Founded in the year nineteen twenty-four January 1980
Founded in the year nineteen twenty-four January 1980
Founded in the year nineteen twenty-four January 1980
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<strong>January</strong> <strong>1980</strong><br />
Motor Sport<br />
<strong>Founded</strong> <strong>in</strong> <strong>the</strong> <strong>year</strong> n<strong>in</strong>eteen <strong>twenty</strong>-<strong>four</strong>
MATTERS OF MOMENT<br />
■ THE FUTURE OF THE SPORT<br />
“God is generally for <strong>the</strong> big battalions<br />
aga<strong>in</strong>st <strong>the</strong> little ones”<br />
— Bussy Rabut<strong>in</strong>, 1677.<br />
IT SEEMS prudent, at <strong>the</strong> beg<strong>in</strong>n<strong>in</strong>g of <strong>the</strong> New Year,<br />
to pontificate, as Willie Green th<strong>in</strong>ks we motor<strong>in</strong>g<br />
writers do, about <strong>the</strong> state of <strong>the</strong> Sport. D.S.J, had<br />
made it clear to anyone <strong>in</strong> any doubt that Fl rac<strong>in</strong>g is<br />
<strong>in</strong> a highly <strong>in</strong>terest<strong>in</strong>g stage, and his arguments are as<br />
conv<strong>in</strong>c<strong>in</strong>g as his enthusiasm is <strong>in</strong>fectious. So <strong>the</strong> <strong>1980</strong><br />
Grand Prix season that starts <strong>in</strong> n<strong>in</strong>e days’ time should<br />
be a magnificent one, with <strong>the</strong> excitement of see<strong>in</strong>g<br />
whe<strong>the</strong>r <strong>the</strong> Saudis will see <strong>the</strong>ir support of <strong>the</strong> Williams<br />
team fulfilled, <strong>the</strong> computerised-might of Ferrari aga<strong>in</strong><br />
prevail, Lotus, l<strong>in</strong>ked to Ford and now to Rolls-Royce,<br />
retrieve lost status, Renault achieve a Turbo charged<br />
Championship, or whatever.<br />
National rac<strong>in</strong>g, reviewed <strong>in</strong> MOTOR SPORT last<br />
month, more or less thrives, <strong>in</strong> many different categories,<br />
and <strong>the</strong>re is absolutely no deny<strong>in</strong>g <strong>the</strong> popular appeal<br />
of, and <strong>in</strong>terest <strong>in</strong>, International Rally<strong>in</strong>g. On a ra<strong>the</strong>r<br />
more amateur foot<strong>in</strong>g, <strong>the</strong> rac<strong>in</strong>g of v<strong>in</strong>tage and historic<br />
cars is on <strong>the</strong> <strong>in</strong>crease. Never<strong>the</strong>less, we must guard<br />
aga<strong>in</strong>st anyth<strong>in</strong>g that might be detrimental to <strong>the</strong>se and<br />
any o<strong>the</strong>r facets of <strong>the</strong> Sport. For <strong>the</strong> time be<strong>in</strong>g <strong>the</strong>re<br />
seems absolutely no foundation for rumours to <strong>the</strong> effect<br />
that <strong>the</strong> Sport may have-to be curtailed on account of<br />
<strong>the</strong> need to conserve fuel. Petrol, at a price, is now freely<br />
available aga<strong>in</strong> (at least when Shell’s tanker-drivers do<br />
not go on strike) and while package-tourists fly about <strong>the</strong><br />
World <strong>in</strong> Jumbo Jets and horse-race and kick-ball crowds<br />
travel <strong>in</strong> a multitude of cars and motor-coaches, <strong>the</strong>re can<br />
be no call to reduce motor<strong>in</strong>g sport under a fuel-sav<strong>in</strong>g<br />
head<strong>in</strong>g. So, at lop level, all seems set-fair for ano<strong>the</strong>r<br />
magnificent motor-rac<strong>in</strong>g season, with flourish<strong>in</strong>g events<br />
<strong>in</strong> <strong>the</strong> o<strong>the</strong>r sections of <strong>the</strong> Sport. However, greed and<br />
o<strong>the</strong>r factors have <strong>in</strong>truded <strong>in</strong>to non-motorised sports, so<br />
let us be watchful and jealously guard ours.<br />
The smaller Clubs will be hit, for <strong>in</strong>stance, by<br />
new f<strong>in</strong>ancial and organisational penalties imposed on<br />
<strong>the</strong>m by <strong>the</strong> RAC Motor Sports Council, unless enough<br />
resistance is brought to bear for Belgrave Square to<br />
retract. In fact, this month’s VSCC Measham Rally<br />
is <strong>the</strong> first casualty. A friend of ours who lives <strong>in</strong> <strong>the</strong><br />
motor<strong>in</strong>g past, but who claims to be closely <strong>in</strong> touch<br />
with <strong>the</strong> younger members of many of <strong>the</strong> smaller<br />
motor<strong>in</strong>g Clubs, considers that <strong>the</strong> time has come for<br />
<strong>the</strong> RAC to operate two-tier control of <strong>the</strong> Sport. He<br />
th<strong>in</strong>ks that at present Clubs runn<strong>in</strong>g amateur events,<br />
amateur drivers, and newcomers to <strong>the</strong> Sport, are all<br />
carry<strong>in</strong>g a disproportionate load, not only f<strong>in</strong>ancially,<br />
but <strong>in</strong> respect of rules and regulations. With this view<br />
we agree, and while realis<strong>in</strong>g that <strong>in</strong> Inflationary times<br />
<strong>the</strong> RAC is no more immune than o<strong>the</strong>r organisations to<br />
<strong>in</strong>creased runn<strong>in</strong>g-costs, it is surely to <strong>the</strong> big battalions<br />
that it should look for a bigger <strong>in</strong>come. Greed has<br />
affected o<strong>the</strong>r sports, if only by demand<strong>in</strong>g too much of<br />
a good th<strong>in</strong>g, which is why <strong>the</strong>y now play cricket with<br />
black pads and a white ball under floodlights, tennis<br />
is no longer conf<strong>in</strong>ed to summer afternoons on grass<br />
courts, and kick-ball happens almost every even<strong>in</strong>g<br />
to amuse crowds, some of whose o<strong>the</strong>r <strong>in</strong>terests are<br />
violence, hooliganism, and <strong>the</strong> smash<strong>in</strong>g up of tra<strong>in</strong>s ...<br />
So let’s be watchful of our own Sport, with <strong>the</strong> thought<br />
that <strong>the</strong>re may even now be too much rac<strong>in</strong>g go<strong>in</strong>g on,<br />
little of it, away from Fl, of <strong>the</strong> status of great contests<br />
from <strong>the</strong> past, such as Le Mans <strong>in</strong> its heyday, <strong>the</strong> TT<br />
when it was a great sports-car road-race, and those<br />
Silverstone saloon-car races when Jaguar, Daimler<br />
(yes!) M<strong>in</strong>i-M<strong>in</strong>or and <strong>the</strong> rest competed and <strong>the</strong><br />
spectators, watched cars battl<strong>in</strong>g it out which were not<br />
too dissimilar to those <strong>the</strong>y had arrived <strong>in</strong>, and which<br />
many of <strong>the</strong>m could afford to purchase . . .<br />
On <strong>the</strong> sordid subject of greed, did you know that,<br />
accord<strong>in</strong>g to a Rally Promotional Executive, <strong>the</strong> Forestry<br />
