Thread: Skoda je pozabljen Le Mans racer

Na 1100 OHC zgradili prebili železne zavese in tekmovati v Le Mans, vendar to nikoli naredila. Vozimo, to neznaten-znana veličina racerIts dan novosti. Prvič Ive gledal asfalt, ki pega pod moje noge skozi vrzeli v a floorpan. Prvič Ive že rabljen pes-nogi menjalnik. Prvič Ive vozi dobroverne zgodovinske dirkalnik v jezo.
Dramatično Vzdevek dirkač Red ni avto, ste verjetno seznanjeni s. Zgrajena leta 1957, tip Skoda 1100 OHC 968 je namerno v tekmovati v areni brutalno Le Mans 24 ur. Ni težko razumeti, zakaj. Preko železne zavese, češki blagovna znamka je še vedno nejasna, kljub nekaj uspeha v športu, vključno z razredom zmagal na 24 ur leta 1948. Torej kaj večji izjavo bi se kot ustvariti to šokantno občutljivo, drobne dirkač in vodijo kolo kolo z globalno priznanih velike hitters, ki je že ponarejena svoja ugled na Circuit de la Sarthe?
Morda da bi delal, preoblikovanje blagovne znamke Skoda čez noč. Ampak 1100 OHC nikoli dala, Le Mans, in nihče ne ve zakaj. Mogoče je bilo pomanjkanje denarja, ali politične meje še vedno oblikovanje Evrope v času. Ali lahko domnevamo, da Skoda izgubili zaupanje v svoje optimizacija učinkovitosti (550kg) Italianate športne dirkač in se odločil, da bi bilo nepremišljena celo začeti tekmovati v tak tekma, neprizanesljiva. Dejansko ne bi bilo Skodas prvi plenilec v Mansu; da je prišel leta 1950 z 1101 šport, ki ni končal. Ne glede, bi bilo breathtakingly drzno malo znane blagovne znamke vzhodnega bloka vstopiti Le Mans dogovorili dirkač.
Sedi za volanom, vitek, niz zaviti, ne morem pomagati ampak želeti, to se je zgodilo, če le za izjemne zgodba bi so imeli Skodas štiri lonca dirkač celo videl pisano zastavo, kaj šele bili konkurenčni.
Še vedno, Red Racer je videl uspeh v tekmovanju, in jasno Skoda videl utemeljitev vlagati v športu. Dva od teh steklenih vlaken-steznik roadsters so bile narejene, njihov najbolj opazen uspeh prihaja leta 1962 z ena-dva v Leningrad (sedaj Sankt Peterburgu), rokah Miroslav Fousek in Jaroslav Bobek. Tri aluminij-steznik coupe različice so bile tudi narejene, vendar nobeden ostal v obstoj.
Drugih roadster je non-runner, prikazano v Skodas češki muzej, ki to delajo le primer poslastica 1100 OHC na svetu.
Torej svoj z malo strah, da sem roll na Prodrives vozišča v Kenilworth, videti kot nekakšen čudaški dirke ogoljufani komedija v drobnih 3880mm dolg, 965mm visoko Skoda. V trenutkih očitno, da je presenetljivo spodbujanje stroj. Kot s največ avtomobilov dirke, je aktivno mara, vozi pri nižjih vrtljajih, hiccuping in odlašajo (ne vsaj zdaj teče na sodobno gorivo in ne avgas, da bi uporabil v svojih konkurenčnih dni), dokler ne odprite plin širok. Počakate srčni utrip, kot motor, glava valja zlitine in twin Jikov uplinjači, zdi, da pripravi dih pred začetkom sama z užitkom proti oznako 7700 rpm maksimalno moč.
Museum-Worthy merilniki nestabilnost poti erratically okoli pokliče, beli igle utripanja nad nosijo črno ozadje in dokazuje veliko manj koristen kot zgolj poslušanje thrummy, crescendoing soundtrack za ta popoln trenutek za premik navzgor skozi slaščica pes-nogi pet-stopenjskim menjalnikom. Nenadoma dirkač Red začne živeti do obljubo mehek, namenska izgleda da oblikovalec Frantisek Sajdl zagotovo boksih z mislimi Ferrari v spominu.
Svoj zadnji konec shimmies okoli z zaskrbljujoče enostavnost in pripravljenost za prekinitev oprijem-nenazadnje zaradi suh pnevmatike. Vendar s komaj a trebušnega zajeti, na 1100 zmaga mi iskreno. Svoje tako razburljiva in osvežujoč izkušenj tako popolnoma odvisni od voznikov nadzor avtomobila. Nič hoteti zaščititi vi tukaj vendar sami. Še malo potruditi, potisnite malo bližje in rev malo več visceralno enosti, ki ste jih s strojem zavaja.
Očitno da je 1100 je avto namenjen hitreje, bolj pometanje vezja kot tesen ravnanje sledi Prodrive, kjer trpi zaradi pomanjkanja front-end oprijem, kot nos izpere. Aktivno izzivalen v prekrmarjenje dobra izbira premagati to, vam omogoča, da opravljajo veliko vrt iz kotu, čeprav dolgotrajno diapozitivi so ovira pomanjkanje energije.
Za vse, ki Skoda počuti primitivne standardi moje izkušnje (skoraj izključno) 21. stoletja, je bil napreden avto v svojem času. Sedi na jeklenih aluminijasta školjka, svoj boben zavore name¹èena oplate za boljšo razporeditev teže, in uporablja torziji žarka osi na obeh koncih, z dvojno vzmetenje spredaj in napol zaključnimi roke zadaj. Menjalnik in končno pogon so nastanjeni v enem ohišju in motor ima dve svečke na cilinder, ker jih dostaviti bolj zanesljive in bolje spali pogojih vzdržljivosti.
Omamljanje, žice spoked kolesa teči o tem, kaj sodobni oči, se zdi nevarno ozke 5. 5 v razdelku gume, tako da 1100 OHC odmori oprijem z neverjetno lahkoto kljub pritličen sila proizvodnje. Ampak s vaš posterior začasno cm nad tlemi, se lahko zanesete na vedela, kaj počne avto v času odgovoriti.
Plus, to je stvar veseli. S 167bhp EUR na tono, da ne omenjam nekoliko razdražljiv razburjenje pasu brez pilotski kabini in Naziranje, da je ta avto konstrukcijske celovitosti papirna kaša kljub jeklena kletka, je razveseljiv, črhniti najnepomembnejši. Traja nekaj krogov za priti mimo občutek, da vaša vožnjo razbiti in nenadomestljiv muzejski eksponat in res rev motor svoj vrhunec, ki omogoča, da je pravilno, osredotočen skladbo avto in ne razstava.
Krmiljenje nikoli ne počuti tako ostra, kot Id, slutiti šele torej ne potrebujete za stalno Uzvrpoljiti volanski obroč-non-zapora prilagoditev in vnos – ki so značilne za težko usmerjenih predvojni dirkač. Lahko pustite 1100 OHC tok zlahka skozi hitro vogali, reševanje velik rokoborba vložkov za tesen, nizke hitrosti stvari.
Torej, to ni počasno avtomobila; najvišja hitrost 118mph bil no matter mala leta 1957. In se počutim tako hitreje, kot se sliši, še posebej, ko veš, da so zavore verging na okrasne. Pritisni pedal, dokler ne izgubite promet za vaše stopalo-z vse obup nekoga sooča prihajajoče Armco nenadomestljiv vintage avtomobilov – in hitrost pade proč z nujnostjo ribe plavali melasa. Tam se ne počutim še manj dejansko zavorno moč. Jasno, to bi bilo vprašanje prišel konec Mulsanne naravnost.
Ne morem reči, da imam vse ustrezno merilo za merjenje Skoda 1100 OHC proti. Vendar, zavore vstran, enostavno, da vidite, kako ta avto videl uspeh v številnih dirkah si konkurirajo. Obstaja veliko poslastico in komunikacije, celotna izkušnja, in sedel v tako nizki in tako daleč nazaj, da avto zdi, da se vrtite okoli vas, zaradi česar je enostaven za zaupanje, da ta vintage dirkač je več kot tekoči muzejski eksponat. Lahko res voziti.
To je, Im prepričani, daleč od najboljši dirkač obdobja. Vendar dirkač Red je tudi pogled na nekakšen visoke ambicije, da ko je Skoda. In kako blizu je prišel za njihovo uresničitev.

The 1100 OHC was built to break through the Iron Curtain and compete at Le Mans, but it never made it. We drive this little-known racerIts a day of firsts. The first time Ive watched asphalt blur beneath my feet through gaps in a floorpan. The first time Ive used a dog-leg gearbox. The first time Ive driven a bona fide historic race car in anger.
The dramatically nicknamed Red Racer is not a car you are likely to be familiar with. Built in 1957, the Skoda 1100 OHC Type 968 was designed to compete in the brutal arena of the Le Mans 24 Hours. Its not hard to see why. Beyond the Iron Curtain, the Czech brand was still obscure, despite some success in motorsport, including a class win at the Spa 24 Hours in 1948. So what bigger statement could it make than to create this shockingly delicate, tiny racer and run wheel to wheel with globally renowned big hitters that had already forged their reputations at Circuit de la Sarthe?
Maybe it would have worked, transforming the Skoda brand overnight. But the 1100 OHC never made it to Le Mans, and no one really knows why. Maybe it was lack of money, or the political boundaries still shaping Europe at the time. Or you could speculate that Skoda lost confidence in its flyweight (550kg) Italianate sports racer and decided that it would be foolhardy to even try to compete in such an unforgiving race. It actually wouldnt have been Skodas first foray at Le Mans; that came in 1950 with an 1101 Sport that failed to finish. Regardless, it would have been breathtakingly audacious of a little-known Eastern Bloc brand to enter Le Mans with a bespoke racer.
Sitting behind the slim, string-wrapped steering wheel, I cant help but wish it had happened, if only for the outstanding story it would have made had Skodas four-pot racer even seen the chequered flag, let alone been competitive.
Still, the Red Racer did see success in competition, and clearly Skoda saw justification to invest in motorsport. Two of these fibreglass-bodied roadsters were produced, with their most noticeable success coming in 1962 with a one-two in Leningrad (now St Petersburg), at the hands of Miroslav Fousek and Jaroslav Bobek. Three aluminium-bodied coupe versions were also made but none remain in existence.
The other roadster is a non-runner that is displayed in Skodas Czech museum, making this the only working example of the dainty 1100 OHC in the world.
So its with a little trepidation that I roll out onto Prodrives test track in Kenilworth, looking like some sort of comedy Wacky Races rip-off in the tiny 3880mm-long, 965mm-high Skoda. Within moments its evident that this is a spectacularly encouraging machine. As with most racing cars, it actively dislikes being driven at low revs, hiccuping and hesitating (not least as it now runs on modern fuel and not the avgas it would have used in its competitive days) until you open the throttle wide. You wait a heartbeat as the motor, with its alloy cylinder head and twin Jikov carburettors, seems to draw breath before launching itself with relish towards the 7700rpm peak power mark.
Museum-worthy gauges wobble their way erratically around the dials, white needles flickering over a worn black background and proving far less useful than simply listening to the thrummy, crescendoing soundtrack for that perfect moment to shift up through the sweet five-speed dog-leg gearbox. Suddenly the Red Racer starts to live up to the promise of the sleek, purposeful looks that designer Frantisek Sajdl surely penned with thoughts of Ferrari in his mind.
Its rear end shimmies around with alarming ease and willingness to break traction – not least thanks to its skinny tyres. But with barely a lap covered, the 1100 wins me over wholeheartedly. Its both exhilarating and refreshing to experience a car so wholly reliant on the drivers control. Nothing will save you here but yourself. Yet the visceral oneness that you have with the machine entices you to try a little harder, push a little closer and rev a little more.
Its obvious that the 1100 is a car designed for faster, more sweeping circuits than the tight handling track at Prodrive, where it suffers from a shortage of front-end grip as the nose washes out. Actively provoking it into oversteer works best to overcome this, allowing you to carry plenty of revs out of a corner, although any prolonged slides are hampered by a shortage of power.
For all that the Skoda feels primitive by the standards of my (almost exclusively) 21st-century experience, it was an advanced car in its time. Sitting on a steel tubular spaceframe, its drum brakes are mounted inboard for better weight distribution, and it uses torsion beam axles at both ends, with double wishbone suspension up front and semi-trailing arms at the rear. The gearbox and final drive are accommodated in one housing and the engine has two spark plugs per cylinder, because they delivered a more reliable and better burn under endurance conditions.
The stunning, wire-spoked wheels run on what, to the modern eye, seems dangerously narrow 5. 5in-section rubber, with the result that the 1100 OHC breaks traction with remarkable ease despite its low power output. But with your posterior suspended inches above the ground, you can rely on knowing what the car is doing in time to respond.
Plus, it is a sprightly thing. With 167bhp per tonne, not to mention the slightly edgy excitement of a belt-free cockpit and the inkling that this car has the structural integrity of papier mache despite its steel cage, it is exhilarating to say the least. It takes a few laps to get past the sense that youre driving a breakable and irreplaceable museum piece and really rev the engine to its peak, allowing it to be a proper, focused track car and not an exhibit.
The steering never feels as sharp as Id expected it to, but theres no need for the continuous steering-wheel fidget – non-stop adjustment and input – that characterises a hard-driven pre-war racer. You can let the 1100 OHC flow easily through fast corners, saving the big wrestling inputs for the tight, low-speed stuff.
So this is not a slow car; a top speed of 118mph was no small matter in 1957. And it feels way faster than it sounds, particularly when you know that the brakes are verging on ornamental. Push the pedal until you lose circulation to your foot – with all the desperation of someone facing oncoming Armco in an irreplaceable vintage car – and the speed falls away with all the urgency of a fish swimming in treacle. There is next to no feel and even less actual stopping power. Clearly, this would be an issue come the end of the Mulsanne Straight.
I cant say that I have any relevant benchmark to measure the Skoda 1100 OHC against. But, brakes aside, its easy to see how this car saw success in many of the races it did compete in. There is great delicacy and communication to the whole experience, and you sit so low and so far back that the car seems to pivot around you, making it easy to trust that this vintage racer is more than a rolling museum piece. You can really drive it.
It is, Im sure, a long way from the finest racer of its period. But the Red Racer is also a glimpse at the sort of lofty ambitions that Skoda once had. And how close it came to realising them.