Chassis Num: AAR-102
Engine Num: AAR 12-1-04
Sold for $3,740,000 at 2013 Gooding & Company
Dan Gurney began his Formula 1 career in 1959 driving for Scuderia Ferrari. In his first four races he was able to achieve two podiums. This was followed by a miserable 1960 season, driving a BR P48 for Owen Racing Organization. So he joined Porsche's Grand Prix effort. At the 1962 French Grand Prix at Rouen, Guren drove the newly introduced 804 to his first World Championship victory and captured the first Formula 1 win for Porsche.
At the end of the season, Porsche withdrew from Grand Prix competition, leaving Brabham without a job. So Jack Brabham hired Gurney to become apart of his Brabham Racing organization. Between 1963 and 1965, Gurney captured two wins and 10 podium finishes for Brabham including the manufacturer's first World Championship win.
One of the individuals Dan Gurney would meet during his racing career would be Carroll Shelby. The two met as early as 1962, and discussions often lead to the idea of building an American Formula 1 car. In 1965, Shelby convinced Goodyear to sponsor a new USAC team led by Dan Gurney. Gurney's team was called the All American Racers and based out of an industrial building in Santa Ana, California.
The newly formed AAR's initial focus was on building an Indy 500 contender. But since no US car and driver combination had ever won a major European Grand Prix since Jimmy Murphy's Duesenberg took the French Grand Prix in 1921, the team was compelled to follow their Formula 1 ambitions. In 1965, Gurney began work on his first single-seat racing cars, which he dubbed the Eagles. The Eagle MK1 and Eagle MKII were designed in parallel, with the MK1 intended for Formula 1 competition while the MKII was built to compete in the USAC circuit.
Len Terry helped design and build the Indy-Grand Prix car. His resume included work on the Indy 500-winning Lotus 38. His design for the AAR car was a full-length riveted aluminum monocoque chassis fitted with a beak nose which had been inspired by the Eagle name. Upon completion, the car was painted in a patriotic blue and white livery.
With a fully modern and advanced chassis, the team now needed an equally impressive power-plant. They turned to Aubrey Woods who informed them of a three-liter V-12 that had he had been developing with the Weslake Company in Rye, Sussex, England.
The Gurney-Weslake V-12 engine had a four-valve head and developed 410 horsepower at 10,200 RPM. The compact engine weighed just 365 lbs. It was also remarkably flexible, with a full-throttle power curve that began as low as 6,000 RPM.
After development and testing had been completed, the first AAR Eagle MK I, AAR-101, made its racing debut at the Belgian Grand Prix at Spa. AAR-102
The second Formula 1 chassis built by the AAR team was the Eagle MK I chassis number AAR-102. It was the first example to race with the Aubrey-Woods-developed Gurney Weslake V12. It would make its racing debut in September of 1966 at the Italian Grand Prix at Monza, the seventh round of the World Championship. Driving duties where given to Dan Gurney. During practice, the car suffered from fuel feed problems and would have to start the race from the back of the grid. It wore race number 30 and would complete just seven laps before high oil temperatures ended its first Grand Prix attempt.
The second race for AAR-102 was the US Grand Prix at Watkins Glen in October. Though it initially performed well during practice, it was eventually sidelined with low oil pressure and a cracked fuel cell. For the race, Gurney wore number 15 and ran as high as 8th before oil leaked onto the clutch, causing it to slip and ending its second Grand Prix attempt.
The final event of the 1966 season was the Grand Prix of Mexico. This time, Bob Bondurant was behind the wheel of AAR-102 while Gurney raced AAR-101 with its Coventry Climax-powered engine. Once again, AAR-102 encountered trouble with the fuel delivery and was forced out of the race. Gurney and AAR-102, however, would finish the race in 5th place.
On the off-season, the team worked on resolving the various fuel and oil problems that had plagued the AAR-102.
The 1967 racing season began at Brands Hatch International Race of Champions on March 12th. It was a non-championship race that attracted all of the major Formula 1 teams. During qualifying, AAR-102 laid to rest any questions to the cars potential as it outpaced the competition by a full second. It even lowered the existing lap record by three seconds. Friday's practice session was also met with favorable results, as Gurney again set the fastest time and was rewarded with 100 bottles of champagne.
The race consisted of two 10-lap heats and the 40-lap main event. Gurney drove AAR-102 to a 1st place in the first heat. Gurney won the second heat followed by another Eagle car driven by Richie Ginther (AAR-103). During the main event, Gurney took an early lead and secured a victory over Lorenzo Bandini's Ferrari and Jo Siffert's Cooper-Maserati. This was an impressive accomplishment from AAR-102 considering it suffered from low oil pressure and a smoking engine.
After its victory at Brands Hatch, AAR-102 competed at Monaco, the second round of the 1967 World Championship. Gurney would fail to finish with AAR-103 due to fuel pump issues. Richie Ginther was unable to qualify with AAR-102.
In June, Dan gurney won both the 24 Hours of LeMans with Ford's MK IV GT40 and the Belgian Grand Prix at Spa with AAR-104, both were milestones for an American driver. This made him only the second driver in history to win a Grand Prix in a car of his own design.
With the 1967 season coming to a close, the team hired Bruce McLaren for three races while his own cars were still being completed. At the French grand Prix, he qualified well but was forced to retire due to mechanical issues. At the British Grand Prix at Silverstone, McLaren drove AAR-102 to 7th place until a connecting rod broke. The final Formula 1 outing for the car was at the German Grand Prix at Nurburgring. It was in 5th place when it went airborne, bottomed out, and broke the oil-scavenge pipe.
After the 1967 season, Gurney decided to split with Weslake. AAR turned their focus on building Indy Cars for USAC events.
AAR-102 was sold in March of 1968 to the Swiss racing team Scuderia Filipinetti. The car was delivered with an underpowered four-cylinder Coventry Climax engine. Filipinetti tried to convince AAR to sell him one of the 23-cylinder Weslake engines, but was unsuccessful. The Filipinetti team's driver, Herbert Muller, suggested that a 12-cylidner BRM engine be installed. In the end, Filipinetti became disillusioned with the project and lost the motivation to commit any more energy or time to the Formula 1 program.
Muller would use the Eagle (which had now been painted red with a single white stripe) in local events. After a few racing in 1968, the Eagle was retired from racing and resided in the Filipinetti museum for 15 years.
In 1983, AAR-102 was sold to Martin Johnson of Lower Braithwaite Hall, Newby Bridge, England. A short time later, it was advertised for sale in Motor Sport
. At the time it was still finished in its Scuderia Filipinetti livery, had a Coventry Climax engine, and the original Monaco nose from 1967.
The car was purchased by Canadian collector Girvan Patterson. In April of 1984, AAR-102 was airfreighted across the Atlantic and stored at Mr. Patterson's property in Ontario. On October 12th of 1989, it was sold to Miles C. Collier and joined the CH Motor Cars collection in Naples, Florida. At the time, Mr. Collier already owned another Eagle MK 1 (AAR-104, the 1967 Belgian Grand Prix winner) and had acquired an impressive collection of spare components from AAR's remaining supply.
Between 1989 and 1992, AAR-102 was given a restoration to its 1967 Brands hatch configuration, completed with a proper Gurney-Weslake V-12 engine, number AAR 12-1-04.
After the restoration was complete, the car participated in the 1995 Goodwood Festival of Speed, where Dan Gurney drove it up the hill. In 1997, Mr. Collier sold AAR-102 to Mark Leonard of Grand Prix Classics who, in turn, sold it to William Zeiring of Talent, Oregon.
In 2003, the car entered its current owner's collection. The new owner obtained an FIA Historic Vehicle Identity Passport and entrusted AAR-102 to Intrepid Motorcar Co. for mechanical attention.
Since that time, the car has participated in several vintage races all over the world.
AAR-102 had been built during a golden age of Formula 1 competition and before the invention of aerodynamic aids and corporate sponsorship. It was driven by many famous drivers of the era including Dan gurney, Phil Hill, Richie Ginther, Bob Bondurant, and Bruce McLaren.
Dan Gurney would enjoy a very impressive racing career with 312 starts, 51 wins, 42 pole positions, and 47 podiums with more than 50 makes and 100 different models. He was the first driver to win races in all four major motor racing categories (Le Mans, NASCAR, Indy Car, and Formula 1).By Daniel Vaughan | Jan 2014
Chassis Num: 201
Engine Num: LMI-6-152 1
Sold for $962,500 at 2016 RM Sothebys
Dan Gurney is the first of just three drivers to have won significant races in sports cars, NASCAR, and Indy Car. He won the 1967 24 Hours of Le Mans and was the first driver to spray champagne around the podium. Another first was the Gurney flap which is an accepted aerodynamic aide to a rear spoiler. He was also the first driver to wear a full face helmet, in the 1968 German Grand Prix.
In 1962, Gurney won his first Grand Prix victory for Porsche at Reims. He was the first driver hired by Jack Brabham to drive his namesake car and scored Brabham's first Grand Prix win at Rouen in 1964. In 1965, Gurney left Brabham to start All American Racers and built his own Eagle-Weslake cars. He won the 1967 Belgian Grand Prix, and the only driver in history to have scored maiden Grand Prix wins for three manufacturers: Porsche, Brabham, and his own company.
Gurney's first race in NASCAR was in 1962. He was unbeatable at the Riverside, California, road course, winning for the Wood brothers in 1964, 1965, 1966, and 1968.
Gurney's primary focus with AAR was Indianapolis, where Gurney completed in the Indy 500 every year from 1962 to 1970. The first Eagle Indy car had the same Len Terry design as the 1966 Eagle Formula 1 car. Terry's rear-engine Lotus 38 had won the Indy 500 with Jim Clark in 1965. Gurney hired Terry to develop the car to race in both F1 and the Indy 500.
Both the F1 and the Indy cars were given a new suspension setup and large-diameter lightweight tubing with a double-walled skin. The inner skin provided support to the outer one. The gap between the two walls was used for the fuel cells and coolant pipes from the front radiator. Four internal bulk heads provided support for the shell, with the engine acting as a stressed member. The engine was a Ford 255 cubic-inch 4-cam V8.
Though the two cars had many similarities, they also had their differences. The F1 car was constructed from 18-gauge alloy while the Indy was heavier comprised of heavier 16-gauge, as required.
Six Indy cars were built for the 1966 race. Two were customer cars for Lindsey Hopkins and Sidney Weinberger, and four were for AAR. The first of the six built was chassis number 201.
This particular example is chassis number 201. It is one of five Eagles that started the 1966 Indianapolis 500, and it wore race number 31. Lloyd Ruby qualified 5th in the #14 Bardahl Eagle; Jerry Grant was 10th in the #88 Bardahl Pacesetter Homes; Roger McCluskey was 13th in Lindsey Hopkins #8 G.C. Murphy; Dan Gurney was 19th in the #31 All American Racers; and Joe Leonard was 20th in the #6 Yamaha Eagle.
Unfortunately, Dan Gurney's race was very short. Billy Foster, who was gridded on the outside of Row 4, was squeezed into the wall at the green flag. He triggered a huge pileup on the front straight, which took out 11 cars, including Gurney, A.J. Foyt, and the entire sixth and eleventh rows. Gurney was classified 27th, one place behind Foyt.
The car's racing history for the rest of the 1966 season is not known. For 1967, it returned to Indy wearing the #48 AAR entry for future Formula 1 World Champion Jochen Rindt. The car was fitted with a 303 cubic-inch Gurney-Weslake Ford V8. During the race, Rindt was forced to retire prematurely on the lap 108 due to a dropped valve. He was classified in 24th place.
The history after the race is not entirely clear. It is believed that the car remained with AAR nad used as a test bed for the Weslake V-8 until 1970, when it re-appeared as the Tassi Vatis entry #95 for Sam Posey in the Indy 500, but it failed to start.
Again, its fate is not fully known from that point to the 1971 Indy 500, where it was Tassi Vatis #95 entry again, this time for Bentley Warren, who was side-lined on lap 76 due to a gearbox failure and finished 23rd. Carl Williams raced the car in other races in 1971.
The car returned to Indy in 1972. As #95 for Tassi Vatis, he qualified 22nd at 180.469 mph but went out on lap 52 with a broken oil cooler, finishing 29th.
The car's last known entry was at Pocono in July of 1972.
Bob Johnson was the car's next owner, who sold it to Jim Mann in 1978, before passing it to Bob Sutherland, via Joe and Don Tarwaki. Jim Robbins restored it for Sutherland, then sold it to Joe McPherson in Tustin, California. Doug Magnon purchased it at auction for the Riverside International Automotive Museum in 2008.By Daniel Vaughan | Nov 2016
Daniel Sexton Gurney was born on April 13th of 1931 in Port Jefferson, New York. During his teenage years, he moved to California. He holds the title as being the only US-born driver to win a Formula Grand Prix, other than the Indianapolis 500, in a car he constructed. His name is legendary in the racing scene, competing in Indy Car, NASCAR, Can-Am and the Trans-Am Series. Another highlight of his racing career was winning the 24 Hours of LeMans with co-driver A.J. Foyt.