Commission received a m<strong>in</strong>imum of £42,000 from <strong>the</strong><br />
RAC <strong>in</strong> respect of last <strong>year</strong>’s RAC Rally? Yet when<br />
we drove <strong>in</strong>to to <strong>the</strong> Radnor Forest Castrol Enthusiast<br />
Rally Stage <strong>in</strong> <strong>the</strong> Editorial Rover, with a huge Official<br />
Press sticker on its w<strong>in</strong>dscreen, we were told to pay £1<br />
admission fee for <strong>the</strong> privilege of report<strong>in</strong>g <strong>the</strong> event<br />
(“You can claim it back from your paper”) or else go<br />
back, which was clearly impossible with a great queue of<br />
spectators’ cars beh<strong>in</strong>d us. We did not grudge <strong>the</strong> quid,<br />
but we were disappo<strong>in</strong>ted to f<strong>in</strong>d that <strong>the</strong>re was no carpark,<br />
no <strong>in</strong>dications of where to watch, and noth<strong>in</strong>g to<br />
stop visitors from driv<strong>in</strong>g on along what should have<br />
been a one-way traffic system, only to come to a dead-end.<br />
The spectators’ cars were packed bumber-to-bumper on<br />
both sides of <strong>the</strong> forest roads and <strong>the</strong>y stretched literally<br />
for miles. How <strong>the</strong>y all got out aga<strong>in</strong> is a modern miracle.<br />
Such enthusiasm for rally<strong>in</strong>g is highly satisfactory.<br />
But, remember<strong>in</strong>g that <strong>the</strong> Forestry Commission took<br />
£1 for each spectator’s car at <strong>the</strong> many Stages, as well<br />
as receiv<strong>in</strong>g <strong>the</strong> aforementioned fee for <strong>the</strong> use of <strong>the</strong><br />
course, it might have laid on a better service for those<br />
who came to watch and who may have thought Castrol<br />
to blame. Accidents under such conditions, with adults<br />
and children not used to <strong>the</strong> speed of rally cars let loose<br />
<strong>in</strong> <strong>the</strong> dark forests, could easily happen and could be very<br />
detrimental to this now healthy branch of <strong>the</strong> Sport. Yet<br />
with marshals hav<strong>in</strong>g to rely only on ropes and whistles<br />
to keep <strong>the</strong> course clear, it can only be <strong>the</strong> good discipl<strong>in</strong>e<br />
of British crowds that has prevented a disaster from<br />
occurr<strong>in</strong>g. God may be on <strong>the</strong> side of <strong>the</strong> Big Battalions,<br />
be <strong>the</strong>se wealthy Fl contenders or happy crowds want<strong>in</strong>g<br />
to see International rally drivers at work. But let us not<br />
push our luck too far . . .<br />
■ OH. AUNTIE!<br />
There will be many who are absolutely delighted<br />
that The Times newspaper has been able, at <strong>the</strong> cost<br />
of £30-million, to wea<strong>the</strong>r an <strong>in</strong>dustrial storm and<br />
recommence publication. For “Auntie” is essentially<br />
a very British <strong>in</strong>stitution. And has been for nearly 200<br />
<strong>year</strong>s. But we hope that <strong>the</strong> long break <strong>in</strong> its daily doses<br />
will not be responsible for reduced standards of accuracy,<br />
<strong>in</strong> a paper whose once-proud boast was that you could<br />
trust its every word.
The reason we say this is because <strong>in</strong> a long obituary<br />
about Signor Amedee Gord<strong>in</strong>i that appeared <strong>in</strong> The<br />
Times last <strong>year</strong> it was stated that this eng<strong>in</strong>eer who was<br />
responsible for <strong>the</strong> Gord<strong>in</strong>i-Simca and o<strong>the</strong>r rac<strong>in</strong>g cars,<br />
and who worked for Renault (not mentioned), designed<br />
a chassis round an old Hispano Suiza eng<strong>in</strong>e <strong>in</strong> 1921, and<br />
that after Tazio Nuvolari had tested this car at Monza he<br />
“took it over to Brooklands, where it was timed at nearly<br />
150 m.p.h.”. It has been our belief that Nuvolari, one of <strong>the</strong><br />
greatest of rac<strong>in</strong>g drivers, only drove once at Brooklands,<br />
<strong>in</strong> Earl Howe’s Bugatti, and that <strong>in</strong> 1933 <strong>in</strong> practice for<br />
<strong>the</strong> BARC Mounta<strong>in</strong> Championship, <strong>in</strong> which he failed<br />
to start. If Nuvolari came to <strong>the</strong> Weybridge Track 12<br />
<strong>year</strong>s earlier and drove so quickly <strong>the</strong>re, this would be<br />
of <strong>the</strong> greatest <strong>in</strong>terest, to a great many people. But we<br />
th<strong>in</strong>k we can safely say this never happened.<br />
In <strong>the</strong> first place, although The Times says Gord<strong>in</strong>i<br />
met “<strong>the</strong> great Nuvolari” <strong>in</strong> 1921, at that time Tazio<br />
was only just commenc<strong>in</strong>g his motorcycle rac<strong>in</strong>g,<br />
and had scarcely earned such acclaim. Secondly, <strong>in</strong><br />
1921 <strong>the</strong> Track lap-record stood at under 122 m.p.h ,<br />
<strong>the</strong> Land Speed Record at 124.1 m.p.h., and <strong>the</strong>re was<br />
meat excitement when K. Lee Gu<strong>in</strong>ness’ big Sunbeam<br />
was unofficially timed at 135 m . p . h . o v e r <strong>the</strong><br />
Brooklands half-mile that <strong>year</strong>. It was ano<strong>the</strong>r 14 <strong>year</strong>s<br />
before Cobb’s big Napier-Railton was timed at over 150<br />
m.p.h. at Brooklands. When America claimed a record<br />
of more than 156 m.p.h. from Milton’s tw<strong>in</strong>-eng<strong>in</strong>ed<br />
Duesenberg <strong>in</strong> 1920, no-one <strong>in</strong> Europe would accept it.<br />
If a <strong>the</strong>n little-known Italian driver, us<strong>in</strong>g a car with an<br />
old Hispano Suiza eng<strong>in</strong>e, had been timed at nearly 150<br />
m.p.h. on Brooklands, surely <strong>the</strong> feat would have aroused<br />
considerable comment ? Of course, Nuvolari’s 1921 visit<br />
might have happened on a non-race-day, when few were<br />
present. If The Times can conv<strong>in</strong>ce us that it def<strong>in</strong>itely<br />
happened, <strong>the</strong> Editor of MOTOR SPORT will have to<br />
eat a Times’ Leader, however <strong>in</strong>digestible. A number<br />
of rac<strong>in</strong>g cars was built with V8 Hispano Suiza aeroeng<strong>in</strong>es<br />
around this period, apart from Miller’s wellknown<br />
Brooklands Wolseley Viper which delighted and<br />
alarmed Track visitors for several <strong>year</strong>s. These eng<strong>in</strong>es<br />
seem often to have been of smaller capacity than <strong>the</strong> wellknown<br />
war-time Hispano Suiza aero-eng<strong>in</strong>es, and <strong>the</strong>y<br />
were used <strong>in</strong> <strong>the</strong> D’Aoust, <strong>the</strong> EG. <strong>the</strong> Becquet Special,<br />
<strong>the</strong> Bor-genschutz, and <strong>in</strong> an Isotta-Frasch<strong>in</strong>i Special. It<br />
seems probable that it was <strong>the</strong> last-named, which Alfieri<br />
Maserati raced successfully, that Nuvolari also drove,<br />
but not at Brooklands, surely? It may seem harsh to harp<br />
on this presumable mistake, except for <strong>the</strong> impeccable<br />
reputation The Times should have. We remember when<br />
someone who was report<strong>in</strong>g a Goodwood motor race<br />
meet<strong>in</strong>g for that great newspaper wrote ERA when he<br />
meant HRG, from a lapse of concentration. He told us that<br />
<strong>the</strong> fuss was immediate and at top-level; he was made<br />
to understand that errors might creep <strong>in</strong>to mere motor<br />
journals but must never appear <strong>in</strong> The Times! Which is<br />
why we would like confirmation of whe<strong>the</strong>r Nuvolari<br />
did or did not come to Brooklands <strong>in</strong> 1921. We notice<br />
o<strong>the</strong>r errors <strong>in</strong> <strong>the</strong> Obituary, such as nam<strong>in</strong>g Cattaneo as<br />
“an Hispano Suiza expert” when he was <strong>the</strong> Isotta-<br />
Frasch<strong>in</strong>i designer and ascrib<strong>in</strong>g a fictitious w<strong>in</strong> <strong>in</strong> <strong>the</strong><br />
1934 Bol d’Or to Gord<strong>in</strong>i. Now we all make mistakes<br />
— only last month MOTOR SPORT said that cx-W. O.<br />
Bentley employee Walter Hawgood was unknown to <strong>the</strong><br />
BDC, whereas he appears as “believed deceased” <strong>in</strong> <strong>the</strong><br />
Club’s list.<br />
But with standards fall<strong>in</strong>g everywhere, it will<br />
be a great pity if we can no longer rely on The Times<br />
newspaper for almost l00% accuracy. It is possible that<br />
<strong>the</strong>ir Amedee Gord<strong>in</strong>i obituary was not written by a<br />
staff-man and that <strong>the</strong>y used a commercial hand-out.<br />
which <strong>the</strong>y s<strong>in</strong>gularly failed to check? — W.B.<br />
The Th<strong>in</strong>gs They Say . . .<br />
STUART TURNER, Ford’s Director of Public Relations,<br />
<strong>in</strong> a hilarious, but pert<strong>in</strong>ent speech at <strong>the</strong> BRDC d<strong>in</strong>ner<br />
dance <strong>in</strong> <strong>the</strong> London Hilton las month: “I don’t hold with<br />
all this British Mafia nonsense <strong>in</strong> Formula One. The way<br />
<strong>the</strong> Fl constructors trade makes <strong>the</strong> bloody Mafia look<br />
effem<strong>in</strong>ate!”<br />
Stars<br />
IN THE article elsewhere <strong>in</strong> this issue <strong>the</strong> design of <strong>the</strong><br />
1914 TT Star is attributed to Cecil Cathie. In fact <strong>the</strong>se<br />
cars were designed by Tom Mathie, who had previously<br />
been with Sunbeam’s. We expect to have a long Star<br />
postscript <strong>in</strong> a future MOTOR SPORT.<br />
A Cheap Lift<br />
LOADS of up to a quarter of a ton can be lifted by a very<br />
compact, light and cheap (£10.37) M<strong>in</strong>i-Hoist made by<br />
Hi-Way (Automotive) Ltd; We have found it to be a<br />
much more convenient device for modest lift<strong>in</strong>g jobs<br />
than a conventional block and tackle. It should cope with<br />
most smaller eng<strong>in</strong>es and from memory even a Jaguar<br />
eng<strong>in</strong>e without gearbox should just about be <strong>in</strong> its scope<br />
— at least, we <strong>in</strong>tend to try it for that purpose over <strong>the</strong><br />
w<strong>in</strong>ter, but readers plann<strong>in</strong>g a similar exercise should<br />
check <strong>the</strong>ir eng<strong>in</strong>e weight first<br />
The seven-part hoist has non-rust<strong>in</strong>g alloy pulley<br />
wheels and 60 ft. of nylon rope, giv<strong>in</strong>g an eight-fool lift.<br />
Double hooks arc fitted top and bottom for security, and<br />
a jamm<strong>in</strong>g cleat allows <strong>the</strong> load to be held firmly at any<br />
height.<br />
The M<strong>in</strong>i-Hoist is available from most accessory<br />
shops, or <strong>in</strong> case of difficulty write to Hi-Way Automotive<br />
Ltd.. 33, South St., Corsham, Wilts.<br />
Hung-over Rover<br />
FOR <strong>the</strong> benefit of those readers who wondered what on<br />
earth last month’s Tailpiece photograph of a muddy pit<br />
was ail about, before <strong>the</strong> greml<strong>in</strong>s attacked it <strong>the</strong> word<br />
HANGOVER was obvious <strong>in</strong> place of RANGE-ROVER<br />
on <strong>the</strong> Solihull workhorse’s tailgate Humorist or cynic?
THE <strong>1980</strong> SEASON<br />
IT SEEMS <strong>in</strong>credible that it was ten <strong>year</strong>s ago that we<br />
said goodbye to <strong>the</strong> sw<strong>in</strong>g<strong>in</strong>g sixties and stepped <strong>in</strong>to<br />
<strong>the</strong> seventies with hope for more rational and balanced<br />
liv<strong>in</strong>g. Here we are stepp<strong>in</strong>g <strong>in</strong>to <strong>the</strong> eighties with a<br />
slightly apprehensive look The seventies were not all<br />
bad, though <strong>the</strong>re was much that was sordid, but never<br />
squalid thank goodness. The keynote as far as Formula<br />
One was concerned seemed to be rules and regulations,<br />
squabbles and controls, hut it all levelled out by <strong>the</strong> end<br />
of 1979. Through all <strong>the</strong> red tape and wrangles those<br />
people that really matter <strong>in</strong> Formula One. <strong>the</strong> designers<br />
and eng<strong>in</strong>eers came out with a flourish, produc<strong>in</strong>g really<br />
smooth look<strong>in</strong>g cars (Lotus 79). fasc<strong>in</strong>at<strong>in</strong>g and <strong>in</strong>trigu<strong>in</strong>g<br />
cars (Brabham-Alfa Romeos), startl<strong>in</strong>gly efficient and<br />
effective cars (Williams FW07) and as always Ferrari<br />
12-cyl<strong>in</strong>der cars, while a whole new world began to<br />
evolve with <strong>the</strong> Renault turbo. In American track rac<strong>in</strong>g<br />
and European long distance rac<strong>in</strong>g <strong>the</strong> exhaust-driven<br />
turbo-charger really took over, thanks to <strong>the</strong> Cosworth<br />
DFX and <strong>the</strong> Porsche 935.<br />
If <strong>the</strong> sixties were “sw<strong>in</strong>g<strong>in</strong>g” and <strong>the</strong> seventies<br />
were “sordid” <strong>the</strong>n I feel <strong>the</strong> eighties are go<strong>in</strong>g to be<br />
“efficient”, I cannot see much room for razz-ma-tazz <strong>in</strong><br />
<strong>the</strong> <strong>1980</strong>s and bull-shit will be a th<strong>in</strong>g of <strong>the</strong> past. Those<br />
who are not efficient and effective will fail by <strong>the</strong> wayside<br />
and <strong>the</strong>re will be no help<strong>in</strong>g hands, for <strong>the</strong> hands of<br />
<strong>the</strong> successful will be very full try<strong>in</strong>g to ma<strong>in</strong>ta<strong>in</strong> <strong>the</strong>ir<br />
efficiency and to stay effective. In <strong>the</strong> sixties everyone was<br />
on <strong>the</strong> bandwagon and all were enjoy<strong>in</strong>g <strong>the</strong> merry-goround,<br />
but <strong>in</strong> <strong>the</strong> severities <strong>the</strong> merry-go-round began to<br />
slow down and many of those who did not have a firm<br />
grip slipped away <strong>in</strong>to oblivion. Now <strong>the</strong> merry-goround<br />
has slopped, <strong>the</strong> bandwagon has gone and only<br />
those who are truly dedicated and prepared to work and<br />
sacrifice some th<strong>in</strong>gs will survive. I th<strong>in</strong>k it will be all<br />
right for those of us who are left; I hope so.<br />
The accompany<strong>in</strong>g list of events lor <strong>1980</strong> for all <strong>the</strong><br />
various rac<strong>in</strong>g categories is as big as ever, though do not<br />
be surprised if some of <strong>the</strong>m do not happen. At its Paris<br />
Press Conference on December 13th, FISA threatened<br />
more changes to <strong>the</strong> GP calendar <strong>in</strong> <strong>the</strong> next few weeks,<br />
and <strong>the</strong> list below should be considered provisional.<br />
The Argent<strong>in</strong>e and Brazilian races will take place as<br />
scheduled, though. Already <strong>the</strong> Swedish and Mexican<br />
GPS have been cancelled. Some people would like to get<br />
rid of <strong>the</strong> Spanish GP and quite a few are try<strong>in</strong>g hard to<br />
get rid of <strong>the</strong> USA GP a! Watk<strong>in</strong>s Glen, especially those<br />
who are forc<strong>in</strong>g <strong>the</strong> issue for a Grand Prix at Las Vegas.<br />
Many of those who campaigned aga<strong>in</strong>st Monza are now<br />
hav<strong>in</strong>g second thoughts, especially after <strong>the</strong> face-lift <strong>the</strong><br />
whole place was given last <strong>year</strong>. The Belgian GP is still<br />
at <strong>the</strong> little Zolder circuit, though it might return to <strong>the</strong><br />
new shortened circuit at Francorchamps <strong>in</strong> 1981. The<br />
French GP takes its turn on <strong>the</strong> flat arid wastes of <strong>the</strong><br />
Paul Ricard circuit and <strong>the</strong> British GP takes its turn at <strong>the</strong><br />
cramped Brands Hatch circuit. Monaco is still Monaco,<br />
and <strong>the</strong> o<strong>the</strong>r events are stabilised, though <strong>the</strong>re is some<br />
lobby<strong>in</strong>g go<strong>in</strong>g on to revise <strong>the</strong> dates of those events<br />
due <strong>in</strong> August, to avoid clash<strong>in</strong>g on Television with <strong>the</strong><br />
Olympic Games. 1 he TV moguls and those who make<br />
large bags of gold from it are far more <strong>in</strong>terested <strong>in</strong> <strong>the</strong>ir<br />
own welfare than that of <strong>the</strong> pay<strong>in</strong>g spectator who l<strong>in</strong>es<br />
<strong>the</strong> circuit. If you listen to <strong>the</strong> ideas of <strong>the</strong> television<br />
fanatics you gel <strong>the</strong> impression that it won’t be long<br />
before <strong>the</strong> pay<strong>in</strong>g spectator is done away with and <strong>the</strong><br />
whole bus<strong>in</strong>ess of a Grand Prix will be staged for <strong>the</strong><br />
benefit of <strong>the</strong> viewers and <strong>the</strong> vested <strong>in</strong>terests of those<br />
who are manipulat<strong>in</strong>g <strong>the</strong> money bags (Mr. Ecclestone<br />
<strong>in</strong> Formula One). Eventually <strong>the</strong> viewer will be shown<br />
only what Ecclestone and his backers want you to see;<br />
at <strong>the</strong> moment <strong>the</strong> pay<strong>in</strong>g spectator often sees more than<br />
he is supposed to, and quite often not sufficient of what<br />
<strong>the</strong> moguls want him to see. To listen to some people<br />
<strong>the</strong> Grand Prix cars and <strong>the</strong> rac<strong>in</strong>g are of secondary<br />
importance.<br />
The long-distance scene is far from healthy, for<br />
such rac<strong>in</strong>g should be <strong>the</strong> prov<strong>in</strong>ce of manu facturers, but<br />
when Porsche withdrew last <strong>year</strong> it became glorified club<br />
rac<strong>in</strong>g, on an <strong>in</strong>ternational level. The Le Mans organisers<br />
did not see eye-to-eye with <strong>the</strong> new-look Group 5 rules<br />
so <strong>the</strong>y opted out of <strong>the</strong> so-called World Championship<br />
of Makes and ran <strong>the</strong>ir 24 hour race as an <strong>in</strong>dividual<br />
event stand<strong>in</strong>g on its own merit, without <strong>the</strong> prop of a<br />
Championship. And <strong>the</strong>y succeeded. They formulated<br />
<strong>the</strong>ir own rules and never looked back, but meanwhile<br />
<strong>the</strong> Championship events dw<strong>in</strong>dled to <strong>the</strong> farcical. Now<br />
<strong>the</strong> FIA has taken <strong>the</strong> Le Mans 24-Hour race back <strong>in</strong>to<br />
its Championship for what it is worth, but <strong>the</strong> Le Mans<br />
organisers are still runn<strong>in</strong>g <strong>the</strong>ir race to <strong>the</strong>ir own rules<br />
regardless of any Championship.<br />
Formula Two seems to be determ<strong>in</strong>ed to struggle<br />
and rema<strong>in</strong> self-sufficient, though it does not seem to be<br />
head<strong>in</strong>g anywhere <strong>in</strong> particular, whereas Formula Three<br />
has a rosy future and <strong>the</strong> World of Formula One seems<br />
to th<strong>in</strong>k that <strong>the</strong> logical progression of Formula Three,<br />
Formula Two and Formula One is unnecessary and a<br />
jump from F3 to Fl is quite all right. Certa<strong>in</strong>ly Formula<br />
Three has <strong>the</strong> support of manufacturers, for both Renault<br />
and Alfa Romeo are market<strong>in</strong>g eng<strong>in</strong>es that challenge<br />
<strong>the</strong> near monopoly of Toyota Extra to our lists of lesser<br />
Formulae this <strong>year</strong> is <strong>the</strong> Aurora AFX series for Fl and F2<br />
cars and non-championship drivers. It was hoped that<br />
this category would be a stepp<strong>in</strong>g-stone up <strong>in</strong>to Formula<br />
One. but at <strong>the</strong> moment it has proved to he more of a<br />
stepp<strong>in</strong>g-stone <strong>in</strong> reverse, for failed Formula One drivers.<br />
It was also hoped thai events could be run on Grand<br />
Prix circuits, to give drivers an opportunity to f<strong>in</strong>d <strong>the</strong>ir<br />
way around, but <strong>the</strong> <strong>1980</strong> list seems restricted to British<br />
curcuits with a preponderance of events at Mallorv Park.<br />
— D.S.J.
THE FORMULA ONE<br />
SCENE<br />
IN LESS than two weeks <strong>the</strong> <strong>1980</strong> Formula One season<br />
will be under way and <strong>the</strong>re should be a report of <strong>the</strong><br />
Argent<strong>in</strong>e GP <strong>in</strong> <strong>the</strong> February issue of MOTOR SPORT,<br />
for it is due to take place at <strong>the</strong> Autodromo <strong>in</strong> Buenos<br />
Aires on <strong>January</strong> 13th. While some teams are <strong>in</strong> a state<br />
of flux and <strong>in</strong>decision, o<strong>the</strong>rs are well advanced with<br />
<strong>the</strong> first part of <strong>the</strong>ir <strong>1980</strong> programme. Quite often <strong>the</strong>se<br />
early races <strong>in</strong> South America have been little more than<br />
extensions of <strong>the</strong> previous season and if that proves to be<br />
<strong>the</strong> ease this <strong>year</strong> we can expect to see <strong>the</strong> Ferrari team<br />
vy<strong>in</strong>g with <strong>the</strong> Williams team for pride of place, with<br />
Renault very close beh<strong>in</strong>d and Ligier wait<strong>in</strong>g for any of<br />
<strong>the</strong> top three to falter so that it might jump <strong>in</strong>.<br />
Ferrari: The 1979 cars, designated T4, were<br />
pensioned off and <strong>the</strong> T5 replacement was announced<br />
<strong>in</strong> December. The basic concept of <strong>the</strong> car has been<br />
unchanged but a lot of re-design<strong>in</strong>g has taken place,<br />
particularly <strong>in</strong> <strong>the</strong> eng<strong>in</strong>e, where a revised cyl<strong>in</strong>der head<br />
and valve gear design has permitted <strong>the</strong> <strong>1980</strong> flat-12-<br />
cyl<strong>in</strong>der eng<strong>in</strong>e to be narrower <strong>in</strong> overall width, to help<br />
towards better air-flow under <strong>the</strong> car and to improve<br />
<strong>the</strong> weight transfer on corner<strong>in</strong>g. The top part of <strong>the</strong><br />
bodywork has been reshaped to improve <strong>the</strong> air-flow and<br />
<strong>the</strong> resultant down-force generated by <strong>the</strong> body, while<br />
<strong>the</strong> rear brakes are hub-mounted as on <strong>the</strong> T4B which<br />
was tried at Monza. There have been no changes with<strong>in</strong><br />
<strong>the</strong> team, Mauro Forghieri is still chief eng<strong>in</strong>eer. Picc<strong>in</strong><strong>in</strong>i<br />
is still team-manager and Scheckter and Villeneuve are<br />
still <strong>the</strong> two happy drivers.<br />
Renault: The 1979 cars RS10, RS12 and RS14<br />
have been taken completely apart and redesigned<br />
and rebuilt to <strong>the</strong> same general format, with <strong>the</strong> tw<strong>in</strong><br />
turbo-charger layout on <strong>the</strong> V6 eng<strong>in</strong>e. About all that<br />
rema<strong>in</strong>ed of <strong>the</strong> 1979 cars was <strong>the</strong> rear bulkhead of <strong>the</strong><br />
monocoque and <strong>the</strong> floor pan. everyth<strong>in</strong>g else has been<br />
revised ma<strong>in</strong>ly with <strong>the</strong> aim of sav<strong>in</strong>g weight, but also<br />
to provide an easier car to work on at races, The 1979<br />
layout was a bit complicated and rout<strong>in</strong>e work on <strong>the</strong><br />
eng<strong>in</strong>e and transmission took too long; this facet of <strong>the</strong><br />
design has been greatly improved. The oil tank is now<br />
between <strong>the</strong> eng<strong>in</strong>e and gearbox, <strong>the</strong>-rear anti-roll bar is<br />
a simpler layout, <strong>the</strong> exhaust tail pipes are shorter, <strong>the</strong><br />
side-pods are an improved shape, <strong>the</strong> side-skirts are of<br />
a better design and <strong>the</strong> nosepiece and f<strong>in</strong>s are improved.<br />
Development work <strong>in</strong> <strong>the</strong> eng<strong>in</strong>e department has been<br />
aimed at improved reliability, especially <strong>in</strong> <strong>the</strong> valve<br />
gear, while power output is considered to be sufficient<br />
for <strong>the</strong> time be<strong>in</strong>g. The totally rebuilt cars are some 30 kg.<br />
lighter than last <strong>year</strong>, and <strong>the</strong>y have been renumbered<br />
RE20, RE21 and RE22 The previous designation of<br />
RS stood for Renault-Sport, <strong>the</strong> official name of <strong>the</strong><br />
competition department of <strong>the</strong> Regie-Renault. They were<br />
always backed by <strong>the</strong> ELF fuel company, but this <strong>year</strong><br />
<strong>the</strong> ties are even stronger and <strong>the</strong> cars are designated<br />
Renault-ELF, hence <strong>the</strong> RE number<strong>in</strong>g.<br />
As mentioned last month Francois Castang, <strong>the</strong><br />
chief eng<strong>in</strong>eer, has moved on to o<strong>the</strong>r th<strong>in</strong>gs and his place<br />
has been taken by Bernard Dudot, who was previously<br />
assistant chief eng<strong>in</strong>eer. Gerard Larrouse is still head of<br />
<strong>the</strong> Renault competition department, aided by Jean Sage,<br />
and <strong>the</strong> two drivers are still Jean-Pierre Jabouille and<br />
Rene Arnoux. The RE20 was out on test last November<br />
and before <strong>the</strong> end of <strong>the</strong> <strong>year</strong> had done considerable<br />
test<strong>in</strong>g <strong>in</strong> Brazil and Argent<strong>in</strong>a, supported to <strong>the</strong> full by<br />
ELF and Michel<strong>in</strong>.<br />
Alfa Romeo: The new V12 Alfa Romeo only<br />
appeared at <strong>the</strong> end of last season so no major redesigns<br />
were to be expected, though <strong>the</strong> rear brakes have been<br />
moved “outboard” onto <strong>the</strong> hubs. The major change<br />
with<strong>in</strong> <strong>the</strong> team is sponsorship by Marlboro and a<br />
change of colour from Alfa red to <strong>the</strong> garish white and<br />
day-glo red/orange of Marlboro. Patrick Depailler is <strong>the</strong><br />
number one driver, though his fitness is <strong>in</strong> some doubt<br />
still, and he is backed up by Bruno Giacomelli. A test and<br />
development programme is be<strong>in</strong>g carried out on Alfa<br />
Romeo’s private track at Balocco and Vittorio Brambilla is<br />
do<strong>in</strong>g all <strong>the</strong> experimental driv<strong>in</strong>g. Carlo Chili is at work<br />
on two variations on <strong>the</strong> 1.5-litre turbo-charged <strong>the</strong>me,<br />
one a V6 and <strong>the</strong> o<strong>the</strong>r a V8, <strong>the</strong> former be<strong>in</strong>g literally<br />
half <strong>the</strong> exist<strong>in</strong>g V12. The new car is be<strong>in</strong>g designed to<br />
take ci<strong>the</strong>r a turbo-charged 1.5-litre or <strong>the</strong> exist<strong>in</strong>g V12,<br />
and Alfa Romeo say it is <strong>the</strong>ir <strong>in</strong>tention to run three cars<br />
<strong>in</strong> some of <strong>the</strong> European events.<br />
Williams: As mentioned elsewhere <strong>in</strong> this issue <strong>the</strong><br />
Williams team are start<strong>in</strong>g <strong>1980</strong> with B-versions of <strong>the</strong><br />
successful FW07 cars and at <strong>the</strong> time of writ<strong>in</strong>g it seems<br />
pretty certa<strong>in</strong> that Carlos Reutemann will be Alan Jones’<br />
partner on <strong>the</strong> driv<strong>in</strong>g side, o<strong>the</strong>rwise <strong>the</strong>re are no major<br />
changes.<br />
Ensign: Morris Nunn and his one-car team look to<br />
be start<strong>in</strong>g <strong>1980</strong> <strong>in</strong> better condition than ever before. The<br />
team now has <strong>the</strong> f<strong>in</strong>ancial back<strong>in</strong>g of Unipart. This is<br />
<strong>the</strong> highly successful branch of British Leyland that deals<br />
<strong>in</strong> replacement and service components for nearly all <strong>the</strong><br />
cars <strong>in</strong> <strong>the</strong> world, not only BL cars, with <strong>the</strong> exception of<br />
those from East Germany. Unipart has been support<strong>in</strong>g<br />
<strong>the</strong> sport for a few <strong>year</strong>s now, first with a rally car and<br />
<strong>the</strong>n with a Formula Three team. Now <strong>the</strong>y are stepp<strong>in</strong>g<br />
up <strong>in</strong>to Formula One by back<strong>in</strong>g <strong>the</strong> Ensign team and to<br />
justify <strong>the</strong> support Morris Nunn has assembled a strong<br />
team with “Clay” Regazzoni to do <strong>the</strong> driv<strong>in</strong>g. Ralph<br />
Bellamy on design, Nigel Bennett (from Lotus’) as chief<br />
eng<strong>in</strong>eer and Rod Campbell as team-manager. All <strong>the</strong><br />
old Ensign cars have been thrown out and a brand new<br />
car has been built around <strong>the</strong> <strong>in</strong>evitable Cosworth DFV-<br />
Hewland gearbox package, with <strong>the</strong> accent on simplicity<br />
and lightness, tak<strong>in</strong>g a leaf from Patrick Head’s book. This<br />
new cur is Type N180 and follows on <strong>in</strong> <strong>the</strong> MN series.<br />
The first new one is due to appear <strong>in</strong> Argent<strong>in</strong>a, where<br />
it will carry <strong>the</strong> red, white and blue colours of Unipart.<br />
By <strong>the</strong> time <strong>the</strong> European season beg<strong>in</strong>s Regazzoni will<br />
have three cars available, one to race, a spare car and one<br />
at <strong>the</strong> factory be<strong>in</strong>g prepared for <strong>the</strong> next race. The workforce<br />
at Ensign has almost trebled and plans are go<strong>in</strong>g<br />
ahead to move <strong>in</strong>to a new and larger factory unit.<br />
Most of <strong>the</strong> o<strong>the</strong>r teams have been out test<strong>in</strong>g<br />
revised versions of <strong>the</strong>ir 1979 cars or new drivers, or<br />
try<strong>in</strong>g experimental <strong>in</strong>novations and it all suggests that<br />
<strong>1980</strong> will be at least as busy as 1979. The permanent rac<strong>in</strong>g<br />
numbers have been altered slightly. Ferrari mov<strong>in</strong>g up<br />
to 1 and 2, while Lotus become 11 and 12. Some of <strong>the</strong>
driver l<strong>in</strong>e-up is still unsettled at <strong>the</strong> time of writ<strong>in</strong>g but<br />
it looks like this:<br />
Ferrari — Jody Scheckter, Gilles Villeneuve<br />
Tyrrell — Jean-Pierre Jarier, Derek Daly<br />
Brabham — Nelson Piquet, Ricardo Zunn<strong>in</strong>o<br />
McLaren — John Watson, Ala<strong>in</strong> Prost<br />
Lotus — Mario Andretti, Elio de Angelis<br />
Renault — Jean-Pierre Jabouille, Rene Arnoux<br />
Ligier — Jacques Laffile, Didier Pironi<br />
Alfa Romeo — Patrick Depailler, Bruno Giacomelli<br />
Fittipaldi — Emerson Fittipaldi, Keijo Rosberg<br />
Williams — Alan Jones, Carlos Reutemann<br />
Ensign — Gianclaudio Regazzoni<br />
On <strong>January</strong> I3th everyth<strong>in</strong>g should be settled so<br />
next month we can tell you <strong>in</strong> more detail who drives<br />
what, paid for by whom and what colour everyth<strong>in</strong>g is.<br />
The scene is a little late this <strong>year</strong>.<br />
Correction<br />
(from <strong>the</strong> Oh Dear! department)<br />
I WAS so busy mak<strong>in</strong>g sure that <strong>the</strong> Saudi Arabian<br />
names <strong>in</strong> <strong>the</strong> article on Frank Williams sponsors were<br />
spelt correctly last month that I had a mental block on<br />
<strong>the</strong> simple matter of <strong>the</strong> Williams car type numbers. I<br />
wrote <strong>in</strong> glow<strong>in</strong>g terms about <strong>the</strong> first Saudia-backed car<br />
be<strong>in</strong>g <strong>the</strong> FW07, when it should have been <strong>the</strong> FW06, and<br />
<strong>the</strong>n went on to talk about <strong>the</strong> very successful FW08 <strong>in</strong><br />
1979. This no doubt made Patrick scratch his head, for<br />
he has not completed <strong>the</strong> design of FW08 yet, let alone<br />
built one. I should, of course, have been referr<strong>in</strong>g to <strong>the</strong><br />
FW07. What I did get right was <strong>the</strong> fact that <strong>the</strong> team<br />
is start<strong>in</strong>g <strong>1980</strong> with B-versions of <strong>the</strong> FW07, improved<br />
as regards suspension, monocoque construction and<br />
general efficiency of detail design. The 1979 cars have<br />
been taken apart, <strong>the</strong> monocoques unriveted and new<br />
cars built up around <strong>the</strong> bare bones of <strong>the</strong> FW07 series.<br />
An all-new FW08 should appear later <strong>in</strong> <strong>the</strong> season.<br />
To re-cap, <strong>the</strong> first Saudia-backed Patrick Head<br />
design was <strong>the</strong> FW06 which raced throughout 1978 and<br />
<strong>the</strong> early part of 1979 and this was followed by <strong>the</strong> FW07<br />
which notched-up five Grand Prix w<strong>in</strong>s and <strong>the</strong>se cars<br />
have now become FW07B. Apologies all round. — D.S.J.<br />
PORSCHE’S<br />
INDIANAPOLIS PLANS<br />
PORSCHE are to return to s<strong>in</strong>gle-seater rac<strong>in</strong>g this season<br />
tor <strong>the</strong> first time s<strong>in</strong>ce 1964, with a programme aimed<br />
specifically at <strong>the</strong> Indianapolis 500, but tak<strong>in</strong>g <strong>in</strong> too <strong>the</strong><br />
entire USAC calendar of at least 10 races. They will field<br />
one car and one driver, <strong>the</strong> Hawaian Danny Ongais.<br />
The historic revelation came as <strong>the</strong> Indy car was<br />
wheeled on to <strong>the</strong> stage at <strong>the</strong> Stuttgart Hilton last month,<br />
prior to <strong>the</strong> presentation of <strong>the</strong> 1979 Porsche Cup. It is not<br />
an entirely new car, it is not an entirely Porsche car, but<br />
it marks <strong>the</strong> start of a long-term project which Porsche<br />
hope will reach a successful peak <strong>in</strong> 1982.<br />
The project is be<strong>in</strong>g run <strong>in</strong> conjunction with Ted<br />
Field’s Interscope team, from Santa Anna, and <strong>the</strong><br />
first Interscope Porsche as shown to us <strong>in</strong> Stuttgart<br />
was built around a 1979 Parnelli P6B, a five-<strong>year</strong>-old<br />
design which stemmed from <strong>the</strong> Lotus 72. It is powered<br />
by a development of <strong>the</strong> turbocharged, flat-six, <strong>four</strong>overhead-camshaft.<br />
Porsche 935 eng<strong>in</strong>e reduced <strong>in</strong> size to<br />
2,649.5 c.c. (92.3 mm. x 66 mm.) to comply with <strong>the</strong> 2.650<br />
c.c. limit on <strong>the</strong> USAC eng<strong>in</strong>e alternative chosen. Only<br />
one turbocharger is permitted <strong>in</strong>stead of <strong>the</strong> two run on<br />
935s, this KKK unit with Garrett Air-Research wastegate<br />
boost<strong>in</strong>g at <strong>the</strong> regulation maximum of 60” of mercury<br />
(14.5 p.s.i.). The compression ratio is 9:1 and <strong>the</strong> power<br />
output is quoted as 630 b.h.p. at 9.000 r.p.m. and 412 lb.<br />
ft. of torque at 6,400 r.p.m. It drives through a Porsche<br />
<strong>four</strong>-speed gearbox with dog engagement. As this flat-six<br />
cannot be used as a stressed member, a tubular subframe<br />
has been built on to <strong>the</strong> Parnelli monocoque to carry <strong>the</strong><br />
eng<strong>in</strong>e and suspension. Suspension is conventional, with<br />
front and rear anti-roll bars adjustable from <strong>the</strong> cockpit.<br />
Porsche’s Manfred Jantke revealed that <strong>the</strong> Parnelli<br />
is very much an <strong>in</strong>terim, development chassis and<br />
that a brand-new chassis, designed jo<strong>in</strong>tly by Porsche<br />
and Interscope and built <strong>in</strong> Santa Anna, will hopefully<br />
make us debut <strong>in</strong> time for <strong>the</strong> Indianapolis 500 <strong>in</strong> May.<br />
It all goes well, two cars will be run <strong>in</strong> <strong>the</strong> 1981 season.<br />
Helmut Flegl. designer of <strong>the</strong> 928 chassis, is <strong>in</strong> charge<br />
of <strong>the</strong> project for Porsche, work<strong>in</strong>g <strong>in</strong> conjunction With<br />
Interscope’s Chapman, while eng<strong>in</strong>e development at<br />
Weissach is <strong>the</strong> responsibility of Valent<strong>in</strong> Schaffer. <strong>the</strong><br />
eng<strong>in</strong>eer who developed <strong>the</strong> 935 eng<strong>in</strong>e.<br />
The lnterscope-Porsche appeared at Stuttgart with<br />
no sign of sponsorship and Jantke claimed that <strong>the</strong>re was<br />
no truth at <strong>the</strong> moment <strong>in</strong> <strong>the</strong> rumour that Mart<strong>in</strong>i or<br />
Essex would enter USAC with Porsche: “Sponsorship<br />
is still open. We could go it alone but would like some<br />
f<strong>in</strong>ancial balance.”<br />
Two <strong>in</strong>itial shakedown tests of <strong>the</strong> lndy car have<br />
been made by Ongais at <strong>the</strong> Ontario circuit <strong>in</strong> California<br />
one at <strong>the</strong> end of October, <strong>the</strong> o<strong>the</strong>r just <strong>four</strong> days before<br />
<strong>the</strong> Press Conference.<br />
Porsche had planned to enter <strong>the</strong> American series<br />
before <strong>the</strong> split between <strong>the</strong> USAC and CART factions.<br />
“We had completed development for <strong>the</strong> <strong>the</strong>n current<br />
high-boost pressure regulations — <strong>the</strong> eng<strong>in</strong>e was giv<strong>in</strong>g<br />
about 900 b.h.p — before <strong>the</strong> split, but because of <strong>the</strong><br />
split we decided to hold fire and have lost two <strong>year</strong>s,”
said Jantke. The two organis<strong>in</strong>g clubs are still at daggers<br />
drawn, but Porsehe chose <strong>the</strong> USAC route to guarantee an<br />
entry at Indianapolis Jantke said it would not be feasible<br />
to contest both <strong>the</strong> USAC and CART series because<br />
differences <strong>in</strong> <strong>the</strong> boost pressures (CART’S is higher) and<br />
<strong>the</strong> use of movable skirts by CART would call for two<br />
dist<strong>in</strong>ct eng<strong>in</strong>e and chassis development exercises<br />
The Interscope Porsche uses fixed skirts <strong>in</strong> a broad<br />
vee below <strong>the</strong> monocoque, but it is not a full ground<br />
effect car. Improved ground effect with <strong>the</strong> fixed skirts<br />
will be gamed <strong>in</strong> <strong>the</strong> new chassis by mov<strong>in</strong>g <strong>the</strong> eng<strong>in</strong>e<br />
higher and fur<strong>the</strong>r forward <strong>in</strong> <strong>the</strong> chassis and mov<strong>in</strong>g <strong>the</strong><br />
driver fur<strong>the</strong>r towards <strong>the</strong> nose. Air flow over <strong>the</strong> eng<strong>in</strong>e<br />
is adequate enough to make <strong>in</strong>tercoolers and <strong>the</strong> familiar<br />
Porsche fan unnecessary, but <strong>the</strong> Indy eng<strong>in</strong>e follows <strong>the</strong><br />
935 design of water-cooled cyl<strong>in</strong>der heads, with radiators<br />
mounted <strong>in</strong> <strong>the</strong> sidepods<br />
Power outputs are much of a muchness <strong>in</strong> USAC,<br />
where <strong>the</strong> Cosworth DFX is prolific, but Porsche<br />
are hop<strong>in</strong>g tor an advantage <strong>in</strong> reliability and fuel<br />
consumption USAC rules enforce a maximum fuel<br />
tank size of 40 US gallons (151.2 litres) and <strong>in</strong>clude a<br />
consumption formula of a maximum of 1.8 US gallons<br />
per mile. The fuel is pure methanol.<br />
Porsche will eschew <strong>the</strong>ir long-runn<strong>in</strong>g Dunlop<br />
connection for <strong>the</strong> USAC series to make use of Good<strong>year</strong>’s<br />
ready-developed tyres and experience.<br />
Barbour to contest <strong>the</strong> IMSA series <strong>in</strong> a 935. But he may<br />
have to commute regularly to Europe to drive a Kremer<br />
935 <strong>in</strong> <strong>the</strong> World Championship of Makes, it current<br />
discussions reach a successful conclusion. — C.R.<br />
Le Mans with 924s<br />
AFTER dom<strong>in</strong>at<strong>in</strong>g with <strong>the</strong> 935 and Porsche 936 Porsche<br />
will restrict <strong>the</strong>ir European rac<strong>in</strong>g activities <strong>in</strong> this first<br />
<strong>year</strong> <strong>in</strong> <strong>the</strong> decade to eng<strong>in</strong>eer<strong>in</strong>g development ready<br />
for <strong>the</strong> new Appendix J regulations forecast for 1982. To<br />
this end, <strong>the</strong> factory will enter a three-car team of 2-litre,<br />
turbocharged 924 Carrera GTs <strong>in</strong> <strong>the</strong> GT prototype class<br />
<strong>in</strong> <strong>the</strong> Le Mans 24 hour race These will be based on <strong>the</strong><br />
prototype rac<strong>in</strong>g car shown at <strong>the</strong> Frankfurt Motor Show<br />
A production road car version is planned for release next<br />
August.<br />
Porsche hope for a class w<strong>in</strong> with <strong>the</strong> cars, Porsche’s<br />
first, front-eng<strong>in</strong>ed works rac<strong>in</strong>g cars, which will run on<br />
Dunlop tyres, with drivers still undecided. The fight for<br />
fifth Porsehe outright w<strong>in</strong> at Le Mans will be left to <strong>the</strong><br />
host of privately-entered 935s.<br />
Sponsorship for <strong>the</strong> factory cars at Le Mans is<br />
undecided. “We are mov<strong>in</strong>g <strong>in</strong>to a new generation of<br />
Porsches <strong>in</strong> rac<strong>in</strong>g and would like more Porsche identity<br />
for market<strong>in</strong>g purposes.” Jantke told us over d<strong>in</strong>ner. “So<br />
although we are still very friendly with Mart<strong>in</strong>i we might<br />
not tie up with Mart<strong>in</strong>i for Le Mans.” he said, add<strong>in</strong>g.<br />
“Mart<strong>in</strong>i were very upset by <strong>the</strong> Lotus bus<strong>in</strong>ess and by<br />
<strong>the</strong>ir Formula One experience <strong>in</strong> general.”<br />
