1 In 1957, Hall raced the front-engined Chaparral (retroactively called the "Chaparral 1") through 1962, bought from Troutman and Barnes (like the
Scarab, the Chaparral 1 cars were built in California by Troutman and Barnes). Hall and Hap Sharp extensively modified their Chaparral and eventually decided to build their own car. They obtained permission from Troutman and Barnes to use the Chaparral name, which is why all of Hall's cars are called Chaparral 2s.
2 during practice at the Nürburgring The first Chaparral 2-series was designed and built to compete in the United States Road Racing Championship and other races of the time, particularly the West Coast Pro Series that were held each fall. Hall had significant "under the table" assistance from GM, including engineering and technical support in the development of the car and its automatic transmission (this is evidenced by the similarity between the Chevy Corvette GS-II "research and development" model and the Chaparral 2A through 2C models). First raced in late 1963, the Chaparral 2 developed into a highly competitive car in the
Can-Am series in 1966 and 1967. Designed for the 200-mile races of the Can-Am series, it was also a winner in longer endurance races. In 1965, it shocked the sports car world by winning the
12 Hours of Sebring in a pouring rainstorm, on one of the roughest tracks in North America. The Chaparral 2 featured the innovative use of fiberglass as a chassis material. The
Chaparral 2C had a conventional aluminum chassis. It is very difficult to identify all iterations of the car as new ideas were being tested continually. • The
2A is the car as originally raced, featuring a very conventional sharp edge to cut through the air. It also featured a concave tail reminiscent of the theories of
Wunibald Kamm. The first aerodynamic appendages began to appear on the 2A almost immediately to cure a problem with the front end being very light at speed with a consequent impact on steering accuracy and driver confidence. • As the car evolved, it grew and changed shape. Most call these
2B and were raced through the end of 1965. • The
2C was the first Chaparral to use an in-car adjustable rear wing. Similar to the air-brake used in the
Mercedes-Benz 300 SLR it was designed to lie flat for low drag on the straights and could be tipped-up for improved braking through corners. The car's clutchless,
semi-automatic transmission kept the driver's left foot free to operate the wing mechanism. The 2C was based on a Chevrolet-designed aluminum chassis and was a smaller car in every dimension than the 2B. Without the natural non-resonant damping of the fiberglass chassis, Hap Sharp nicknamed it the EBJ — "eyeball jiggler". Alongside the development of aerodynamics was Hall's development of race tires. Jim Hall owned Rattlesnake Raceway, located adjacent to his race shop; its proximity allowed him to participate in much of Firestone's race tire development. A two-article series in
Car and Driver magazine featured Hall's design theories, turning speculation about vehicle handling into applied physics. Hall's theories were the precursor to the elaborate data collection and management of current racing teams. The
2D was the first closed cockpit variant of the 2-series, designed for endurance racing in 1966. It won at
1000 km Nürburgring in 1966 with
Phil Hill and
Joakim Bonnier driving. It also competed in the
1966 24 Hours of Le Mans, withdrawing after 111 laps. The 2D was equipped with a displacement aluminum alloy Chevrolet engine producing ; the car weighed only .
2E The
2E was based on the Chevrolet-designed aluminum 2C chassis and presented Hall's most advanced aerodynamic theories to the racing world in 1966. The 2E established the paradigm for virtually all racing cars built since. It was startling in appearance, with its radiators moved from the traditional location in the nose to two ducted pods on either side of the cockpit and a large pivoting variable-
incidence wing, mounted several feet above the rear of the car on struts. As opposed to an aircraft wing, it generated downforce instead of lift and was attached directly to the rear suspension uprights, loading the tires for extra adhesion while cornering. A ducted nose channeled air from the front of the car upwards, creating extra downforce as well. By depressing a floor pedal that was in the position of the clutch in other cars, Hall was able to
feather or flatten out, the otherwise negative-incidence wing's angle when downforce was not needed (as on a straight track section) to reduce drag and increase top speed. An interconnected air dam also closed off the nose ducting for streamlining. When the pedal was released, the front ducting and wing returned to full downforce position. Until they were banned, many race cars, including some in
Formula One, had wings on tall struts. The resulting accidents from their failures led to pivoting wings mounted on the suspension until these kind of moving parts were fully banned. The 2E scored only one win, at the 1966
Laguna Seca Raceway Can-Am with Hill driving. Hall kept using an aluminum 5.3-liter Chevrolet engine in his lightweight racers while the other teams were using 6- to 7-liter iron engines, trading weight for power. The 2E was a crowd favorite and remains Hall's favorite car.
2F In the
2F Hall applied the aerodynamic advances of the aluminum 2E to the older fiberglass chassis closed-cockpit 2D for the 1967 racing season. A movable wing mounted on struts loaded the rear suspension while an air dam kept the front end planted. The radiators were moved to positions next to the cockpit. An aluminum
7-liter Chevrolet 'big block' engine replaced the 5.3-liter engine of the 2D. While always extremely fast, the extra power of the larger engine was too much for the automatic transmission to handle and it broke with regularity. After solving the transmission problems, the 2F scored its only win on 30 July 1967 in the BOAC 500 at
Brands Hatch with Hill and
Mike Spence driving. The skirting produced a zone within which the fans could create a vacuum producing downforce on the order of 1.25 to 1.50
g when the car was fully loaded (fuel, oil, coolant). Tremendous gripping power and greater maneuverability at all speeds were produced. The 2J competed in the Can-Am series and qualified at least two seconds quicker than the next fastest car, but mechanical problems limited its success. It only ran in the 1970 season, after which it was outlawed by the
Sports Car Club of America (SCCA). Although originally approved by the SCCA, they succumbed to pressure from other teams who argued that the fans constituted "movable aerodynamic devices". Sanctioning body FIA had banned such devices beginning with the 2E. There were also complaints of debris generated by the fans damaging the following cars. McLaren argued that if the 2J were not outlawed, the Can-Am series would be ruined by its dominance – something McLaren had been doing since 1967. A similar fan was used in Formula One in on the
Brabham BT46B.
2K Hall of Fame Museum The 2K was a Formula One-inspired
ground effect Indy car designed by Briton
John Barnard. Debuting in 1979 with driver
Al Unser Sr., it went on to win six races in 27 starts over three seasons. Its greatest success came in 1980 when
Johnny Rutherford won both the
Indy 500 and
CART championship. ==Indy car team==