The first thing you notice in Al Marmoom is the quiet. Even before the engines fire up, the desert seems to hold its breath-ribbons of sand stretching to the horizon, a sweep of sky so wide it rearranges your sense of scale. I had signed up for a quad bike Dubai Al Marmoom sunset ride because I wanted to see the desert as more than a backdrop to the city. I wanted to feel it. And the desert, as it turned out, had plenty to say.
We reached the meeting point in the late afternoon, when the sun still burned hot but had softened just enough to sketch long shadows along the dunes. The guides were calm and unhurried, each movement practiced. They handed out helmets, goggles, and gloves, and gave us a safety briefing that balanced confidence with caution. “Follow in a single file,” one said, tracing a line through the air with his finger. Quad Bike Dubai Al Faya dunes . “Respect the dunes. They look soft, but they're alive.” It was the kind of reminder that sticks with you-especially here, in Al Marmoom Desert Conservation Reserve, where you're moving through a landscape that shelters oryx, gazelles, foxes, and generations of Bedouin memory.
Starting a quad bike in the desert is like waking a sleeping animal-there's a shudder, a cough, and then a low hum that vibrates up through your arms. The sand is immediately different from any road. It moves with you and against you. The first few minutes felt like learning to breathe underwater: counterintuitive, a little wild. The guide led a measured pace to warm everyone up. We carved shallow arcs over the smaller dunes, the bikes spitting sand that glinted in the light like powdered gold.
Once you find the rhythm, a quad ride gives you a sensation that borders on flying. You crest a dune, the front lifts with a gasp, and there's a blinking instant when sky and ground trade places. Then you drop, weightless, and the tires bite again. The trick is to trust momentum. Don't fight the incline. Lean with it, soften your grip, let the bike travel where the sand allows. It's more dance than duel.
As we pressed deeper into Al Marmoom, the city dissolved into a vague memory. The dunes grew taller, folded over each other in silky layers, here and there punctuated by tufts of hardy shrubs. Henna The wind stitched little ripples across the surface, neat as embroidery. In the distance, a pair of oryx cut white against the bronze, their horns like calligraphy drawn on the horizon. The guide slowed, pointed, and we all throttled down, watching in a hush that the engines could not entirely break. This is, after all, a protected place. The tours work around wildlife sightings, and the best operators teach you how to move with minimal disturbance. It felt good to be reminded that thrill and respect can occupy the same space.
The sun, meanwhile, had been lowering itself in slow ceremony. Sunset in the desert doesn't happen all at once. It's a gradient of color that pours across the sky: orange paling to apricot, which fades to peach, then rose, then a bruised violet at the edges. This is why a quad bike Dubai Al Marmoom sunset ride earns its reputation. Quad Bike Dubai quad and camel mellow mix The light does something almost theatrical to the dunes. Their edges sharpen, their valleys deepen, and suddenly the landscape is reading itself aloud in emphasis and italics. Every ridge looks newly minted.
We stopped at the crest of a wide dune that felt like the balcony of a natural amphitheater. The guide cut his engine and motioned for us to do the same. In the resulting silence, the world made little noises: the whisper of wind pushing sand grains along, the tinny cooling of metal, a bird calling with the small, bright confidence of a creature that has mastered scarcity. Down below, tire tracks from past rides scored the flat as if someone had combed the desert's hair. They would vanish by morning, swallowed back into the earth.
People talk about sunsets as if they're a kind of romance, but this one felt more like a lesson. The huge circle of the sun, now an ember, reminded you that scale is relative. The city's glitter, busy with its own story, was out there somewhere, but for this hour it had no jurisdiction. We watched in easy silence. Someone laughed in that delighted, disbelieving way we reserve for beautiful things we did not earn. I took a photo, then put my phone away. Some moments insist on being lived, not captured.
Al Faqa Desert
On the return ride, the temperature had dropped, the sand firmer under the tires, the sky rinsed with first stars. Riding back in twilight is a different kind of thrill-lines blur, and your other senses sharpen. I could smell the faint mineral scent of cooling sand. The engine's purr felt closer to my bones. At one point, we crested a dune to find the lights of camp flickering below like scattered beads-the promise of tea, dates, and the soft crackle of a fire.
