leaders pitted soon thereafter, shaking up the order, although Ickx soon retook the lead. Spence took the reins again shortly before the halfway mark, this time without a hitch. A few laps later
Mairesse crashed out in his Ferrari, leaving Ickx's teammate
493:, took the concept even further, with a full-blown rear wing mounted at the rear of the chassis, high above the driving position. Another aerodynamic innovation was the changing of the radiator position from the front of the nose to the sides of the car, freeing up space at the front and allowing the nose to act as a miniature
888:
of cars were entered, with dedicated race cars and club racers alike. This made for a hectic start, where the almost-stock sports cars had the better of the purpose-built race cars when it came to the Le Mans-style start, where drivers would run to their car and start their engines before taking off.
733:
attempts prior to the race. The following loss of traction caused Hill to strike the upper barrier on the infield banking twice, damaging several suspension components which were repaired when Hill limped back to the pitlane. The 2F came out for a few more laps, but eventually retired four hours into
675:
that allowed it to produce 392 kW (533 PS; 526 hp) at 6,000 rpm, far more power than the 427s found in production versions. The nose's
Venturi-like structure was retained, along with the side-mounted radiators. The large rear wing struts were attached onto the suspension uprights,
909:
of Shelby
American took the lead in his Ford GT40 Mk II. Spence climbed back through the places, running third by the seventh hour. The No. 8 of Johnson and Jennings retired shortly before 11 p.m, after their battery and starter motor gave out. The No. 8 also faced mechanical issues as the wing
893:
in front of Hill. Hill took the lead on the ninth lap, having mistakenly thought that he was leading on the previous laps. Come the eleventh lap, Hill pitted, much to the surprise of his pit crew who were not expecting him. Once again, transmission troubles struck the 2F, giving the team their fifth
734:
the race. Hill partially took the blame for the crash, citing his excessive exit speed from turn six, however, mentioned that Spence failed to inform him of the conditions at turn six. Prior to retiring, Hill did manage to capture the fastest lap, almost equalling his qualifying time with a 1:55.69.
688:
was later converted into a second 2F chassis. Like its previous iterations, the rear wing was hydraulically actuated by a third pedal within the driver's cockpit, with a high-downforce mode and a low-drag mode. A small luggage compartment was also included in the front of the car, which was required
462:
to increase the performance of his cars. Hall first realized the role of reversing lift-generating structures in the winter of 1963, where his first race car, the
Chaparral 2, was experiencing issues with lift at the front of the car. As Hall experimented and changed the bodywork, he discovered that
1022:
witnessed the performance and pace of the 2F, despite its mechanical troubles, increasing the interest in the implementation of aerodynamic features such as rear airfoils that the 2E had initiated. The burgeoning interest was led by a desire to increase mechanical grip as
Formula One engines became
589:
effort, with GM engineer Jim Musser saying "We stayed in the background because we weren't meant to be racing at the time. We never sponsored the
Chaparral program with cash. We did provide bits and pieces, and they did lots of our testing, from which we both benefited." Among those bits and pieces
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had a spin at the fourth hour, significantly damaging the rear bodywork, so much so that it was in danger of falling off completely. This created a dire situation within the
Ferrari pit crew, Stewart, who was leading, was also due in for a fuel and driver change but there were not enough people to
676:
so that the downforce generated by the wing acted directly on the tires, shifting weight-bias rearwards too. The positioning of the radiators on the side also meant that a roof-mounted intake was no longer needed, with cold air flowing straight to the engine. With the longer endurance races of the
813:
passed him on the fifth lap, and the 2F was fifth by the tenth lap. Ickx and
Mairesse both commanded a significant lead over the rest of the field, and Spence pitted on the seventeenth lap for fuel and to swap seats with Hill. Another mechanical failure struck the team, with the engine's battery
780:
closely behind. Shortly before the one-hour mark, Spence pitted, feeling significant vibrations at the rear of his car. Initially, it was suspected to be a tire that had been losing air, but after replacing the tire the vibration continued. Spence pitted once more, this time the cause of the
901:, with the No. 7 piloted by Hill and Spence, and the No. 8 piloted by Bob Johnson and Bruce Jennings. The first couple of qualifying sessions saw the 2F top the timing charts, with a 3:27.4 and 3:24.7 on Wednesday and Thursday, respectively. Hill looked set to be on pole, but
463:
further modifying the bodywork to generate reverse lift, or downforce, could drastically improve lap times. The luxury of having a private racetrack nearby meant Hall's development of his aerodynamics progressed much more rapidly than that of other teams.
1023:
increasingly more powerful for the tires they raced on, and cars were approaching the limit to how much mechanical grip they could extract solely from the tires. A wide array of rear airfoils appeared at the rear of several 1968 Formula One cars from the
818:
to run by himself. As the rain lightened, the rear airfoil of the 2F was put to good use, with Spence clocking the fastest lap of the race, a 4:03.5. No sooner had he done this he came into the pits with another transmission failure, ending their race.
524:
With the success of the 2E in the Can-Am championship, Hall decided to implement his rear wing structure into the 2D's successor. The 2D was a closed-roof version of the
Chaparral 2, which had been Chaparral's primary race car from 1963 to 1965 in the
608:
they had previously used. Despite Musser's assertions that Chaparral was never officially or unofficially supported by GM, there still remained much speculation within the racing community as to what capacity Hall and Sharp were involved with GM.
945:. By the second hour, Hill was running second behind Siffert, and closing in on the Swiss driver. A rear puncture in the third hour delayed Hill's charge, and a quick pitstop allowed Hill to rejoin in second, as Siffert had just pitted allowing
409:
car design in the late 1960s and early 1970s. With the amounts of mechanical grip the car and tires could provide approaching their respective limits, there was a larger emphasis on aerodynamic efficiency with race car designer
949:
to take the lead in his Ferrari 330 P4. As Amon pitted later for refueling and the driver change, Hill inherited the lead. Spence took over just before the halfway mark from Hill, dropping him to third behind Amon's teammate
486:, where it proved to be highly successful. The 2C's rear wickerbill was adjustable by a third pedal within the driver's cockpit, and with that the 2C became the first racing car in the world to feature active aerodynamics.
581:
978:
to outlaw cars with displacements of 7 L (427 cu in) in 1968 meant that the 2F was no longer eligible for racing in the World Sportscar Championship, with Chaparral turning their efforts to the
796:
lined up beside him on the front row. Ickx's prowess in wet weather conditions was on full display as rain began and continued to fall on race day, quickly taking the lead at the start, with fellow Belgian
1449:
560:
piqued his interest, and thus began his relationship with Frank Winchell, the Monza GT's designer. Winchell was simultaneously running a program in his department at General Motors to develop a
917:, the transmission's frailty had finally been resolved, with strengthened drive shafts, seals and bearings finally arriving. Qualifying saw the 2F almost a second back from the pole-sitting
1050:
was one of the most vehement opponents of the wings, opposing them both on safety grounds and on the principle that they did not belong on Formula One cars. Rindt had a large shunt at the
729:, who handed the car back to Hill on the 88th lap. Hill's stint did not last long, when he came into turn six he ran over debris of segments of where the track had disintegrated, despite
805:
close behind. Spence could not replicate the 2F's pace in the dry, due in part to Hall instructing the drivers not to operate the adjustable wing due to their wet weather inexperience.
929:. The 2F had a slow start as usual, but Spence would be leading by the end of the first hour. Spence pitted half an hour later to hand over the car to Hill and for fuel. This allowed
1039:
implemented in Formula One, where a driver at the press of a button is able to reduce their car's drag coefficient by opening the rear wing to aid in overtaking in designated zones.
1054:
due to the failure of his high rear wing, suffering cuts and broken bones within his face. Rindt then raced in a car that was voluntarily devoid of all wing-like devices for the
1043:
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1991:
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led the early stages of the race, the 2F's downforce and power playing in Chaparral's favor on Daytona's steep banks. Hill later came in to change seats with
585:
in 1965, which alleged that the American automobile industry was ignoring safety features when designing cars. The relationship never extended to a full on
1035:. Throughout the season, more and more teams arrived at grand prix with wings. The adjustable nature of Hall and Sharp's rear wings is also similar to the
483:
1505:
Kurec, Krzysztof; Remer, Michał; Piechna, Janusz (December 2019). "The influence of different aerodynamic setups on enhancing a sports car's braking".
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service both cars simultaneously. Hawkins was serviced first, and as a result Amon lost significant amounts of time as well as the lead to Spence, to
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series. Jim Hall, who raced Chaparral's Can-Am cars, broke his legs in an accident whilst piloting a Chaparral 2G at the last race of the
826:
The 2F rounds the Collesano corner at the 1967 Targa Florio, the same corner where they would pick up debris that caused their retirement.
