Podcast appearances and mentions of rod millen

Rhys Millen, 2-time King of the Mountain; Rod Millen, 5-time King of the Mountain; Loni Unser, the second woman of the Unser clan to tackle the mountain and Jeff Zwart, Co-Founder of RACER and Pikes Peak Winner. Hosted by Jeff Hammond from SiriusXM ch 90, Late Shift. Presented by ARP, Inc. and Performance Plus Global Logistics

The inaugural 'Masters' takes place in Augusta, the South Africans try to bat 22 runs from one ball and we say happy birthday to Rod Millen, Angus Ta'avao, Ethan Blackadder and Mick Schumacher. Here's what happened Back In The Day.

We are inching closer every day to the Pikes Peak International Hill Climb, and with the release of the drivers list, there is a lot to look forward to. We also talk about the future of hot-rodding electric cars, why Toyota can bite me, and even get back to giving you ways to get out there and participate in the wonderful world of cars on a budget. Links to all stories talked about in this episode can be found at religionofspeed.com/podcast

Todos los coches de competición son difíciles del conducir. Ya sabéis esa regla que dice: Cuanto más eficaz es un coche, más complicado es de llevar. Y también sabéis que en competición solo hay un objetivo: La eficacia. Así que todos los coches de competición son difíciles de conducir… pero, os aseguro que ha habido algunos con mucho carácter… Me ha costado elegir 10 coches… ¡solo 10! ¿Por qué? Porque valdría casi cualquier Fórmula-1, cualquier Grupo-B o cualquier coche de la Can-Am. Pero me he propuesto una cosa: Buscar y rebuscar entre aquellos que por una u otra razón eran especialmente complicados y tenían fama precisamente de eso, de ser coches que, para llevarlos rápido, había que ser muy, pero que muy buen piloto. 1. Auto Unión tipo C. (1934) En 1958 Cooper fue el primer F1 en llevar motor central… sí, el primer F1, un campeonato instaurado en 1950, pero no el primer monoplaza de Gran Premio en llevar motor central, mérito que le corresponde a Auto Unión. Pero es que además este Tipo C contaba con un motor V16 de 4,3 litros y cerca de 300 CV. Tenía fama de ser un coche muy, pero que muy complicado por la posición de su motor, que hacía que su comportamiento fuese distinto a todos los demás coches de su época. 2. BRM V16. (1950) Este coche contaba con un motor de 16 cilindros, solo 1.5 litros pero que gracias a la sobrealimentación ofrecía 550 CV a 10.000 rpm… ¡en 1950! Un coche que un piloto de la talla de Stirling Moss confesó que odiaba, pues era muy potente pero muy pesado y con un reparto de pesos que no era el mejor del mundo. 3. Ford 3 litros GT. (1968) ¿Os parece que John Surtees es un buen piloto? Pues el bueno de John se negó a conducir este coche porque le parecía peligroso y difícil de conducir. He leído por ahí que este coche es el precursor del GT40. Falso, precursor no, antecedente sí, pues fue anterior. Mientras Ford ya estaba centrada en el GT40, el equipo Alan Mann Racing, con la ayuda de Ford Europa y de los patrocinadores Castrol y Good Year crearon este prototipo “alrededor” del motor Cosworth DFV de F1. 4. Porsche 917. (1969) El 917 nace como una evolución del 908 con motor V12 y Porsche necesita hacer 25 unidades para homologarlo, 25 unidades que fueron construidas a toda pastilla. Eran coches que estaban terminados, pero nunca habían rodado ni habían sido puestos a puntos. Cuando Hans Hermann probó el coche por primera vez dijo, literalmente, que era una “catástrofe”. Los capós se doblaban, el escape quemaba la carrocería, entraba agua, pero, sobre todo, era muy inestable. 5. McLaren M8D Chevrolet. (1970) Tampoco podía faltar en este vídeo de coches difíciles alguno de la Can-am. Y he elegido el coche que costó la vida a Bruce Mclaren. Dedique un vídeo a la Can-Am, una categoría de coches que llegaron a ser más rápidos que los F1 y con un reglamento casi libre. El M8D era un monstruo con motor V8 Chevrolet de casi 8 litros de cilindrada. Ni Ferrari con sus V12 ni Ford con un 12 cilindros de 7 litros pudieron batir a los McLaren Chevrolet. Sólo lo consiguió Porsche con su 917 de más de mil caballos. 6. Lancia Stratos. (1974) El diseño de Bertone era y es espectacular, como lo era su motor central Ferrari V6 que llego a rendir hasta 380 CV. Pero era un coche corta de batalla, muy claustrofóbico, con una visibilidad escasa y un comportamiento violento. Había que entenderlo y Sandro Munari, apodado “il Drago” supo domar a la fiera y ganar tras mundiales de marcas consecutivos. 7. Renault RS01. (1977) Había que estar locos. Y en Renault lo estaban: equipo y piloto era novatos un chasis completamente nuevo un motor turbo con la mitad de cilindrada y neumáticos radiales… comenzar un proyecto así es de locos. 8. Porsche 935/78 “Moby Dick”. (1978) En un video de “coches de competición difíciles de conducir” no podía faltar un 911. Hemos elegido el más Porsche 911 Turbo más brutal, al que dedicamos un vídeo completo. Como pasó con el 917, este modelo tenía mucho potencial, y fue Ickx quien consiguió ponerlo a punto. 9. Audi Quattro S1. (1986) No podía faltar un Grupo B. De hecho, podrían estar todos los Grupo B en este vídeo, pero el más cabrón (pitido en “on”) de todos era, de lejos, este Quattro. Se dice que llegó a alcanzar los 600 CV pero curiosamente solo consiguió una victoria, en San Remo en 1986 con nada menos que Walter Rohrl al volante. Con su corta batalla, su reparto de pesos que no ayuda y un motor brutal, conducir este coche no estaba al alcance de cualquiera. 10. Toyota Tacoma de Pikes Peak. (1998) Con este coche Rod Millen ganó consecutivamente en 1998 y 1999 la célebre prueba. Su motor de cuatro cilindros, 2.1 litros y 1000 CV se caracteriza por ser “todo patada”. Fijaos en un dato: Pese a esa potencia la velocidad máxima era de solo 212 km/h . Conclusión. Todos los coches de competición son difíciles. Pero si tienen motor central, muchos caballos y alguien te dice que son coches con “carácter”… pues ya puedes tener cuidado…

A Kiwi motor racing champion is struggling to understand why his wife is repeatedly being denied permission to enter the country. Rod Millen and his American wife, Shelly Campbell, run a succesful motorcross festival in Northland. Four applications to get his wife of 13 years into the country have been denied by Immigration New Zealand without explanation. This is contrary to assurances made by the Prime Minister when the border closed in March. Millen is currently living at his farm on the Coromandel Peninsula while his wife is stuck in Nevada. He speaks to Corin Dann.

Welcome to a new Podcast series of mine, talking about rally legends of the present and past. This episode is about Rod Millen

Episode 245 - Costa Gialamas has been behind the scenes of major racing efforts since the late 90s.  From Pikes Peak with Rod Millen in 1998, the only Baja 2000 held in the year 2000 (an extra long deser race to commemorate the year) to building, prepping, and competing with one of the first LS swapped drift cars, Costa has been part of some amazing programs.  Mike Kojima and Austin Cabot caught a rare free moment with Costa in the SlipAngle MotoIQ studios to chat about everything from his history as a crew chief, to builds and the tech involved in current drift programs (it will surprise you even if you aren't a fan of drifting).  Costa sheds some light on himself - one of the driving forces behind the scenes that not many people are aware of.  You can read more about Costa here - https://motoiq.com/crew-chief-profiles-costa-gialamas/

Another week in the fast-paced and ever-changing automotive world has flashed by, but the WhichCar Weekly team has the highpoints covered. This week, Scotty is off tearing up the outback in a Raptor, and has left Dan to hold the fort. Joining Dan, wheels journalist and motorsport anorak Cameron Kirby makes his WCW debut alongside regular Any Enright. In this episode, Cam gives us his review of the Bathurst 12 Hour and explains why it is gaining increasing attention from both motorsport diehards and new fans to the sport. Later in the show he reveals what it’s like to pilot a TCR racer ahead of the new touring car series kicking off this year. He still hasn’t stopped talking even though we switched off the mics and turned out the lights. Andy returns from New Zealand and regales us with tales from the Leadfoot festival, where for one weekend each year, Rod Millen’s driveway becomes ground zero for petrolheads. Could the Kiwi event put Goodwood on notice? He also explains why the local police want to ask him some questions about an Air BnB. And the boys say happy 50th birthday to Honda Australia and discuss their favourite models from the Japanese maker from the past five decades.

Happy Thursday, or whatever day it is you're listening to this!  Our two dads, the good professor, the excitable child, and the exasperated leader gather 'round the pod table and talk about minivans with radar detectors, hypothetically crush a LaFerrari in Trent's Billion Dollar Question, and we settle the debate nobody asked for: Which driveway would you rather drive up, Lord March's or Rod Millen's? Support our sponsor Steady Broke!  Head to their site, and use the code CAMAUTO15 to get 15% off your entire order! Thank you for joining us on this episode!  You can find us on Apple Podcasts, Google Play, Spotify, and wherever else you find your podcasts.  Please subscribe, rate, and review us!  Support the providers of this podcast's theme song, Mathusaworm.    Find us on social media, subscribe to the CAMcast podcast, and subscribe to our YouTube channel! Twitter Instagram Facebook The CAMcast on Apple Podcasts The CAMcast on Google Play The CAMcast on Spotify YouTube CAMautoSwag

