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Armed robbery at a kiosk near the commuter station in Handen just as the Haninge Day got underway. A man, 25-30 years old wearing sportswear and a baseball cap threatened staff with a knife before stealing some cash and disappearing into the crowd.
Beaumont-sur-Sarthe (literally Beaumont on Sarthe; pre-revolutionary name: Beaumont-le-Vicomte) is a commune in the Sarthe department and Pays de la Loire region of north-western France. The residents of Beaumont are known in French as les Belmontais.
As the name indicates, Beaumont lies on the river Sarthe. The town is situated midway between Alençon (23 km) and Le Mans (25 km). Ballon and Fresnay-sur-Sarthe are each 10 km away, Sillé-le-Guillaume is 20 km and Mamers 22 km away.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
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Taken just a few hours ago....Red Fox with Prey
So where do I start with this image? Every image has a story behind it. Tony wanted to come back to my shoot in the evening to try for Foxes, so come back he did.
As the Foxes come into the large meadow from any angle, we decided to nestle into some recently fallen trees which acted like a natural hide, as we could observe top and bottom end of the whole meadow.
We waited for a couple of hours with no=show of Fox, then as it got into premium Foxy-time, I got spotted by a chap I know who proceeded to chat to us for about an hour....Trying to be stealthy but talking to a man 25 feet away will never catch on.
Anyways....the man spotted a Fox other end of meadow, we did not see it as we were well tucked in.
Eventually he left us, to which we were relieved (lovely man, but not whn your trying to blend into environment and be as inconspicuous as possible)
About 5 mins after he left us to it, Tony and I both spotted at the same time, a Fox approx. 60 foot away walking though the long grass directly towards us. We both instinctively froze, not even risking gong for cameras as we would have been seen for sure.
The moment was so surreal as we both noticed a large prey item in the Foxes mouth. It looked like some kind of Waterfowlbut could not get a certain I.D. on it.
The Fox trotted past us no more than 20 feet from us totally oblivious to our presence...it was amazing to witness and be so close to one of my all-time fave mammals.
As the Fox passed-us, I followed it with my camera. Very briefly he stopped and looked to our left, allowing me to get this image, then carried on walking into the covert.
It may not be the best image ever by a long-shot, but it certainly was a very memorable and exciting encounter that I will never forget...Many thanks Tony for being a top Fox-Watching companion
On 25 June 1994, we see a 47 crossing the Royal Albert Bridge on the 1054 Penzance - Manchester Piccadilly; at that time the only daytime loco-hauled train west of Plymouth.
SRWT 5474 ex-STIL 474
Gent, Sint-Michielshelling - 14 juni 2009
Van Hool A600 MAN (25/04/1991)
Reeks 401-474 (1990-91)
Laatste autobus geleverd aan STIL
Afscheidsrit van de Gentse trolleybus
Driver change practice is a new thing for him
#25 BMW Team RLL BMW M8 GTE, GTLM: Colton Herta
IMSA WeatherTech SportsCar Championship
Motul Petit Le Mans
Road Atlanta, Braselton, GA, USA
Friday October 11, 2019
World Copyright: Peter Burke
LAT Images
MAN Lion's Coach C
World Premiere – Première Mondiale
Caractéristiques techniques :
- Dimensions : L=13,091m ; l=2,55m ; h=3,87m
- Moteur : MAN D2676 LOH (Euro 6c) 460 ch ; Boîte de vitesse robotisée 12 vitesses MAN TipMatic®
- Aménagement : 48 places ; Sellerie MAN Exclussivo
BUSWORLD EUROPE Kortrijk 2017
MAN TRUCK AND BUS AG – MAN
25/10/2017 14:02
"Oi! the toilets are second door n the left if your going to be sick!, and don't make a mess either, otherwise its the mop and bucket for you!" Shouted Joe as Roger staggered out of the Ammo Arms.
STIB 8811 - ligne 96 vers Sainte-Anne
Bruxelles, place du Trône - 17 décembre 1988
Van Hool AG280/02 MAN (25/03/1985)
1: What are you wearing? Turquoise sparkle flats, favorite old jeans, striped boat necked shirt.
2: Something about you that nobody ever knew? I don't like secrets.
3: Biggest phobias? Needles make me faint.
4: How tall are you? 5' 6 1/2" - that 1/2 means a lot to me! I am the shortest in my family!
5: Ever been in love? Constantly!
6: Any tattoos that you want? Tiny lady bug on my knee, fairy flying upwards on my side....
7: Any piercings that you want? Always could use more holes in my head...
8: Makeouts or cuddling? Drunken Makeouts are the best!