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822:
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1960:
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posted a 3:24.4 towards the evening, taking pole away just as qualifying ended. Spence was to take the start but got away slowly as
702:
534:
382:
219:
2017:
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was fastest in practice. In the race, several retirements from the front saw the 2F running fourth despite its unsuitability to a
529:(WSC). Introduced for the 1966 season of the WSC, the 2D was oft stricken with mechanical issues, with a single win coming at the
1918:
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1414:
2501:
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As the rear airfoils of varying designs and shapes proliferated, numerous crashes and accidents related to the wings saw the
431:
1983:
533:. The third original 2 chassis was converted into a single 2F, with the other 2D being converted into a 2F later on in the
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also replaced the 2D's bolt-on wheels. Initially, only a single chassis was constructed, but a 2D that retired at the
423:
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The importance and role of aerodynamics in motorsports was not particularly well understood in the 1960s; privateer
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replacing him. The 2F had several mechanical issues during practice, with Hill twenty-one seconds slower than the
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in motorsport, giving the car balance between front and rear downforce. The 2E would almost win the inaugural
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with the 427 Chevrolet big-block, the same big-block that was used in the 2F, instead with Weber 58IDM
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958:. Spence quickly passed the Porsche of McLaren but could not close the gap to the 330 P4 of Stewart.
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and provided much of their inspiration. The several Formula One drivers that participated in the
984:
776:'s works P4. The 2F took advantage of the rolling start, leading away the field with Bandini and
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entered, which included several factory-backed efforts along with several factory-backed Fords.
764:, saw Spence qualifying on pole. The 2F had already shown that it was a credible threat to the
2349:"The 10 biggest innovations in Formula 1 history: active suspension, halo, fan car & more"
2236:
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2198:
2194:
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71:
2465:"1967 International Championship of Makes winner, standings, and races – Motorsport Database"
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637:'s aluminum tube-frame chassis, with Hall and Sharp instead opting to continue with the
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entered, posting the fastest time during practice, a 2:53.8, three-tenths ahead of
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506:
490:
479:
458:, saw the potential in using lift-generating airplane wings as a means to generate
402:
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987:; he would not race again but still continued to build race cars for customers.
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1031:(who is credited with ushering in wings to Formula One) earlier at that year's
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department requested to use his track, Rattlesnake Raceway, for testing after
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709:. It qualified second with a time of 1:55.36, close behind the pole-sitting
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438:. He mounted a wing just above the driving position, later being forced by
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step in and set limits on the size and the structural rigidity of wings.
914:
881:
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510:
386:
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1955:
582:
Unsafe at Any Speed: The Designed-In Dangers of the American Automobile
427:
102:
32:
1984:"On This Day In F1 – Ickx And Rodriguez Lapped The Field In The Rain"
1542:"Chevrolet brings Jim Hall's Chaparral race cars to a new generation"
980:
785:
coupling. Their Monza race ended with another mechanical retirement.
756:
The team flew over to Europe and based themselves in General Motor's
398:
517:
were encouraged by the 2E's results, which included a 1–2 finish at
994:
851:
821:
616:
204:
937:
to briefly lead, until he in turn pitted and handed the lead to
856:
Mike Spence during practice for the 1967 1000 km of NĂĽrburgring.
214:
760:
factory for the remaining European races. The next event, the
1058:, where he would suffer a fatal crash during practice in his
781:
vibrations turned out to be a universal joint failure in the
1639:"1965 Chaparral 2: A Legacy Not In Race Results But Design"
1476:"1965 Chaparral 2: A legacy not in race results but design"
1014:
Jim Hall and Hap Sharp's rear airfoil preceded the ones in
199:
392 kW (533 PS; 526 hp) @ 6,000 rpm
405:, had a heavy influence in dictating the direction of
1415:"Michael May's Porsche 550 Spyder is a winged wonder"
590:
was the transmission for the 2F, a Chevrolet 3-speed
845:
but was still almost ten minutes behind the leading
741:, Hill was admitted to hospital after practice with
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236:
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213:
203:
195:
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150:
135:
117:
101:
96:
86:
70:
60:
48:
2256:"1967 BOAC International 500 – Profile and Photos"
426:attempted what was the first implementation of an
2377:"The first appearance of wings on Formula 1 cars"
2122:"Le Mans 1967: Chaparral 2F, driving innovation!"
2438:"How F1's high-wing era came to a dramatic end"
505:championship, having been narrowly defeated by
414:quick to include them on his Formula One cars.
2323:"Can-Am Racing – History & Ultimate Guide"
1850:Carroll Shelby : The Authorized Biography
1094:Complete World Sportscar Championship results
1071:Complete World Sportscar Championship results
377:. Built with the intention to compete in the
8:
1507:International Journal of Mechanical Sciences
474:, which resulted in a small adjustable rear
26:
701:The 2F debuted at the opening round of the
484:1965 United States Road Racing Championship
478:being mounted onto the rear of Chaparral's
466:In 1965, Jim Hall, alongside colleagues at
1590:. No. December 2020. pp. 133–139
872:category, and almost ten seconds ahead of
2235:. Vol. 49, no. 4. p. 126.
1792:"1967 24 Hours of Daytona – Race Profile"
1044:Fédération Internationale de l'Automobile
976:Fédération Internationale de l'Automobile
667:. The 427-aluminum block was fitted with
470:(GM), collaborated in experimenting with
1582:"Chaparral 2F: Jim Hall's winged wonder"
1324:
1092:
1027:, although winglets had been trialed by
489:The 2C's evolution in the 2 series, the
313:
1963:from the original on September 29, 2022
1405:
544:began in 1962, at the unveiling of the
1500:
1498:
1469:
1467:
1440:"Jim Hall - Visionaries on Innovation"
1166:
25:
1739:. No. September 1967. p. 60
1572:
1570:
1568:
1566:
1564:
1128:
1123:
1116:
897:Both 2F chassis were fielded for the
571:. Hall further courted GM when their
385:, with a best finish of first at the
7:
1994:from the original on October 6, 2022
1315:
1306:
1284:
1260:
162:427 cu in (6,997 cc)
2266:from the original on April 27, 2016
2189:Wagstaff, Ian (December 15, 2010).
2018:"1,000 kilometres of Francorchamps"
1802:from the original on March 12, 2023
1790:Galanos, Loius (January 20, 2012).
1452:from the original on March 20, 2023
864:, just over half a minute ahead of
143:, with reverse lower wishbones and
2134:from the original on July 26, 2023
1380:
1271:
1111:
452:California Institute of Technology
14:
2389:from the original on May 25, 2021
2375:Fagnan, René (February 1, 2018).
2229:(December 1997). "Chaparral 2F".
1771:from the original on June 8, 2023
1540:Ernst, Kurt (November 14, 2014).
1020:1967 World Sportscar Championship
790:1967 1000 km of Spa-Francorchamps
703:1967 World Sportscar Championship
535:1967 World Sportscar Championship
2321:David, Dennis (August 8, 2009).
1413:Dargegen, Remi (July 21, 2020).
1347:
1338:
1295:
1220:
1209:
1198:
1187:
1168:
286:
275:
264:
252:
2408:Phillips, Jack (June 9, 2018).
1919:"The 1,000 kilometres of Monza"
1895:. No. May 1967. p. 51
1695:COPO Camaro, Chevelle, and Nova
860:Hill qualified on pole for the
223:Chaparral cast-alloy one-piece
18:Group 6 racing car by Chaparral
2436:Fearnley, Paul (May 3, 2019).
1848:Mills, Rinsey (June 2, 2020).
1764:Permian Basin Petroleum Museum
1665:Gillies, Mark (June 1, 2007).
1637:Allison, Jeff (June 7, 2002).
1519:10.1016/j.ijmecsci.2019.105140
1474:Allison, Jeff (June 6, 2002).
737:At the following round at the
633:The 2F did not carry over the
373:and built under their company
1:
1885:Tee, Michael (July 7, 2014).
1697:. CarTech Books. p. 82.
1609:Glon, Ronan (June 20, 2014).
1249:
1010:, where he qualified on pole.
739:Sebring International Raceway
2347:Kew, Matt (April 23, 2022).
1982:Thorn, Dan (June 20, 2020).
833:stood in for Spence for the
678:World Sportscar Championship
527:World Sportscar Championship
497:in one of the first uses of
379:World Sportscar Championship
42:Monterey Motorsports Reunion
2298:. No. September 1967.
2191:The British at Indianapolis
2090:"A.D.A.C. 1,000 kilometres"
862:1967 1000 km of NĂĽrburgring
717:, and in front of numerous
531:1966 1000 km of NĂĽrburgring
450:, with his degree from the
432:1956 1000 km of NĂĽrburgring
2518:
2127:Automobile Club de l'Ouest
1956:Kyalami Grand Prix Circuit
1388:
1336:
1185:
913:At the final round at the
894:retirement of the season.
546:Chevrolet Corvair Monza GT
1331:
1328:
1178:
1161:
1156:
1153:
1150:
1147:
1144:
1141:
1138:
1135:
1120:
1115:
1110:
1107:
1104:
1101:
1098:
837:, where Italian favorite
788:Hill was on pole for the
597:, replacing the previous
567:, featuring an automatic
327:
322:
319:
316:
312:
31:
899:1967 24 Hours of Le Mans
707:1967 24 Hours of Daytona
686:1967 12 Hours of Sebring
649:supplied Chaparral with
573:research and development
397:. The 2F, alongside its
97:Technical specifications
2254:Staff (July 30, 2012).
1822:"1967 Daytona 24 Hours"
1693:Avery, Matthew (2018).
1090:indicates fastest lap.
1056:1970 Italian Grand Prix
1052:1969 Spanish Grand Prix
1025:1968 Belgian Grand Prix
954:and Siffert's teammate
550:Elkhart Lake, Wisconsin
2166:. No. July 1967.
2130:. September 19, 2015.
2098:. No. July 1967.
2062:. No. June 1967.
2026:. No. June 1967.
1927:. No. June 1967.
1611:"Classic: Chaparral 2"
1011:
857:
827:
630:
456:mechanical engineering
174:longitudinally mounted
37:
2502:Chaparral racing cars
2497:Group 6 (racing) cars
1731:"Chaparral in Europe"
1037:drag reduction system
1004:1968 Dutch Grand Prix
998:
969:1968 Indianapolis 500
855:
825:
792:, and local favorite
762:1967 1000 km of Monza
620:
540:Hall's connection to
381:, it competed in the
36:
1580:(October 28, 2020).
606:manual transmissions
472:rear aero structures
2054:"51st Targa Florio"
1547:Hemmings Motor News
1344:Bruce Jennings
1095:
758:RĂĽsselsheim am Main
579:published his book
307:24 Hours of Daytona
232:Competition history
167:naturally aspirated
40:The 2F at the 2005
28:
2410:"F1 sprouts wings"
2290:"The B.O.A.C. 500"
2158:"Le Mans 24-Hours"
1917:(April 25, 1967).
1887:"Sebring 12-hours"
1093:
1012:
985:1968 Can-Am season
858:
828:
631:
565:Chevrolet Corvette
503:1966 Can-Am season
118:Suspension (front)
38:
2288:(July 30, 1967).
2195:Veloce Publishing
1393:
1392:
1353:Bob Johnson
1033:Monaco Grand Prix
868:, slowest in the
835:51st Targa Florio
682:centerlock wheels
352:
351:
348:
347:
227:16 in wheels
136:Suspension (rear)
2509:
2482:
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2337:
2335:
2333:
2327:Sportscar Digest
2318:
2312:
2311:
2309:
2307:
2286:Jenkinson, Denis
2282:
2276:
2275:
2273:
2271:
2260:Sportscar Digest
2251:
2245:
2244:
2232:Road & Track
2223:
2217:
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2186:
2180:
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2177:
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2156:(July 7, 2014).
2154:Jenkinson, Denis
2150:
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2109:
2107:
2088:(May 28, 1967).
2086:Jenkinson, Denis
2082:
2076:
2075:
2073:
2071:
2052:(May 14, 1967).
2050:Jenkinson, Denis
2046:
2040:
2039:
2037:
2035:
2014:Jenkinson, Denis
2010:
2004:
2003:
2001:
1999:
1979:
1973:
1972:
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1968:
1947:
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1936:
1915:Jenkinson, Denis
1911:
1905:
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1882:
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1845:
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1796:Sportscar Digest
1787:
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1727:Jenkinson, Denis
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1251:
1225:
1224:
1214:
1213:
1205:Mike Spence
1203:
1202:
1192:
1191:
1183:
1173:
1172:
1131:
1126:
1118:
1113:
1096:
751:Ford GT40 Mk IVs
660:, and a 3-speed
363:sports prototype
314:
291:
290:
280:
279:
269:
268:
257:
256:
237:Notable entrants
122:Double wishbones
29:
23:Racing car model
2517:
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2043:
2033:
2031:
2016:(May 1, 1967).
2012:
2011:
2007:
1997:
1995:
1981:
1980:
1976:
1966:
1964:
1949:
1948:
1944:
1934:
1932:
1913:
1912:
1908:
1898:
1896:
1884:
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1879:
1864:
1856:. p. 451.
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1305:
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1239:
1237:
1235:
1231:Varies by race
1219:
1218:
1208:
1207:
1197:
1196:
1186:
1179:
1167:
1073:
1068:
993:
965:Mauro Forghieri
931:Pedro RodrĂguez
839:Nino Vaccarella
811:Lola T70 Mk III
774:Lorenzo Bandini
766:Ferrari 330 P3s
711:Ford GT40 Mk II
699:
653:'s "Porcupine"
615:
513:. Jim Hall and
420:
297:
285:
284:
274:
273:
263:
251:
245:Notable drivers
222:
79:
44:
24:
19:
12:
11:
5:
2515:
2513:
2505:
2504:
2499:
2489:
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2456:
2428:
2400:
2382:motorsport.com
2367:
2339:
2313:
2277:
2246:
2218:
2203:
2197:. p. 81.
2181:
2145:
2113:
2077:
2041:
2005:
1974:
1942:
1906:
1877:
1862:
1840:
1813:
1782:
1759:"Chaparral 2F"
1750:
1718:
1703:
1685:
1672:Car and Driver
1667:"Chaparral 2E"
1657:
1629:
1601:
1560:
1532:
1494:
1463:
1445:The Henry Ford
1431:
1419:Classic Driver
1404:
1402:
1399:
1397:
1396:External links
1394:
1391:
1390:
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1385:
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1374:
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1309:
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1232:
1229:
1227:Hap Sharp
1194:Phil Hill
1184:
1177:
1175:Chaparral Cars
1165:
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1109:
1106:
1103:
1100:
1072:
1069:
1067:
1066:Racing results
1064:
1006:in his winged
992:
989:
974:A move by the
952:Jackie Stewart
919:Lola T70 Mk II
907:Ronnie Bucknum
799:Willy Mairesse
698:
697:Racing history
695:
647:General Motors
614:
613:Specifications
611:
587:factory-backed
495:Venturi tunnel
468:General Motors
448:Chaparral Cars
442:to remove it.
419:
416:
375:Chaparral Cars
350:
349:
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240:Chaparral Cars
238:
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225:center-locking
217:
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74:
68:
67:
65:Chaparral Cars
62:
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39:
22:
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13:
10:
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1216:Jim Hall
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1084:pole position
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1034:
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1029:Colin Chapman
1026:
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1005:
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956:Bruce McLaren
953:
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904:
903:Bruce McLaren
900:
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816:Dick Thompson
812:
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803:Ferrari 412 P
800:
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693:regulations.
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655:427 big-block
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499:ground effect
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424:Michael Mayer
417:
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412:Colin Chapman
408:
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149:
146:
145:anti-roll bar
142:
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110:
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95:
92:
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82:
78:
75:
73:
69:
66:
63:
59:
56:
53:
51:
47:
43:
35:
30:
21:
16:
2474:. Retrieved
2468:
2459:
2449:November 19,
2447:. Retrieved
2441:
2431:
2421:November 19,
2419:. Retrieved
2413:
2403:
2393:November 17,
2391:. Retrieved
2380:
2370:
2358:. Retrieved
2352:
2342:
2330:. Retrieved
2326:
2316:
2306:November 19,
2304:. Retrieved
2302:. p. 38
2300:Brands Hatch
2293:
2280:
2270:November 19,
2268:. Retrieved
2259:
2249:
2230:
2221:
2190:
2184:
2174:November 16,
2172:. Retrieved
2170:. p. 13
2161:
2148:
2138:November 16,
2136:. Retrieved
2125:
2116:
2106:November 16,
2104:. Retrieved
2102:. p. 66
2093:
2080:
2070:November 16,
2068:. Retrieved
2066:. p. 15
2057:
2044:
2034:November 18,
2032:. Retrieved
2030:. p. 44
2028:Spa, Belgium
2021:
2008:
1998:November 18,
1996:. Retrieved
1987:
1977:
1967:November 18,
1965:. Retrieved
1954:
1951:"Jacky Ickx"
1945:
1935:November 16,
1933:. Retrieved
1931:. p. 48
1922:
1909:
1899:November 15,
1897:. Retrieved
1890:
1880:
1849:
1843:
1833:November 17,
1831:. Retrieved
1825:
1816:
1806:November 14,
1804:. Retrieved
1795:
1785:
1773:. Retrieved
1762:
1753:
1741:. Retrieved
1734:
1721:
1694:
1688:
1678:November 14,
1676:. Retrieved
1670:
1660:
1648:. Retrieved
1642:
1632:
1620:. Retrieved
1616:Winding Road
1614:
1604:
1594:November 12,
1592:. Retrieved
1585:
1553:November 13,
1551:. Retrieved
1545:
1535:
1510:
1506:
1487:November 12,
1485:. Retrieved
1479:
1454:. Retrieved
1443:
1434:
1424:November 13,
1422:. Retrieved
1418:
1408:
1300:
1289:
1277:
1276:
1265:
1254:
1243:
1087:
1079:
1074:
1048:Jochen Rindt
1041:
1013:
973:
960:Paul Hawkins
923:Jack Brabham
912:
896:
878:Aston Martin
874:John Surtees
859:
829:
807:Paul Hawkins
787:
755:
743:appendicitis
736:
700:
632:
580:
539:
523:
507:John Surtees
488:
465:
421:
401:sibling the
389:, driven by
365:designed by
356:Chaparral 2F
355:
353:
181:Transmission
91:Chaparral 2D
27:Chaparral 2F
20:
15:
2470:Motor Sport
2443:Motor Sport
2415:Motor Sport
2295:Motor Sport
2163:Motor Sport
2100:NĂĽrburgring
2095:Motor Sport
2059:Motor Sport
2023:Motor Sport
1924:Motor Sport
1892:Motor Sport
1827:Motor Sport
1736:Motor Sport
1587:Motor Sport
1086:. Races in
1016:Formula One
1008:Ferrari 312
943:Porsche 910
927:Denny Hulme
886:smorgasbord
847:Porsche 910
843:road course
783:drive shaft
778:Mike Parkes
770:Ferrari P4s
731:resurfacing
727:Mike Spence
673:carburetors
627:carburetors
577:Ralph Nader
562:mid-engined
554:concept car
519:Laguna Seca
440:scrutineers
436:Porsche 550
407:Formula One
395:Mike Spence
383:1967 season
271:Mike Spence
209:Solid discs
170:mid-engined
160:"Porcupine"
141:radius rods
129:coil spring
87:Predecessor
72:Designer(s)
61:Constructor
2491:Categories
2227:Hill, Phil
1872:1232794197
1854:Motorbooks
1713:1191840650
1513:: 105140.
1401:References
1082:indicates
1000:Chris Amon
947:Chris Amon
939:Jo Siffert
891:Jo Siffert
866:Jacky Ickx
794:Jacky Ickx
715:Dan Gurney
639:fiberglass
476:wickerbill
418:Background
109:fiberglass
2360:August 4,
2354:Autosport
2332:August 5,
2241:0035-7189
2213:491954923
1650:August 4,
1622:August 4,
1578:Nye, Doug
1527:203001632
1456:August 4,
1078:Races in
935:Mirage M1
880:-powered
831:Hap Sharp
723:Phil Hill
680:in mind,
665:transaxle
662:automatic
658:V8 engine
651:Chevrolet
643:monocoque
595:transaxle
592:automatic
569:transaxle
558:monocoque
542:Chevrolet
515:Hap Sharp
460:downforce
434:with his
391:Phil Hill
371:Hap Sharp
293:Hap Sharp
259:Phil Hill
220:Firestone
190:automatic
186:Chevrolet
157:Chevrolet
112:monocoque
81:Hap Sharp
2476:July 26,
2387:Archived
2264:Archived
2132:Archived
1992:Archived
1961:Archived
1800:Archived
1775:July 26,
1769:Archived
1743:July 26,
1644:Autoweek
1481:autoweek
1450:Archived
1389:Source:
1236:1–4, 6–8
1108:Drivers
1102:Entrant
1060:Lotus 72
915:BOAC 500
882:Lola T70
747:Jim Hall
719:Ferraris
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