Morning arrives quietly in the Dubai desert. The city's shine recedes in the rearview mirror, glass and steel giving way to a sea of sand that looks soft from a distance and intricate up close. Morning desert safari Dubai early tour . Before the sun rises, the dunes are blue and cool, their ripples crisp as if drawn by a careful hand. A driver eases air from the tires to let the vehicle float on the sand, and for a moment the engine falls silent. The silence is startling, an emptiness that feels full-of wind you can't yet hear, of birds you can't yet see, of a day just about to happen.
A morning desert safari in Dubai is often sold as an adventure-and it can be-but what lingers is the nature of it. Morning desert safari Dubai nature experience Dawn is when the desert reveals itself most generously. The heat hasn't yet pressed down, and the animals, adapted to harsh rhythms, are still on the move. The first light slips in from the east and the dunes catch fire, shifting from slate to apricot to deep russet in a few, breathless minutes. In that brief window you understand how this landscape, often described as empty, is a master of subtlety; it changes constantly with the angle of the sun and the whisper of wind.
Look closely and the place fills with stories. Arabian oryx leave tidy, double-toed prints that stitch together over the sand's surface, disappearing into a stand of ghaf trees-the UAE's national tree, a patient green that anchors the dunes. Gazelles skip lighter tracks. The delicate, arrow-like imprints of a lark sing of morning even in their shape. Somewhere, a fox has passed; you can see the faint line of its tail brushed across the sand between paws. Scarab beetles etch tiny hieroglyphs and vanish beneath the surface. If the season has been kind and rain fell weeks earlier, a scatter of desert blooms may surprise you near a wadi: brief, pale flowers that run their entire life cycle in a few days, a miracle of timing and restraint.
The air itself feels different at dawn. It's cooler, edged with the mineral scent of sand and the green breath of shrubs. The Shamal wind that will later sculpt the dunes into crescents is often sleeping still. The only sounds are the crunch of your steps and, if you're lucky, the thin, clear notes of a desert bird tuning itself to the morning.
Morning desert safari Dubai scenic morning dunes
Morning desert safari Dubai scenic morning dunes
Morning desert safari Dubai travel experience
Morning desert safari Dubai nature experience
Morning desert safari Dubai sand adventure
Morning desert safari Dubai best experience
Morning desert safari Dubai calm desert tour
Adventure finds its place within this quiet. Dune driving is a choreography of momentum and respect. The driver reads the sand like a map: never crest a ridge blind, always angle along a slope rather than charge straight up it. It's part physics, part instinct, and when done well, you feel more like you're surfing than driving.
The ride can be exhilarating, but the best guides match the tempo to the morning-thrill without shouting over the song of the place.
Then there's the counterpoint of stillness: standing barefoot on a cool slope, feeling the sand give and settle, watching your footprints lose their sharp edges almost as soon as you make them. Sandboarding trades horsepower for gravity; a few slides and you're breathless, not from the effort but from the view at the bottom looking back up at what you just rode down, the dune now telling a new story of you.
Some mornings, a falcon arrives. It sits on a gloved hand, eyes like polished onyx, a sliver of sky contained in each. Falconry here is not just spectacle; it's a thread that ties this bright, modern city to a past of survival and skill. The bird lifts and falls with the handler's call, a blur of intention, and for a moment the desert holds its breath with everyone watching. Later, a slow ride on a camel reminds you why the animal is called a ship: the gentle roll, the perspective shift, the realization that moving deliberately through this environment is not just tradition but wisdom.
Breakfast is simple and generous-dates that taste of sunlight, flatbread warm from a griddle, cardamom-scented coffee poured with a practiced tilt. Hospitality, like water, is an ethic in arid lands. Stories come with the coffee: how people once read the dunes and stars, where the best grazing hid after a storm, which hollow of sand keeps a fire's heat the longest. You begin to understand the desert not as a blank between places but as a place in itself, fully and finely furnished for those who know how to see it.
The Dubai Desert Conservation Reserve protects a swath of this ecosystem, and stepping into it with a mindful operator is part of the experience. Staying on existing tracks, resisting the urge to rush every dune, and leaving nothing behind but the soft imprint of tires or feet are acts of respect that keep the desert wild. It's a fragile resilience out here; plants that look like dry twigs hold entire micro-worlds under their shade, and the crust of the sand, once broken, takes time to heal. A good guide points these things out not to scold but to share the pleasure of noticing.
Photography is almost too easy and somehow still not enough. The camera loves the angles of early light, the way a single ghaf throws lacy shadows, the long line of camels walking as if across the rim of the world. But give yourself minutes without a lens. Sit. Listen. The desert speaks softly, and it says different things when you're not composing. You'll catch the small wind that only brushes the top of the dune. You'll feel the temperature shift as the sun clears the horizon. You'll watch the last stars turn pale and go, as if they've been gently folded away for later.
A morning safari ends earlier than you'd like. The sun climbs; the day finds its glare. Wildlife folds back into shade. You drive toward the skyline again, the city reassembling itself in the heat shimmer, and the sand's colors flatten into a more familiar desert tan. Morning desert safari Dubai sand adventure You might feel that bittersweet tug of having visited a secret that billions of grains keep between them and the wind. But the secret is generous; you carry it back as a change in pace, a new patience, an appetite for quiet.
There is a practical grace to going at dawn. It's cooler and kinder on the body, kinder on the animals, kinder on the mind. You see more with less effort. You taste the desert before the day tries to own it. And in that tasting, you learn something about Dubai that can't be read from its towers or its malls: that a city built on ambition also rests on a landscape built on endurance, and both are beautiful in their own way.
Morning desert safari Dubai nature experience-spoken baldly, the phrase sounds like a brochure. Lived attentively, it becomes a memory stitched with color and silence, adrenaline and tea, animal tracks and human ones. It's an invitation to greet the day where it begins cleanly, at the edge of sand and light, and to step lightly across a place that rewards those who do.
About Can-Am
Sports car racing series from 1966 to 1987
This article is about the motorsport cup. For the baseball league, see Canadian-American Association of Professional Baseball. For manufacturer of ATVs, see Can-Am motorcycles. For other uses, see Can-Am (disambiguation).
Can-Am
The logo of the Can-Am Challenge Cup
Category
Sports car racing
Country
United States, Canada
Folded
1987
The Canadian-American Challenge Cup, or Can-Am, was an SCCA/CASC sports car racing series from 1966 to 1974, and again from 1977 to 1987.
The Can-Am rules were deliberately simple and placed few limits on the entries. This led to a wide variety of unique car body designs and powerful engine installations. Notable among these were Jim Hall's Chaparrals and entries with over 1,000 horsepower.
History
[edit]
The Can-Am race at Edmonton International Speedway in 1973
Can-Am started out as a race series for Group 7 sports racers with two races in Canada (Can) and four races in the United States of America (Am). The series was initially sponsored by Johnson Wax. The series was governed by rules called out under the FIA Group 7 category with unrestricted engine capacity and few other technical restrictions.
The Group 7 category was essentially a Formula Libre for sports cars; the regulations were minimal and permitted unlimited engine sizes (and allowed turbocharging and supercharging), virtually unrestricted aerodynamics, and were as close as any major international racing series ever got to have an "anything goes" policy. As long as the car had two seats, bodywork enclosing the wheels, and met basic safety standards, it was allowed. Group 7 had arisen as a category for non-homologated sports car "specials" in Europe and, for a while in the 1960s, Group 7 racing was popular in the United Kingdom as well as a class in hillclimb racing in Europe. Group 7 cars were designed more for short-distance sprints than for endurance racing. Some Group 7 cars were also built in Japan by Nissan and Toyota, but these did not compete outside their homeland (though some of the Can-Am competitors occasionally went over to race against them).
SCCA sports car racing was becoming more popular with European constructors and drivers, and the United States Road Racing Championship for large-capacity sports racers eventually gave rise to the Group 7 Can-Am series. There was good prize and appearance money and plenty of trade backing; the series was lucrative for its competitors but resulted, by its end, in truly outrageous cars with well over 1,000 horsepower (750 kW) (the Porsche team claimed 1,500 hp (1,100 kW) for its 917/30 in qualifying trim[1]), wings, active downforce generation, very light weight and unheard of speeds. Similar Group 7 cars ran in the European Interserie series from 1970 on, but this was much lower-key than the Can-Am.
On-track, the series was initially dominated by Lola, followed by a period in which it became known as the "Bruce and Denny show", the works McLaren team dominated for five consecutive seasons (1967-1971) until the Porsche 917 was perfected and became almost unbeatable in 1972 and 1973. After Porsche's withdrawal, Shadow dominated the last season before Can-Am faded away to be replaced by Formula 5000. Racing was rarely close—one marque was usually dominant—but the noise and spectacle of the cars made the series highly popular.
The energy crisis and the increased cost of competing in Can-Am meant that the series folded after the relatively lackluster 1974 season; the single-seater Formula 5000 series became the leading road-racing series in North America and many of the Can-Am drivers and teams continued to race there. F5000's reign lasted for only two years, with a second generation of Can-Am following. This was a fundamentally different series based initially on converted F5000 cars with closed-wheel bodies. There was also a two-liter class based on Formula Two chassis. The second iteration of Can-Am faded away as IMSA and CART racing became more popular in the early 1980s but remained active until 1987.
Can-Am remains a well-remembered form of racing due to its popularity in the 1960s and early 1970s, the limited number of regulations allowing extremely fast and innovative cars and the lineup of talented drivers. Can-Am cars remain popular in historic racing today.
Notable drivers
[edit]
Notable drivers in the original Can-Am series included virtually every acclaimed driver of the late 1960s and early 1970s. Jim Hall, Mark Donohue, Mario Andretti, Parnelli Jones, George Follmer, Dan Gurney, Phil Hill, Denny Hulme, Jacky Ickx, Bruce McLaren, Jackie Oliver, Peter Revson, John Surtees, and Charlie Kemp all drove Can-Am cars competitively and were successful, winning races and championship titles. Al Holbert, Alan Jones and Al Unser Jr. are among the drivers who launched their careers in the revived Can-Am series.
Pioneering technology
[edit]
Can-Am was the birthplace and proving ground for what, at the time, was cutting-edge technology. Can-Am cars were among the first race cars to use sport wings, effective turbocharging, ground-effect aerodynamics, and aerospace materials like titanium. This led to the eventual downfall of the original series when costs got prohibitive. However during its height, Can-Am cars were at the forefront of racing technology and were frequently as fast as or even faster around laps of certain circuits than the contemporary Formula One cars. Noted constructors in the Can-Am series include McLaren, Chaparral, Lola, BRM, Shadow and Porsche.
Manufacturers
[edit]
McLaren
[edit]
A McLaren M1A, one of the early Can-Am competitors that was equally at home in other sportscar series.McLaren Can Am Chassis restored by Racefab Inc. for vintage racing
McLaren cars were specially designed race cars. The Can-Am cars were developments of the sports cars which were introduced in 1964 for the North American sports car races. The team works car for 1964 was the M1. For 1965 the M1A prototype was the team car and bases for the Elva customer M1A cars. In late 1965 the M1b(mk2) was the factory car in 1966 with Bruce McLaren and Chris Amon as drivers. In 1967, specifically for the Can-Am series, the McLaren team introduced a new model, the M6A. The McLaren M6A also introduced what was to become the trademark orange color for the team. The McLaren team was considered very "multinational" for the times and consisted of team owner and leader Bruce McLaren, fellow New Zealander Chris Amon and another "kiwi", the 1967 Formula One world champion, Denny Hulme, team manager Teddy Mayer, mechanics Tyler Alexander, Gary Knutson, Lee Muir, George Bolthoff, Frank Zimmerman, Tom Anderson, Alan Anderson, David Dunlap, Leo Beattie, Donny Ray Everett, and Haig Alltounian (all from the US), Don Beresford, Alec Greaves, Vince Higgins, and Roger Bailey (UK), Tony Attard (Australia), Cary Taylor, Jimmy Stone, Chris Charles, Colin Beanland, Alan McCall, and Alistair Caldwell (NZ). The M6 series used a full aluminum monocoque design with no uncommon features but, for the times, there was an uncommon attention to detail in preparation by the team members. The M6 series of cars were powered by Chevy "mouse-motor" small-block V8s built by Al Bartz Engines in Van Nuys, California. They were models of reliability. This was followed in 1968 by the M8A, a new design based around the Chevy big-block V8 "rat motor" as a stressed member of the chassis. McLaren went "in house" with their engine shop in 1969. The M8B, M8C, M8D and M20C were developments of that aluminum monocoque chassis. McLaren so dominated the 1967-1971 seasons that Can-Am was often called the "Bruce and Denny show" after the drivers who very often finished first and second. There was even a one-two-three finish at the Michigan International Speedway on September 28, 1969: McLaren first, Hulme second, and Gurney third. Nine months later, Bruce McLaren lost his life, on June 2, 1970, at Goodwood when the rear bodywork of his prototype M8D detached during testing resulting in a completely uncontrollable car and a fatal high-speed crash. Team McLaren continued to succeed in Can-Am after Bruce's death with a number of other drivers, but the works Porsche effort with a turbocharged flat-12 engines and a high development budget meant that they could not keep up with the 917. Although private McLarens continued in the series, the works team withdrew to concentrate on Formula One (and USAC, for several years). Team McLaren went on to become a several time F1 champion and is still a part of that series.
Porsche
[edit]
The Porsche 917/30 carried Mark Donohue to the 1973 championship.
The Porsche 908 spyder was used in Can-Am, but was underpowered (350 hp) and mainly used by underfunded teams. It did win the 1970 Road Atlanta race, when the more powerful cars fell out. The 917PA, a spyder version of the 917K Le Mans car, was raced, but its normally aspirated flat-12 was underpowered (530 hp). In 1971 the 917/10 was introduced. This was not turbocharged, but was lighter and had cleaner body work, and Jo Siffert managed to finish fourth in the championship.
For 1972 the 917/10K with a turbocharged 900 horsepower five-litre flat-12 was introduced. Prepared by Roger Penske and driven by Mark Donohue and George Follmer these cars won six of the nine races. In 1972 Porsche introduced an even more powerful car, the 917/30KL. Nicknamed the "Turbopanzer" this car was seen as a monster. With 1,100 or 1,580 horsepower (820/1161 kW in race or qualifying trim)[citation needed] available from its 5.4 litre flat-12 and weighing 1,800 lb (816 kg) with better downforce this car won six of eight races in the 1973 championship.[2] Porsche's dominance was such that engine rules were changed to try to reduce the lack of competition for one marque by enforcing a fuel-consumption rule for 1974. This kind of alteration of rules to promote equality is not unknown in other forms of American motorsport. The category that the car had been created for and competed in was discontinued and in 1975 Donohue drove this car to a closed-course world-speed record of 221 mph (average)(356 km/h) at the Talladega Superspeedway (then called the "Alabama International Motor Speedway"). It was capable of 240 mph (386 km/h) on the straights.[3]
Chaparral
[edit]
Chaparral's infamous 2J "Sucker Car" was banned from Can-Am after 1970, due to its unique downforce-producing fans.
Jim Hall's Chaparrals were very innovative, following his success in the United States Road Racing Championship (USRRC). The 2 series Chaparrals (built and engineered with a high degree of covert support from Chevrolet's research and development division) were leaders in the application of aerodynamics to race cars culminating with the introduction of the 2E in 1966, the first of the high wing race cars. The 2E was a defining design, and the 2G was a development of that basic design. The FIA banned movable aerodynamic devices and Chaparral responded with the 2H 1969. The 2H broke new ground, seeking to reduce drag but did not achieve much success. The 2J that followed was perhaps the ultimate example of what Group 7 rules could allow in a racing car. It was a twin-engined car, with the by-then usual big-block Chevrolet engine providing the driving force, and a tiny snowmobile engine powering a pair of fans at the back of the car. These fans, combined with the movable Lexan "skirts" around the bottom of the car created a vacuum underneath the car, effectively providing the same level of downforce as the huge wings of previous vehicles, without the drag. Although far too mechanically complex to survive in racing environments, the theory was sound, and would appear in Formula One a few years later in the BT46B "Fan Car" of 1978.