9: Shoe size? 9 1/2
10: Favorite bands? If you asked me in the 80's I would have said Culture Club, the 90's I would have said Nirvana, 00's it was all about the Dresdon Dolls, at the moment I am digging on some M83, Awolnation and Of Monsters and Men
11: Something you miss? Being irresponsible
12: Favorite song? In the top 5 of my life... "When 3 is 2" by Hammerbox (a Seattle Grunge Band)
13: How old are you? 43 (it is a prime number!)
14: Zodiac sign? Gemini (thru and thru)
15: Hair Color? Dyed Blonde
16: Favorite Quote? Most used... "If you don't have anything nice to say, don't say anything at all" -Thumper's Mother
17: Favorite singer? People will always associate me with Boy George, so I would be amiss if I didn't say that he was my favorite.
18: Favorite color? Black.
19: Loud music or soft? Really Loud
20: Where do you go when you're sad? To bed!
21: How long does it take you to shower? A couple minutes.
22: How long does it take you to get ready in the morning? 1/2 hour but I like to sit down and check my fb and email... so I give myself 1 hour to get ready before work.
23: Ever been in a physical fight? Never
24: Turn on? A good smelling man!
25: Turn off? Lack of confidence
26: The reason I joined Flickr: Blythe
27: Fears? I am a natural born worrier... this list is too long.
28: Last thing that made you cry? Complete exhaustion
29: Last time you cried? Wednesday
30: Meaning behind your url: Sparkle Friday is a celebration similar to "casual friday" except more sparkly... and I like sparkles!
31: Last book you read? Don't Judge me... Shades of Grey: Freed.
32: Last song you listened to? Fun - "We Are Young"
33: Last show you watched? Fell asleep watching Vincent Price's "House on Haunted Hill"
34: Last person you talked to? Aaron and Jes... My Husband and Step Daughter (they were here in the room with me and just up and left to watch tv in my bedroom!)
35: The relationship between you and the person you last texted? Best Friend since 3rd Grade.
37: Place you want to visit? Some place HOT! Seattle. Santa Fe. SF, NYC (The City and The Country at the same time...no suburbs though!)
38: Last place you were? Drug Store.
39: Do you have a crush? Constantly have crushes!
40: Last time you kissed someone? About 15 minutes ago...
41: Last time you were insulted and what was it? I am an elementary teacher - I am insulted daily! "You are mean!" "I hate you!"
42: What color underwear are you wearing? Striped!
43: What color shirt are you wearing? Navy and Purple...yes, it kinda works!
44: Are you tired? I have been tired my entire life!
45: Wearing any bracelets? none at the moment... but they are my favorite jewelry.
46: Last sport you played? A mean game of "Red Light Green Light" followed by "Simon Says"
47: Last song you sang? Union of the Snake - Duran Duran - it was playing on the XM Radio
48: Last prank call you remember doing? I am not so much a prankster.
49: Last time you hung out with anyone? Last Friday... my previous principal/friend came over and visited for hours... we need to do that more often.
50: Do you consider you're approachable? This is an odd question. lol
If you read this consider yourself tagged!:)
A DVD set featuring 66 live performances from the show, called The Best of The Johnny Cash TV Show, was released in Region 1 on September 18, 2007.
Tracklist:
DVD 2
1. Johnny Cash - I Walk The Line
2. June Carter Cash - A Good Man
3. Derek and the Dominos - It's Too Late
* From season 2, episode 14, originally aired 6. January 1971.
4. Derek and the Dominos with Johnny Cash and Carl Perkins - Matchbox
5. Charley Pride - Able Bodied Man
6. Chorus & Johnny Cash - Country Gold Intro
7. Bill Monroe And His Blue Grass Boys - Blue Moon Of Kentucky
* From season 2, episode 8, originally aired 11. November 1970.
8. Loretta Lynn - I Know How
* From season 1, episode 30, originally aired 29. April 1970.
9. Jerry Lee Lewis - Whole Lotta Shakin' Goin' On
10. Johnny Cash - Ride This Train
11. Johnny Cash - America The Beautiful
12. Johnny Cash - This Land Is Your Land
13. The Everly Brothers with Ike Everly and Johnny and Tommy Cash - That Silver Haired Daddy Of Mine
14. Ray Charles - Ring Of Fire
15. Johnny Cash - A Boy Named Sue
16. Conway Twitty - Hello Darlin'
17. Mother Maybelle Carter - Black Mountain Rag
18. Tony Joe White and Johnny Cash - Polk Salad Annie
19. Glen Campbell - Wichita Lineman
* From season 2, episode 10, originally aired 25. November 1970.
20. Neil Diamond - Cracklin' Rosie
21. Ray Price - For The Good Times
22. Roy Orbison - Cryin'
* From season 1, episode 15, originally aired 27. September 1969.
23. Roy Orbison and Johnny Cash - Pretty Woman
* From season 1, episode 15, originally aired 27. September 1969.
24. Johnny Cash - Wanted Man
25. Chet Atkins and Johnny Cash - Recuerdo De La Alhambra
26. Chet Atkins - Medley (Back Home in Indiana, Country Gentleman, Mister Sandman, Wildwood Flower, Freight Train)
* From season 1, episode 30, originally aired 29. April 1970.
27. June Carter Cash with Homer And Jethro - Baby, It's Cold Outside
28. Merle Haggard - No Hard Times
29. Merle Haggard and Johnny Cash - Sing Me Back Home
30. Carl Perkins - Blue Suede Shoes
* From season 2, episode 16, originally aired 21. January 1971.
31. Johnny Cash, Carl Perkins, The Carter Family and The Statler Brothers - The Old Account Was Settled Long Ago
32. Roy Clark - Medley (In The Summertime, 12th Street Rag)
* From season 1, episode 6, originally aired 19. July 1969.
33. The Statler Brothers - Flowers On The Wall
34. Johnny Cash - Working Man Blues
35. Johnny Cash and June Carter Cash - Jackson
36. Johnny Cash and June Carter Cash - Turn Around
37. Johnny Cash and June Carter Cash - I Love You Because
38. Hank Williams Jr. - Medley (You Win Again, Cold Cold Heart, I Can't Help It If I'm Still In Love With You, Half As Much)
39. Johnny Cash - A Wonderful Time Up There
www.theage.com.au/national/chasing-the-dragon-20090726-dx...
Chasing the dragon
JOHN SILVESTER
July 27, 2009
Police seeking to stem the flow of heroin into Australia say it is just a matter of time before another drug courier is executed overseas. John Silvester reports.
IN AN imported suit and designer sunglasses, the Vietnamese man is at once young and flashy and the epitome of self-styled personal success. He has that cool confidence suggestive of a young executive on the make — or a luxury car dealer before the global financial crisis rearranged the world.
But the young man doesn't work for a company — at least not one found on any Corporate Affairs register. He is a recruiter — in more conventional corporate terms a "headhunter" — who works in Melbourne's western suburbs with a tempting pitch. His job is persuading the gullible that he can offer them the chance of a lifetime that includes money, travel and adventure. He tells his marks what they want to hear — that his system is foolproof. He will buy them a return ticket to Vietnam and they can visit friends and relatives while being paid handsomely for a working holiday.
All they have to do is stop at a nondescript property in Ho Chi Minh City and pick up between three and five 80-gram capsules of heroin — each carefully pre-wrapped in a double coating of condoms and balloons. Then an assistant will help them insert the pellets into body cavities before they make the 10-hour return flight to Melbourne.
Once they arrive with the cargo each recruit will be paid $6000 per pellet — a bottom line of $24,000 per load. Aged 22, the young man is a self-taught expert at identifying people with financial problems, often brought about through uncontrolled gambling habits. He is an equal opportunity employer discriminating neither by age or sex. His potential employment pool ranges from men in their early 20s to women in their mid-60s.
And there is no shortage of candidates, with police saying they have identified more than 100 who have made the trip. They also say that with unemployment on the rise and borderline businesses on the precipice, the number of willing recruits will increase.
The recruiter is well briefed. His network includes loan sharks who specialise in hooking on to problem gamblers. Those in debt see the trip as a get-out-of-jail card. For many it will be exactly the opposite. What the recruiter neglects to mention is the opportunity of a lifetime may mean exactly that — life.
According to the Department of Foreign Affairs and Trade, 25 Australians are now held in Vietnamese prisons for heroin smuggling. Five are to stand trial while 20 have been sentenced to death or to jail terms varying from 20 years to life. All are of Vietnamese descent and eight are from Victoria.
Since 2003, the Federal Government has successfully made pleas to the Vietnamese President to have seven death sentences commuted.
Senior Foreign Affairs officials say it is likely that an Australian caught smuggling drugs in Vietnam will eventually be executed.
A DFAT briefing paper states, "We cannot presume to always be successful in arguing against the death penalty for Australians, particularly when Vietnamese nationals are being executed for the same crimes."
There are strong indications Vietnamese authorities are beginning to tire of the perceived double standards, particularly since some Western governments do not argue against Vietnam's death penalty.
Bui Tai Huu, a US student from Long Beach City who was wanted in Victoria over a murder in Springvale, was executed in Vietnam after he was caught with heroin.
An Australian woman, Jasmine Luong, 33, from Sydney narrowly avoided death by firing squad when a final plea from the Australian Government saved her life.
Luong was found guilty of attempting to smuggle 1.55 kilograms of heroin into Melbourne in her shoes and luggage. Her punishment had been upgraded after she appealed against her life sentence for heroin trafficking.
Some South-East Asian governments have refused to listen to pleas for clemency. Melbourne man Nguyen Tuong Van was executed in Singapore in December 2005 after he was caught three years earlier with 396 grams of heroin at Changi Airport in 2002, travelling from Cambodia to Australia.