At camp, the ritual unfolded: tiny cups of Arabic coffee poured high for foam, sweet dates that dissolve against the salt of the ride on your lips, the smoke of fresh bread rising from a griddle. Conversation loosened. People compared small victories-how someone had learned to feather the throttle, how another had overcome the reflex to brake on an ascent. The guides shared easy stories: how the dunes shift after a windstorm, how tracks can tell you who passed before you-human, fox, beetle.
If you're planning your own quad bike Dubai Al Marmoom sunset ride, a few practical notes make the experience better. Wear closed shoes and clothes you don't mind dusting off for days. A light scarf helps with the breeze and stray sand. Bring water, though the tour will likely have plenty. Keep jewelry minimal. Strap your camera or phone; elbows are for balance, not for saving slipped gadgets. Most importantly, listen to the briefing. The line the guide sets isn't just for safety-it's a way of moving that prevents scarring the dunes and respects the animals who call this place home. And consider timing. From October to April, the air is cooler and the evening light lingers. Summer rides are possible, but the desert heat is honest and relentless.
People often ask whether the desert is empty. I think of Al Marmoom and shake my head. It isn't empty; it's edited. It's a place that has removed every nonessential until what remains is an essential kind of truth: the physics of sand and throttle, the chemical theater of sunset, the geography of your own breath steadying under a helmet. A quad ride here doesn't conquer the desert, and it isn't meant to. It introduces you. You come away marked by the introduction-some dust in your hair, a hum in your muscles, and a memory that feels clean and wide and bright.
On the drive back toward the skyline, I caught sight of the dunes in the rearview mirror, already dimming to silhouettes. The city reassembled itself: interchanges, towers, the flick of tail lights. But under the day's noise and plans, a quieter thing had taken root. It was the knowledge that, just beyond the edge of all this speed and glass, lies a landscape arranged in curves and patience. And if you follow the right track at the right hour, it will show you what a horizon can 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)
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Barbecue
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About Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates
Great camping spot.
On a hot day 41° it wasn't as bad as we expected.
We were picked up from a location far away which is very convenient.
We arrive at the location, and we transfer to offroad car, the driver wasn't fun at all that's why I gave 4 star, he wasn't speeding or doing aggressive maneuvers. I've been to other safari's and the sand was flying and hitting the windows.
We arrive at camp and they told us we have food, sheesha, sand boarding, camel ride, henna, and soft drinks for free.
But they will negotiate everything to pay extra.
Extra for camel ride for extra time.
Extra for food to stay VIP on top of the camping, extra for sheesha to take it to ur table, extra to give you pic with camel, extra to sell you arabian dress, extra for bigger henna.
The experience was very nice. We enjoyed the sunset, didn't get the chance to snowboard or try sheesha.
The food was acceptable.
One of the best Desert Safari organizers in Dubai, highly recommended. They do it in a very professional manner. They are always on time, the drivers are more than qualified to give you the full dune bashing experience with the sense of responsibility to the guests safety. The vehicles are in a high condition to give the guests the comfort needed during the journey from the pick up point and during every moment of the trip. The location of the camp is taking in consideration the weather condition. The food quality and quantity is high and the show is interesting. The bathroom condition is great, neat and clean and in a convenient spot within the camp. All this for a very reasonable and competitive price.
Arabian Nights Tours Camp in Abu Dhabi, UAE, offers an immersive desert adventure experience. Located in the heart of the Arabian desert, the camp provides guests with a traditional Bedouin-style setting, complete with comfortable tents and authentic decor. Visitors can enjoy a range of activities, including dune bashing, camel rides, and sandboarding. The camp also features cultural entertainment such as belly dancing, henna painting, and traditional music. Guests are treated to a sumptuous buffet of Arabic cuisine under the stars, making for a memorable and picturesque desert experience. Arabian Nights Tours Camp combines adventure, culture, and relaxation in a stunning desert landscape.
It was an amazing experience driving through the desert with a 4x4, having a great dinner in the camp with good entertainment. And our driver Mohammed was awesome: very friendly, always pointing out interesting things to see and thankfully very skilled when driving through the dunes.
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates