Great video! I have a couple of clarifications. They're minor details, but it's a topic I am fairly familiar with, so I hope you don't mind me sharing. Regarding the 1955 LeMans disaster, the reason that race officials kept the race running is that they did not want spectators to try to leave. The roads in and out of the area were narrow and the organizers feared that the crowd leaving the race would create a traffic jam that would slow down ambulances and other emergency response vehicles. Their decision to continue the race sounds callous, and maybe they should have stopped it once all the wounded were treated, but it was a pragmatic choice to save as many lives as possible. Also, the car was made of magnesium because it is light. Magnesium parts reduce the weight of the car. Titanium and carbon fiber are lighter, stronger, and not as flammable, but those weren't really available to auto manufacturers at the time. Magnesium is still used in certain race car parts, but it's used in smaller quantities and generally not used where it can pose a fire danger to the driver. Specifically, magnesium wheels are still common. I actually carried a shard of magnesium from a wheel that was broken in my first-ever racing accident. It came off of the other (much more expensive) car. Now for some points about downforce. Typically, the two factors that need to be balanced when setting up the aerodynamics of a car are downforce and drag. Creating downforce relies on changing airflow, which basically means that it creates drag. However, there are multiple ways to generate downforce. You can generate it on top of the car with things like wings, or you can generate downforce under the car. Underbody downforce essentially makes the whole car into a sort of upside-down airplane wing, where there is a region of low pressure underneath the body that sucks the car down to the track. Since we are dealing with pressure differentials, greater area on the underside of the car means more downforce. Additionally, overhangs past the front and rear wheels act as levers that dramatically improve grip at either the front or the rear. The long noses of the Mercedes CLRs were not purely for aesthetics, they were long to maximize the amount of downforce generated at the front of the car. Now, the problem here is that this kind of downforce is highly dependent on angle of attack. If the nose of the car tilts up for any reason (like going over a crest in the road), then all that surface area is now acting to lift the car instead of suck it down. Moreover, since the overhang is designed to have leverage, once it starts to generate lift it is very good at pointing the nose of the car even higher. Predictably, this leads to the car taking flight. To summarize, Mercedes tried to do too much with the aero on the CLR and ended up creating a ticking time bomb that could've killed Peter Dumbreck if the car hadn't landed right-side up. To reiterate, those are pretty minor details. I see your channel isn't focused on racing primarily, so there is no reason I would expect you to know any of that lol. Keep up the good work!

Honestly you should just watch every Emplemon vid. Art of the Choke, Homer’s Enemy, Two Days in Moore, Stanislov Petrov, Pandora’s Box; Im trying to make a highlight list but they’re all just so good that I can’t narrow anything down.

great vid!

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Mike Hawthron had a heard condition... and it's believeable that he had a flare up just when he was driving.. He was not a douche.. he was a gentlemen.. while his overtaking might have seen as a douche move.. the Healey was a much slower car, driving for a different racing class... there was no pit entrance, nor even a pitlane back then.. it was literally next to the race track.

13/25 yeah, they might be getting back in F1... like when they did in 1962 and as a engine supplier in the early 80s to Early 90s as Tag (Heuer) Porsche