Lola
[edit]
The Lola T70, T160-165, T220, T260, and T310 were campaigned by the factory and various customers, and were primarily Chevy powered. The Lola T70 driven by John Surtees won the first Can-Am championship in 1966. Lola continued to experiment with new designs versus McLaren which refined the design each year. The 1971 Lola T260 had some success with Jackie Stewart taking two victories. In 1972 a radical new design, the Lola T310, made its appearance. The T310 was the longest and widest Can-Am car of the era versus the short stubby T260. The T310 was delivered late and suffered handling problems the entire year with its best finish a fourth at Watkins Glen.
Others
[edit]
1974s Shadow DN4A
While McLaren and Porsche dominated the series for most of its existence, other vehicles also appeared. Well-established European manufacturers like Lotus, CRD, in the form of their Merlyn Mk8 Chevrolet, Ferrari and BRM, appeared at various times with limited success, while March tried to get a share of the lucrative market in 1970–71, but could not establish themselves. Ford also flitted across the scene with a number of unsuccessful cars based on the GT40 and its successors. American specialist marques like McKee, Genie and Caldwell competed, alongside exotica like the astonishing four-engined Macs-It special.
British-born mechanic and engineer Peter Bryant designed the Ti22 (occasionally known as the Autocoast after one of the team's major backers) as an American-built challenger to the British McLarens and Lolas. The car made extensive use of titanium in its chassis and suspension, and Bryant experimented with aerodynamics and with early use of carbon-fibre to reduce weight. Although the car was quick it did not achieve consistent success; problems with the team's funding saw Bryant move on to Don Nichols' UOP-sponsored Shadow team. The Shadow marque had made its debut with an astonishing car with tiny wheels and radiators mounted on top of the rear wing designed by Trevor Harris; this was unsuccessful, and more conventional cars designed by Bryant replaced them; Bryant was sidelined when Shadow moved into Formula One but after his departure, turbocharged Shadows came to dominate as Porsche and McLaren faded from the scene.
Decline and revivals
[edit]
Al Holbert driving a VDS-001 in the revived Can-Am in 1982.
The last year for the original Can-Am championship was 1974. Spiraling costs, a recession in North America following the oil crisis, and dwindling support and interest led to the series being canceled and the last scheduled race of the 1974 season not being run.[4]
The Can-Am name still held enough drawing power to lead SCCA to introduce a revised Can-Am series in 1977 based on a closed-wheel version of the rules of the recently canceled Formula A/5000 series. This grew steadily in status, particularly during the USAC/CART wars of the late 70s and early 80s, and attracted some top road-racing teams and drivers and a range of vehicles including specials based on rebodied single seaters (particularly Lola F5000s) and also bespoke cars from constructors like March as well as smaller manufacturers. To broaden the appeal of the series a 2L class was introduced for the last several years—cars often being derived from F2/Formula Atlantic. The series peaked in the early 80s but as the CART Indycar series and IMSA's GTP championship grew in stature it faded. In 1987 the series changed as Indycars started to become a source of cars. The SCCA took away the Can-Am name but the series continued as the Can-Am Teams Thunder Cars Championship. After a single year the teams took the sports bodies off and evolved into American Indycar Series.
In 1991, after 18 months of development, a Shelby Can-Am series was created using a production line of Sports bodied cars designed by Carroll Shelby powered by a 3.3 litre Dodge V6. The series ran for five years before it was dropped by the SCCA. A large number of cars were relocated to South Africa and ran from 2000 onwards.
The name was once again revived in 1998, when the United States Road Racing Championship broke away from IMSA. Their top prototype class was named Can-Am, but the series would fold before the end of 1999 before being replaced by the Grand American Road Racing Championship. The Can-Am name would not be retained in the new series.
Circuits
[edit]
Main article: List of Can-Am Challenge Cup circuits
Champions
[edit]
Year
Driver
Team
Car
1966
John Surtees
Team Surtees
Lola T70-Chevrolet
1967
Bruce McLaren
Bruce McLaren Motor Racing
McLaren M6A-Chevrolet
1968
Denny Hulme
Bruce McLaren Motor Racing
McLaren M8A-Chevrolet
1969
Bruce McLaren
Bruce McLaren Motor Racing
McLaren M8B-Chevrolet
1970
Denny Hulme
Bruce McLaren Motor Racing
McLaren M8D-Chevrolet
1971
Peter Revson
Bruce McLaren Motor Racing
McLaren M8F-Chevrolet
1972
George Follmer
Penske Racing
Porsche 917/10
1973
Mark Donohue
Penske Racing
Porsche 917/30 TC
1974
Jackie Oliver
Shadow Racing Cars
Shadow DN4A-Chevrolet
1975–1976
No series
1977
Patrick Tambay
Haas-Hall Racing
Lola T333CS-Chevrolet
1978
Alan Jones
Haas-Hall Racing
Lola T333CS-Chevrolet
1979
Jacky Ickx
Carl Haas Racing
Lola T333CS-Chevrolet
1980
Patrick Tambay
Carl Haas Racing
Lola T530-Chevrolet
1981
Geoff Brabham
Team VDS
Lola T530-Chevrolet / VDS 001-Chevrolet
1982
Al Unser Jr.
Galles Racing
Frissbee GR3-Chevrolet
1983
Jacques Villeneuve Sr.
Canadian Tire
Frissbee GR3-Chevrolet
1984
Michael Roe
Norwood/Walker
VDS 002-Chevrolet / VDS 004-Chevrolet
1985
Rick Miaskiewicz
Mosquito Autosport
Frissbee GR3-Chevrolet
1986
Horst Kroll
Kroll Racing
Frissbee KR3-Chevrolet
1987
Bill Tempero
Texas American Racing Team
March 85C-Chevrolet
Under 2 Litre class champions
[edit]
Year
Driver
Team
Car
1979
Tim Evans
Diversified Engineering Services
Lola T290-Ford
1980
Gary Gove
Pete Lovely VW
Ralt RT2-Hart
1981
Jim Trueman
TrueSports
Ralt RT2-Hart
1982
Bertil Roos
Elite Racing
Marquey CA82-Hart
1983
Bertil Roos
Roos Racing School
Scandia B3-Hart
1984
Kim Campbell
Tom Mitchell Racing
March 832-BMW
1985
Lou Sell
Sell Racing
March 832-BMW
References
[edit]
^
Nevison, Robert (director) (2008). CAN-AM: The Speed Odyssey (documentary).
^http://www.wspr-racing.com/wspr/results/canam/canam1973.html 1973 Can Am results
^"Donohue Hits 221 for Closed Course Record". Daytona Beach Morning Journal. AP. August 10, 1975. p. 1B. Retrieved April 24, 2015.
^Lyons, Pete (1995). Can-Am. Osceola, Wisconsin: Motorbooks International. p. 240. ISBN 0-7603-0017-8.
Bibliography
[edit]
Can-Am, Pete Lyons, Motorbooks International
Can-Am Races 1966–1969, Brooklands Books
Can-Am Races 1970–1974, Brooklands Books
Can-Am Racing Cars 1966–1974, Brooklands Books
Can-Am Challenger, Peter Bryant, David Bull
External links
[edit]
Wikimedia Commons has media related to Can-Am (autosport).
CanAm History site Archived 2005-08-31 at the Wayback Machine
Can-Am History, by Michael Stucker
Bruce McLaren Trust Official site
Can-Am Results 1966-1986
CanamCircus by Stéphane Lebiez
Historic Can Am
The History of the Canadian - American Challenge Cup
v
t
e
Circuits of the Can-Am Challenge Cup (1966–1987)
Canada
Edmonton
Mont-Tremblant
Mosport
Sanair
Trois-Rivières
United States
Brainerd
Bridgehampton
Caesars Palace
Charlotte
Dallas
Gateway
Green Valley
Hallett
Laguna Seca
Lime Rock
Michigan
Mid-Ohio
Milwaukee
Phoenix
Pueblo
Riverside
Road America
Road Atlanta
Sears Point
Stardust
St. Petersburg
Summit Point
Texas World
Watkins Glen
Willow Springs
v
t
e
Classes of auto racing
Formula
racing
Active
F1
F2
F3
F4
F600
Formula 1000
Formula Atlantic
Formula Car Challenge
Formula Continental
Formula E
Formula Enterprises
Formula Ford
FF1600
Formula Regional
GB3
Formula Vee
IndyCar
Super Formula
Supermodified
BOSS GP
Monoposto Racing Club
V de V Challenge Monoplace
Defunct
F3000
F5000
Formula A (SCCA)
Formula B (SCCA)
Formula C (SCCA)
FCJ
Formula Dream
Formula Holden
S5000
Formula Junior
Formula Libre
Formula Mondial
Formula Pacific
Formula Super Vee
Australian National Formula
Tasman Series
One-make
formulae
Active
Formula Car Challenge
Formula Enterprise
Indy NXT
MRF Challenge
SRF
USF Pro 2000
USF2000
USF Juniors
FIA Formula Championship
2
3
Defunct
ADAC Formel Masters
Barber Pro
CFGP
Formula Asia
Formula
Abarth
Alfa
BMW
Chrysler
König
LGB
Swift
Hyundai
Lightning
Maruti
Masters
China
Russia
Mazda
Nissan
Opel/Vauxhall
Palmer Audi
RUS
Rolon
Formula Renault
2.0L
GP2
GP3
Toyota Racing Series
S5000
Kart racing
Active
Direct-drive
OK
OK-J
OK-N
OKN-J
60 Mini
Gearbox
KZ
KZ2
KZ2-M
Superkart
Defunct
KF1
Touring
car racing
Active
BTCC
NGTC (TCN-1)
TCR (TCN-2)
Stock Car Pro Series
Stock Series
Supercars
Top Race V6
Turismo Nacional
Turismo Nacional BR
TC2000
Defunct
Appendix J
BTC-T
Group 1
Group 2
Group 5
Group A
Group C
Group E
Group F
Group G
Group H
Group N
Aus
Group S
Class 1
Class 2
Super 2000
Diesel 2000
DTM
ETCR
Superstars
V8Star
WTCC
WTCR
Stock
car racing
Active
ARCA
Allison Legacy Series
IMCA Sport Compact
Late model
Legends
Modifieds
NASCAR
Cup
O'Reilly
Truck
Canada
Whelen Euro Series
Mexico
Super Stock
Street Stock
Turismo Carretera
Defunct
ASCAR
AUSCAR
IROC
SRX
Oval
BriSCA F1
BriSCA F2
V8 Hotstox
Hot Rods
Superstocks
Superstox
Sprint car racing
Midget car racing
Quarter midget racing
Rallying
Active
Groups Rally
Group Rally1
Group Rally2
Group Rally3
Group Rally4
Group Rally5
Group R-GT
Defunct
Group 1
Group 2
Group 4
Group A
Group B
Group S
Group N
Group R
Super 1600
Super 2000
World Rally Car
Sports
prototypes
Active
LMDh
LMH
LMP
LMP2
LMP3
Clubmans
Defunct
DP
DPi
Group 3
Group 4
Group 5
Group 6
Group 7
Group A
Group C
Group CN
GC
GC-21
IMSA GTP (1981–1993 era)
LMP
LMP1
LMPC
S2000
Grand
touring
Active
GT3
GT2
GT4
GT500
GT300
Trans-Am
Defunct
Group 3
Group 4
Group 5
Group B
Group D
GT1 (1993–1999)
GT1 (2000–2012)
GT2 (1993–1999)
GT2 (2005–2010)
GT3 (1998–1999)
LM GTE
IMSA
AAGT
GTO
GTS
GTU
GTX
Appendix K
Drag
racing
Active
Top Fuel
Dragster (TF/D)
Funny Car (TF/FC)
Top Alcohol
Dragster (TA/D)
Funny Car (TA/FC)
Pro Stock (PS)
Pro Modified (Pro Mod)
Gas
Super Stock
Super Comp/Quick Rod
Top Doorslammer
Altered
Competition
Radial vs. The World
Pro 275
X275
Outlaw 10.5
Defunct
Top Gas
Modified
Pro FWD
Off-road
Baja Bug
Dune buggy
Rallycross
Autocross
Trophy truck
Group T1
Group T2
Group T3
Group T4
Group T5
Truggy
Side by Side (UTV)
About Sandboarding
Boardsport
Sandboarding in Dubai, United Arab Emirates
Sandboarding is a boardsport and extreme sport[1] similar to snowboarding that involves riding down a sand dune while standing on a board, with both feet strapped in. Sand sledding can also be practised sitting down or lying on the belly or the back. It typically involves a sand sled, although it is also somewhat possible to use snow sleds or snowboards. The invention of modern sandboarding is largely attributed to Lon Beale, aka 'Doctor Dune', who began sandboarding in 1972 in California's Mojave Desert.
Sandboarding has adherents throughout the world, but is most prevalent in desert areas or coastal areas with beach dunes. It is less popular than snowboarding, partly because it is very difficult to build a mechanised ski lift on a sand dune, meaning participants must climb or ride a dune buggy or all-terrain vehicle back to the top of the dune. On the other hand, dunes are normally available year-round as opposed to ski resorts, which are seasonal.
Equipment
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The sandboard base is much harder than a snowboard, and is built mostly out of formica or laminex with special base materials now being made, that will slide on wet and dry sand. To glide in the sand, the board bottom is often waxed, usually with a paraffin-based sandboard wax, before a run. Afterwards, the bottom of the board may have a lightly sanded look to it. Most terrain sandboards are composed of hardwood ply, while 'full-size' sandboards are a wood, fiber glass, and plastic composite. However, a snowboarding base will sometimes work on steeper dunes as well.[2]
Worldwide
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Sandboarding is practised worldwide, with locations available on every continent except Antarctica. The World's Greatest Sandboarding Destinations lists sandboarding destinations in over 65 territories.[3]
Sandboarding in Hawaii
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Sand boarding or sand sliding (Hawaiian: heʻe one) was a favourite beach pastime on the islands throughout the first half of the 20th century including the outbreak of World War II.[4]
Sandboarding in Palestine
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Drorbamidbar has sandboarding in Israel at Negev Desert not far from Ashalim in Ramat HaNegev.
Sandboarding in Australia
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Little Sahara on Kangaroo Island in South Australia is a sand dune system roughly covering two square kilometres (0.77 sq mi). The highest dune is approximately 70 metres (230 ft) above sea level.
Lucky Bay, about 30 kilometres (19 mi) south of Kalbarri, in Western Australia, is another sandboarding hotspot. Sandboarding Tours are offered in the area.
The Stockton dunes, 2.3 hours north from Sydney. Stockton Bight Sand Dunes system is up to one kilometre (0.62 mi), 32 kilometres (20 mi) long, and covers an area of over 4,200 hectares (10,000 acres; 42,000,000 m2). The massive sand dunes climb up to 40 metres (130 ft) high. Located only minutes from the centre of Nelson Bay, it is the largest sand dune system in Australia.[5]
Sandboarding in Africa
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Woman sandboarding in Africa
Sandboarding sites in Egypt include the Great Sand Sea near Siwa Oasis واحة سيوة in Egypt's Western Desert, the Qattaniya القطانية sand dunes (1.5 h drive on/off-road from Cairo), El Safra الصفراء and Hadudah هدودة dunes midway between Dahab and St. Catherine in Sinai.
Namibia features sand-skiing, which is similar to sandboarding, performed with skis instead of a board. Most of the sand-skiing is performed in the Namib desert dunes around Swakopmund and Walvis Bay. With a special permit it is sometimes possible to sand-ski at the world's highest dunes in Sossusvlei.[6] Henrik May, a German living in Namibia for some 10 years, set a Guinness World Record in speed sand-skiing on 6 June 2010. He reached a speed of 92.12 km/h (57.24 mph).[7]
After some pioneers like Derek Bredenkamp who boarded Swakopmund around 1974, commercial operators in South Africa began offering sandboarding to tourists in 1994.[8] In 2000 the Sandboarding South Africa league was established. Between 2002 and 2004 the South African Sandboarding League held competitions on the Matterhorn Dune located between Swakopmund and Walvis bay. Competition events included dual slalom, boarder cross and big air events. In 2005 and 2006 Alter Action held sandboarding competitions at Matterhorn but the competitions no longer formed part of the South African Sandboarding League during those years. The league collapsed, then the sport was revived again in 2007 with weekly sandboarding sessions in and around Cape Town and Gauteng.
Sandboarding in the United States
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Sand Master Park, located in Florence, Oregon is a dedicated sandboarding park and the first of its kind, featuring 200 acres (81 ha; 810,000 m2) of sculpted sand dunes and a full-time pro shop. Dune Riders International is the governing body for competitive sandboarding worldwide and sanctions events each season at Sand Master Park and around the world. Sand Master Park is also the factory outlet for the largest sandboard company in the world, Venomous Sandboards.
Coral Pink Sand Dunes State Park, near Kanab, Utah, permits sandboarding on roughly 2,000 acres of sand dunes within its boundaries.[9] Utah also contains sand dunes near Salt Lake City, Lake Powell, and Moab. Additionally, the company Slip Face Sandboards is based in Provo, Utah.
Great Sand Dunes National Park and Preserve near Alamosa, Colorado has sandboarding on what it calls the tallest dunes in North America.[10] Sandboarding and skiing are permitted anywhere on the dunefield away from vegetated areas.[11][12]
Sandboarding in South America
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Peru is known for having large sand dunes in Ica, some reaching up to 2 km (1.2 miles). Duna Grande in Ica is the largest sand dune in the world. The Copa Sandboarding Perú (Peru – Sandboarding Cup) has been held near Paracas every year since 2009. Since 2017 the Sandboard World Cup is hosted in the region of Ica by InterSands.[13] There are also great dunes near the capital city (Lima) in Chilca.
In Chile, sandboarding is practiced throughout the north of the country, including the Medanoso dunes in Copiapo (where the Dakar rally takes place), Puerto Viejo beach in Caldera, excellent dunes in Iquique, and some near Viña del Mar.
Sandboarding in Central America
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Nicaragua is home to Cerro Negro, the youngest volcano in Central America. Since it has steep slopes and volcanic sand, it is possible to sandboard down this active volcano.
Sandboarding in Europe
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Sandboarding in Greece
A rather small sand mountain is the Monte Kaolino in Hirschau, Germany. Equipped with a 120-metre (390 ft) lift, it was the host of the annual Sandboarding World Championships until 2007.
The Dune of Pilat in France is an hours' drive from Bordeaux; it is the tallest dune in Europe, measuring 3 kilometres across, 500 metres wide and between 100 and 115 metres tall depending on the year.[14]
Amothines is a small desert five kilometres (3 mi) from Katalakkos village in Limnos, Greece. There are many sand dunes there, where people can practice sandboarding.
Sandboarding in the United Kingdom
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Sand dunes in Holywell, England
Wales is home to the village of Merthyr Mawr that is
2+1⁄2 miles (4 km) from the town of Bridgend, the village is close to a beach and it is home to the "Big Dipper", the second largest sand dune in Europe.[15]
Holywell, Cornwall is also home to a beach with a complex of sand dunes; in the summer and during peak times, local shops that cater for beach goers also sell sandboards.
The Braunton Burrows sand dunes on the Devon coast, was the filming location for where Alex Bird became the first sandboarder to be towed by a car on British shores.[16]
In the North East region of the United Kingdom, there is a small beach at Seaton Sluice where people can sandboard. This is a good alternative to sledding, as there is insufficient snow to support sledding there, even though the UK has a rather cold climate, with chilly winters and cool summers.
Sandboarding in the Russian Federation
[edit]
Сэндбординг в пустыне п. Шойна НАО
Sandboarding in Russia began to develop and popularize in the village of Shoyna in the Nenets Autonomous Okrug. Local entrepreneur and public figure Fedor Shirokiy is a pioneer in this development. The Shoyna sand dunes are located above the Arctic Circle, offering a unique opportunity to master this sport in the extreme Arctic conditions.
Events
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Sandboarding World Championship – The SWC was held annually in Hirschau (until 2007), Germany at Monte Kaolino, currently also the site of Europe's largest sand hill. Riders can board down dunes over 90 m (300 feet) tall, riding into a water landing site at the base of the hill. It has a sand lift, the only one in the world. Events include slalom (akin to snowboarding's parallel giant slalom), freestyle (similar to freestyle snowboarding) and sandboard cross (cf. snowboard cross).
The current Sandboard World Cup is hosted in Ica - Peru every two years.
Sand Master Jam – Annual sandboarding event that takes place in Florence, Oregon at Sand Master Park. This event occurs in late spring or early summer. The Sand Master Jam has been held since 1996.
Pan-American Sandboarding Challenge – This event takes place in July in Aquiraz, Ceara, Brazil at Prainha's Beach. It features amateurs and professionals who wish to compete in freestyle and jump events.
Sand Sports Super Show – Annual outdoor event for all sand sports, including sandboarding. This three-day event takes place in September in Costa Mesa, California at the Orange County Fair and Expo Center.