Ken Anderson grew up in LA during the 70’s and enjoyed normal kid stuff like biking and skateboarding. Ken’s first car was a VW Bug and he discovered how much fun it was to customize it. In the mid-80’s, he got a job at a local Honda dealership in the parts department. That dealership begin importing Mugen parts from Japan and was installing them onto cars. After a few years of working at the dealership, he wanted to get into racing and got in touch with Russ at RC Engineering. Ken started as a shop assistant and learned a lot about engine dynamics during his time there. Then, he heard about an opportunity at HKS and got a job as a sales person. He got in on the ground floor of HKS bringing their excellent build quality to the US. After some time, he had an opportunity to team up with Rod Millen and began importing parts for the Miata when it was first brought to the US. They built some great cars and imported all sorts of parts for the Miata and other Mazda cars. Eventually, Ken saw yet another opportunity in SUV’s and branched out to start a company that imported accessories for vehicles like the Land Cruisers, Montero’s, and Troopers. This was the first company that Ken started on his own and he grew it to be a very large company. Then he sold his stake to a partner and exited the business. The next venture was back into smaller sports cars. He met a man who worked at Cosworth during a car event and this meeting turned into another business opportunity. At the time, Cosworth’s primary role in the US was to support the Champ Car racing series. But Cosworth wanted to manufacture and sell more parts in the US and Ken was put in charge of that task. When Ford sold off the Cosworth arm of the business, Ken helped introduce several products for different vehicle manufacturers. They got started with products like a CNC head for the Subaru STI, as well as a CNC head and cams for the Mitsubishi Evo. After building up yet another business, Ken left to go work for COBB Tuning for the next 1.5 years. Ken then traveled to England for the Autosport Performance Trade Show and had a meeting with Mountune to sell them the Accessport. David Mountain, the founder of Mountune, was actually looking for somebody to introduce the US to their products and knew that Ken would be perfect for the job. So Ken took the offer and opened up Mountune USA by himself and proceeded to grow the company very quickly. He now employs 13 people and occupy a large building with a showroom, install area, engine dyno, and warehouse space.

Mike got his start with race cars be being a corner worker at the local track. After a near-death experience with a crashing car, Mike decided to move to tech inspection. Here, he started to offer repair services to the guys going through tech and then branched out to helping them modify the race cars. Then he dabbled in co-driving with Rod Millen and helping them build cars. Mike was then approached by a friend who wanted to open a shop so they opened Road Race in late 1993. Over the years, the business never really got a strong footing and the friend left the company. This forced Mike to reevaluate his situation and move the business to a smaller & cheaper location. This was at the same time that he started to focus on Mitsubishi’s. When the Evo hit the states in 2003, the market changed pretty drastically. Road Race went from mainly selling parts online to mainly installing parts and tuning customer cars. But during a race in Mexico, Mike met Rossy. She had grown up in drag racing and was checking out the rally racing. They hit it off and Mike proceeded to go out of his way to help Rossy’s team with parts and repairs. They married 3 years later and now Rossy runs the shop. Road Race is now in a 6500-square foot building and is made up of 8 people. They specialize in Evo’s but still work on a lot of DSM’s and still dabble in various random vehicles.

Former British Touring Car Championship ace Anthony Reid brought the house down at the 2012 Goodwood Festival of Speed after recording the fastest time of the day. In a change from previous Festivals, this year’s running saw more than 45 cars vie to take part in the top 20 ‘shoot-out’ finale. David Tetley’s fearsome ‘Stars ’n’ Stripes’ Opel Manta V8 kicked things off, recording a time of 57.34sec, the times tumbling until Rod Millen’s Pikes Peak Toyota had an ‘off’ following a grassy moment exiting Molecomb. The Kiwi emerged unscathed, and even managed a smile, but his ‘truck’ had bent front suspension and bodywork damage. Following the restart, a psyched-up Reid blasted his Chevron GT3 racer up the hillclimb course in a staggering 46.46sec, the Scot reaching 131mph on his run. He narrowly edged out the favourite Gary Ward, who streaked up the hill in 46.80sec aboard his Leyton House-Judd CG901B Grand Prix car. However, fastest man in terms of outright speed was Group C Jaguar XJR8/9 driver Justin Law who recorded a belief-beggaring 142mph across the line. It was a suitably dramatic conclusion to a thrilling even

Former British Touring Car Championship ace Anthony Reid brought the house down at the 2012 Goodwood Festival of Speed after recording the fastest time of the day. In a change from previous Festivals, this year's running saw more than 45 cars vie to take part in the top 20 ‘shoot-out' finale. David Tetley's fearsome ‘Stars 'n' Stripes' Opel Manta V8 kicked things off, recording a time of 57.34sec, the times tumbling until Rod Millen's Pikes Peak Toyota had an ‘off' following a grassy moment exiting Molecomb. The Kiwi emerged unscathed, and even managed a smile, but his ‘truck' had bent front suspension and bodywork damage. Following the restart, a psyched-up Reid blasted his Chevron GT3 racer up the hillclimb course in a staggering 46.46sec, the Scot reaching 131mph on his run. He narrowly edged out the favourite Gary Ward, who streaked up the hill in 46.80sec aboard his Leyton House-Judd CG901B Grand Prix car. However, fastest man in terms of outright speed was Group C Jaguar XJR8/9 driver Justin Law who recorded a belief-beggaring 142mph across the line. It was a suitably dramatic conclusion to a thrilling even