Gurney has contributed much to the automotive racing. He has many accomplishments as a driver and constructor. He was the first to spray champagne while celebrating on the podium, a tradition well practiced by many victors even to this day.
In 1958, Gurney drove a Ferrari at the 24 Hours of LeMans. The following year, he was a works driver for the Ferrari marque. By 1960 he was driving for BRM. At the Dutch Grand Prix at Zandvoort, a brake system failure caused an accident in his BRM and nearly ended his racing career. The accident left him more cautious, made him re-evaluate his driving style, and created a distrust for engineers. His racing style changed and he used the brakes more sparingly. This technique would serve him well throughout his career, especially on the long-distance, endurance races.
In 1961, he joined the factory Porsche team and drove with Jo Bonnier. His first World Championship victory came the following year at the French Grand Prix at Rouen-Les_Essarts. The following week, he again emerged as a victory, this time in a non-championship F1 race.
In 1963, Gurney was hired by Jack Brabham. He remained with the Brabham Racing Organization before leaving in 1965 to form his own team. The name of the team was AAR, short for 'All American Racers.' The name had been suggested by Victor Holt, the president of Goodyear at the time, after he had been approached by Carroll Shelby for sponsorship. The union worked well, as Goodyear wanted to contest Firestones domination of American racing, and Gurney and Shelby wanted to race in cars of their own design. The teams initial focus was on competing at Indianapolis and to secure the first American Grand Prix victory since 1921.
AAR was able to attract the services of Len Terry of Lotus fame. He had just created the Indy 500 Type 38 and was an excellent candidate to create a dual-purpose chassis that was both versatile and competitive. He began with a riveted aluminum monocoque, similar to that of the Lotus. The F1 version was powered by a 3-liter Weslake V12 engine while the Indy Eagle was powered by a quad-cam Ford V8, also found in the Lotus 38. For the 1966 Indy 500, five cars had been completed.
The fist cars completed were the Indy cars; the Weslake engine was not ready. Instead, a four-cylinder engine was mounted in place of the V12 and used in competition. The four-cylinder engines were seriously underpowered, so these races served more as test and development sessions rather than serious competition.
The Harry Weslake V12 engines had twin cams on each bank of cylinders, actuating 48 valves. Initial testing stated the engine produced just over 360 horsepower; further improvements brought the output to over 400 by 1967. Though their team name was 'All American', the engine and chassis were courtesy of individuals from Great Britain.
The Eagle's powered by twelve-cylinder engines made their racing debut at the 1966 Monza Grand Prix. The Eagles were painted in vibrant livery and featured a unique eagle-like nose. The car raced for seven laps before engine problems side-lined it prematurely. The same fortune was endured the following race, only lasting 13 laps. The engine proved to lack in reliability, as many of the components were hand-formed. For the final race of the season, Gurney reverted back to the Climax engines.
At the conclusion of the season, the team worked hard on finding a suitable engine, improving the car, and reducing the weight of the vehicle. The improvements for the vehicle were extensive. It was given many lightweight components, though it still weighed more than desired when the work was completed.
For the following year, the prospects were optimistic and the team was hopeful. The cars first non-Championship race was at Brands Hatch. A victory was scored but this would prove to be short-lived as reliability problems continued to plague the car in its following races. The fortunes reversed at the Belgian Grand Prix at Spa and Dan Gurney scored an impressive Grand Prix victory. This had been the first American car to score a GP victory since 1921 when a Duesenberg won the French Grand Prix.
At Nurburgring, the Eagle was running strong before a driveshaft failure cause the car to retire. This was very disappointing and frustrating; Gurney had been leading and there was only one lap to go. Dan Gurney raced the Eagles for three more races in 1968 and then switched to a McLaren with Cosworth power.
Dan Gurney retired from Grand Prix racing at the close of the season. Instead, he focused his attention on the American Road Racing scene.
The Indy version of the Eagle, the T1G, was a fast machine but suffered from the same shortcomings as its sibling. Reliability was its Achilles heal. Denny Hulme was able to manage a fourth place finish at the 1967 Indy 500 and Gurney scored a second place finish the following year. Gurney had been beaten by Bob Unser, who was driving a newer version of the Eagle. His car featured a turbocharged four-cylinder Offenhauser engine.
The goal of the Eagle cars had been accomplished over the three seasons in which they raced. The cars continued their racing career in a variety of American racing series for many years after being retired from the AAR team.
By Daniel Vaughan | Jul 2012