Sand Spirit - Annual event that takes place at Monte Kaolino, Germany.
References
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^
"What is sandboarding and how does it work?". Sand-boarding.com. 4 February 2025.
^Sand-boarding.com (16 April 2021). "Sandboarding: Facts and Figures". Surf The Sand. Retrieved 30 June 2021.
^Soley, Jack (2022). The World's Greatest Sandboarding Destinations. Jack Soley. p. 200. ISBN 9798360473794.
^Clark, John R. K. (2011). Hawaiian Surfing: Traditions from the Past. Honolulu: University of Hawaiʻi Press. pp. 85–8. ISBN 978-0-8248-3414-2.
^"Port Stephens Visitors Information Centre". Archived from the original on 16 February 2011. Retrieved 24 March 2011.
^"Xtreme Spots". Xtreme Spots. Retrieved 26 August 2015.
^"The World Record", Ski Namibia, Retrieved 5 January 2013
^"Sandboarding".
^""Sandboarding at Coral Pink Sand Dunes"". Retrieved 21 March 2022.
^"Park Always Open - No Reservations Needed to Visit". US National Park Service. Retrieved 5 January 2017.
^"Sandboarding and Sand Sledding". US National Park Service. Retrieved 5 January 2017.
^"Where to go sandboarding in the US". sand-boarding.com. Retrieved 13 August 2020.
^Peru's top sandboarders compete tomorrow in Paracas, Living Peru. Sports. 26-11-2010. Retrieved 11-26-2010
^Soley, Jack (2022). The Sandboarding Book. Jack Soley. p. 111. ISBN 9798498830896.
^"A sleepy village in Wales is home to the second largest sand dune in Europe". 11 July 2017. Retrieved 5 April 2019.
^"JEEP RENEGADE DESERT HAWK SANDBOARDING STUNT". Retrieved 5 April 2019.
External links
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Wikimedia Commons has media related to Sandboarding.
Sand-boarding.com
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About Kawasaki
Look up Kawasaki or 川崎 in Wiktionary, the free dictionary.
Kawasaki (Japanese: 川崎, romanized: Kawasaki, lit. 'river peninsula') may refer to:
Places
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Kawasaki, Kanagawa, a Japanese city
Kawasaki-ku, Kawasaki, a ward in Kawasaki, Kanagawa
Kawasaki City Todoroki Arena
Kawasaki Stadium, a multi-sport stadium
Kawasaki, Fukuoka, a Japanese town
Kawasaki, Iwate, a Japanese village
Kawasaki, Miyagi, a Japanese town
Tokyo-Yokohama-Kawasaki, Japanese conurbation
Transportation
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Kawasaki Route (Japanese: 川崎線, romanized: Kawasaki-sen), a toll road of the Shuto expressway system in Greater Tokyo
Kawasaki line, several lines
Kawasaki station, several stations
Businesses
[edit]
Kawasaki Heavy Industries (KHI), a Japanese manufacturer of aerospace equipment, ATVs, engines, industrial plants, motorcycles, jet skis, ships, tractors, trains and so on
Kawasaki Heavy Industries Motorcycle & Engine, a division of Kawasaki Heavy Industries
Kawasaki motorcycles
Kawasaki Motors Racing, the European subsidiary of Kawasaki Heavy Industries
Kawasaki Shipbuilding Corporation, the shipbuilding subsidiary of Kawasaki Heavy Industries
Kawasaki Heavy Industries Rolling Stock Company, the railroad division of Kawasaki Heavy Industries
Kawasaki Aerospace Company, the aerospace division of Kawasaki Heavy Industries
Kawasaki Kisen Kaisha or K Line, a Japanese transport company
Kawasaki Steel Corporation, predecessor of JFE Holdings
People
[edit]
Kawasaki (surname), a Japanese surname
Other uses
[edit]
Battle of Kawasaki, at Kawasaki, Mutsu, Japan; in 1057 in the Zenkunen War between the Abe clan and Minamoto clan
Kawasaki disease (Kawasaki's), a vascular disease found primarily in young children
Kawasaki Racecourse, a horseracing dirt track, in Kawasaki, Kanagawa, Japan
Shaking rat Kawasaki, the Kawasaki lineage of laboratory rat animals
Kawasaki-type oiler (Japanese: 川崎型油槽船, romanized: Kawasaki-gata Yusōsen), an oil tanker and refueller ship class
See also
[edit]
Search for "kawasaki" on Wikipedia.
Kawasaki Frontale, a football (soccer) club in Kawasaki, Kanagawa
Verdy Kawasaki, former name of current Tokyo Verdy, a football (soccer) club
All pages with titles containing Kawasaki or Kawasakis
All pages with titles beginning with Kawasaki
Kawa (disambiguation)
Saki (disambiguation)
Topics referred to by the same term
This disambiguation page lists articles associated with the title Kawasaki.
If an internal link led you here, you may wish to change the link to point directly to the intended article.
About Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates
A must visit place if you've a time in Dubai. We had a great time during our trip. We bought a package for desert safari 140AED per person (exclude Motor bike) including Buffet Dinner at Net Tour Camp. Amazing experience while driving at Desert. Worth a visit!
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates
Desert Safari Dubai - Dune Buggy & Quad Biking Dubai - Al Marsa Street - Dubai - United Arab Emirates, Cascades Tower - Al Marsa St - Marsa Dubai - Dubai Marina - Dubai - United Arab Emirates