And in 1986 Australian drug traffickers Kevin Barlow and Brian Chambers were hanged in Malaysia.
The head of the Victoria Police's drug taskforce, Detective Inspector Doug Fryer, believes it is inevitable that Australians will be executed in Vietnam for heroin trafficking.
DFAT has become so concerned at the number of Australian citizens arrested in Vietnam on drug runs that it conducted an education campaign warning of the risks.
The campaign, which ran for six months in Melbourne and Sydney, targeted the groups most likely to be recruited by the syndicates. It included advertisements on SBS, ethnic radio and in Vietnamese newspapers.
While local Vietnamese leaders welcomed the program, the drug rings have found no shortage of recruits.
Police have identified seven heroin syndicates with bases in Melbourne that use the same supplier in Vietnam.
Often the syndicates will place several couriers on one flight, working on the basis that if one is caught, another will pass through customs with the packages. The couriers are expendable. The line of supply is not.
On June 4, 2006, Australian Federal Police arrested Vietnam Airlines pilot Van Dang Tranas at Sydney International Airport with more than $540,000 concealed in his cabin luggage.
The Australian Crime Commission money-laundering Taskforce Gordian found that he had smuggled $6.5 million out of Australia in less than 12 months. He pleaded guilty and in 2007 was sentenced to a minimum of two years' jail.
It is alleged that crime syndicates used the Long Thanh Money Transfer Company in Footscray to launder more than $93 million.
But for the big seven heroin rings, not every trip is flushed with success. Sometimes the couriers lose their nerve mid-flight and dispose of their expensive cargo via the plane toilet.
Police have grabbed couriers at Melbourne Airport only to find they have become drug-free — apparently in mid-air.
Detective Inspector Fryer said the syndicates operating in Melbourne are primarily using the same heroin wholesaler from Ho Chi Minh City.
The bullet-shaped pellets come prepared in standard form — with condom and balloon wrapping and filled with 80 per cent pure heroin.
Australian Crime Commission figures show the number of heroin seizures at the Australian border increased from 300 in 2005-06 to 392 in 2006-07. The weight seized increased by 79 per cent from 45.6 kilograms to 81.7 kilograms over the same period.
The ACC found that "South-East Asia remains the primary point of embarkation for consignments of heroin to Australia and is expected to remain so for the immediate future".
Police say that a worldwide increase in opium poppy production, coupled with an economic downturn, could lead to further increases in demand and supply for heroin in Australia.
In February 2009 the ACC reported: "There has also been a gradual increase in reported heroin availability."
Detective Inspector Fryer says that due to police intelligence gathering the drug taskforce was devoting more resources to investigating heroin syndicates.
He says that in the past 12 months police had arrested key figures connected with four of the seven known Melbourne syndicates. "There is no doubt there are others still operating," he says.
A taskforce made up of drug taskforce detectives, Customs and Border Protection officers, Australian Federal Police and Australian Crime Commission investigators has been set up to target the seven known syndicates and to identify others that have moved into the lucrative trade.
One of the syndicates has recruited 40 couriers and a second has 35 prepared to make regular trips to Vietnam to collect heroin.
International departure records show that some of the couriers have made five trips in the past six months.
And some of the more experienced ones have studied Customs procedures to minimise the chances they will be selected for a search.
Police say that on a flight of 300 passengers there can be several mules working for different syndicates.
On February 28, police arrested four drug smugglers from one Melbourne flight. The following day another two were arrested when they flew into Perth. They had planned to fly to Melbourne on a domestic flight.
Detective Inspector Fryer has taken the unusual approach of issuing a public warning that known couriers will be arrested and searched if they make any further trips.
But he also says that as police are sharing intelligence with the Vietnamese authorities, the couriers are risking arrest before they return and could be executed.
THE main organisers usually insulate themselves from the business, but one senior member narrowly escaped a death penalty due to a spur-of-the-moment shopping spree. She had just left the hotel room at the Hai Long 2 Hotel in Ho Chi Minh City shortly before a police raid. Two of her couriers, a woman, 28 and a man, 25, were not so lucky and were arrested in possession of 20 heroin pellets containing nearly 1.5 kilograms of the drug. They are yet to face trial, but are likely to face the death penalty.
According to Vietnamese police, one confessed to smuggling 18 packages of heroin to Australia in previous trips. The Melbourne woman, although suspected of being the controller, could not be charged and fled back to Australia. She has since been arrested in Melbourne.
For the heads of the syndicates, the profits are staggering. Each time a courier arrives undetected in Melbourne with four pellets, the syndicate stands to make more than $130,000 if it on-sells at a wholesale rate. At street prices and purity, the profit would be more than $700,000.
No wonder one female suspect was seen living the life of a high roller at an Australian casino. Many people play card games at casinos, but few can afford $50,000 a hand.
John Silvester is a senior writer.