No more 935s will be built by <strong>the</strong> factory which<br />
has put a premium on <strong>the</strong> exist<strong>in</strong>g cars, still <strong>the</strong> most<br />
competitive weapon tor <strong>the</strong> World Championship of<br />
Makes and <strong>the</strong> American IMSA series. “I thought about<br />
buy<strong>in</strong>g <strong>the</strong> Georg Loos 935 I had my three w<strong>in</strong>s <strong>in</strong> this<br />
<strong>year</strong>.” John Fitzpatrick told us on <strong>the</strong> flight back from<br />
Stuttgart, “but when Porsche announced <strong>the</strong>y weren’t<br />
go<strong>in</strong>g to make any more, <strong>the</strong> price went up ano<strong>the</strong>r<br />
100,000 DM!”<br />
The popular “Fitz” is mov<strong>in</strong>g house from Solihull<br />
to San Diego <strong>in</strong> <strong>the</strong> New Year and has signed with Dick
HISTORIC RACING CARS<br />
LAST MONTH <strong>in</strong> our article on historic rac<strong>in</strong>g we<br />
suggested that some of <strong>the</strong> cars tak<strong>in</strong>g part had ra<strong>the</strong>r<br />
dubious ancestry or little of <strong>the</strong> orig<strong>in</strong>al car now left.<br />
The ravages of cont<strong>in</strong>ual rac<strong>in</strong>g arc such that many of<br />
<strong>the</strong> cars built <strong>in</strong> <strong>the</strong> n<strong>in</strong>eteen fifties have become used<br />
up. The quality of <strong>the</strong> metals used and <strong>the</strong> standards<br />
of workmanship were often far removed from <strong>the</strong> toolroom<br />
with <strong>the</strong> result that <strong>the</strong>y have not withstood <strong>the</strong><br />
test of time. Some cars are entirely as <strong>the</strong>y were made<br />
by <strong>the</strong> parent factory, but o<strong>the</strong>rs have gone through <strong>the</strong><br />
“famous axe” syndrome, of “six new heads and six new<br />
handles ... but it is still <strong>the</strong> orig<strong>in</strong>al axe.” As Michael<br />
Bowler says <strong>in</strong> his letter on page 70 “. . . cars should have<br />
a cont<strong>in</strong>uous l<strong>in</strong>e of history. . .” It is when cars disappear<br />
or are broken up and <strong>the</strong>n resurrected that ancestry<br />
becomes dubious. The two P23 BRM s<strong>in</strong>gle-seaters that<br />
are rac<strong>in</strong>g are examples of total resurrection from <strong>the</strong><br />
dead. When BRM went over to rear-eng<strong>in</strong>ed cars <strong>the</strong>y<br />
chopped up all <strong>the</strong> front-eng<strong>in</strong>ed cars, except one, which<br />
is still reta<strong>in</strong>ed by <strong>the</strong> Owen Organisation, and used <strong>the</strong><br />
eng<strong>in</strong>es and sundry parts to build <strong>the</strong> rear-eng<strong>in</strong>ed P48<br />
cars. When Tom Wheatcroft decided to resurrect <strong>the</strong><br />
front-eng<strong>in</strong>ed BRMs he acquired <strong>the</strong> rear-eng<strong>in</strong>ed cars,<br />
or <strong>the</strong>ir rema<strong>in</strong>s, salvaged <strong>the</strong> eng<strong>in</strong>es and odd bits and<br />
pieces and reconstructed three of <strong>the</strong> front-eng<strong>in</strong>ed P25<br />
models. The first was 2510 which had destroyed itself <strong>in</strong><br />
<strong>the</strong> monumental crash at Avus <strong>in</strong> 1959. A new chassis<br />
frame and body were made and as many orig<strong>in</strong>al parts<br />
were used as possible; <strong>the</strong> resultant car on show <strong>in</strong> <strong>the</strong><br />
Don<strong>in</strong>gton Collection is a total resurrection of a car that<br />
was crashed and never rebuilt by <strong>the</strong> factory. While<br />
mak<strong>in</strong>g one-new frame and body Wheatcroft decided to<br />
make-two more and from <strong>the</strong> rear-eng<strong>in</strong>ed cars’ rema<strong>in</strong>s<br />
he salvaged enough to resurrect two more cars, though<br />
nobody at BRM could say exactly how <strong>the</strong> orig<strong>in</strong>al<br />
cars had been used up <strong>in</strong> <strong>the</strong> development of <strong>the</strong> reareng<strong>in</strong>ed<br />
cars. One of this pair is raced by Neil Corner lor<br />
<strong>the</strong> Don<strong>in</strong>gton Collection and it has been kept go<strong>in</strong>g by<br />
cannibalis<strong>in</strong>g <strong>the</strong> o<strong>the</strong>r two cars for spare parts.<br />
Some of <strong>the</strong> people at BRM scath<strong>in</strong>gly referred to<br />
<strong>the</strong> Wheatcroft chassis (tames as “electric-light conduit<br />
specials” ma<strong>in</strong>ly because <strong>the</strong>y were not made at <strong>the</strong> BRM<br />
factory. A <strong>four</strong>th chassis was made for a man with a 4<br />
cyl<strong>in</strong>der BRM eng<strong>in</strong>e and some bits and pieces. These<br />
were built up <strong>in</strong>to <strong>the</strong> car that Lamplough races. The<br />
only truly orig<strong>in</strong>al P25 BRM is <strong>the</strong> one which is kept by<br />
<strong>the</strong> Owen Organisation, assumed to be <strong>the</strong> car that won<br />
<strong>the</strong> Dutch GP <strong>in</strong> 1959.<br />
The story of <strong>the</strong>se BRM cars is typical of many<br />
cars built <strong>in</strong> <strong>the</strong> period 1950-1960 and many Cooper-<br />
Bristols, B-type Connaughts, Maseratis and Ferraris<br />
went through this form of metamorphosis. Sometimes<br />
a car’s history can be traced almost day by day, even<br />
though it may-have undergone changes to all <strong>the</strong> major<br />
components, o<strong>the</strong>rs disappear and are never changed,<br />
while many pass <strong>in</strong>to oblivion to reappear many <strong>year</strong>s<br />
later apparently totally resurrected. For sale <strong>in</strong> <strong>the</strong> Trade<br />
at <strong>the</strong> moment is a 1952 Osca 2-litre Formula Two car<br />
which has led such a sheltered life that it could almost<br />
claim to still have <strong>the</strong> orig<strong>in</strong>al air <strong>in</strong> <strong>the</strong> tyres. It was raced<br />
<strong>in</strong> 1953 by Elie Bayol and <strong>the</strong>n put away when <strong>the</strong> Grand<br />
Prix Formula changed <strong>in</strong> 1954. It rema<strong>in</strong>ed unused and<br />
untouched until it was discovered <strong>in</strong> about 1972 and all<br />
it needed was a complete strip and clean up. It has barely<br />
run s<strong>in</strong>ce <strong>the</strong>n and really is <strong>the</strong> genu<strong>in</strong>e Osca No 2001.<br />
In complete contrast are some of <strong>the</strong> Cooper-Bristols<br />
that were contemporary with this Osca. One particular<br />
one was converted <strong>in</strong>to a 2-seater sports car, when its<br />
useful Formula Two life was f<strong>in</strong>ished and it was raced<br />
quite successfully <strong>in</strong> club-rac<strong>in</strong>g until it was more or less<br />
“used-up”. Ano<strong>the</strong>r Cooper-Bristol owner bought it as a<br />
useful source of spare parts and eventually all that was<br />
left of <strong>the</strong> orig<strong>in</strong>al car were a few bits and pieces <strong>in</strong> a box.<br />
Recently <strong>the</strong>se bits and pieces were retrieved from <strong>the</strong><br />
box and formed <strong>the</strong> nucleus for a total resurrection and<br />
<strong>the</strong> Cooper-Bristol that now stands on modern wheels<br />
and tyres is not even a good replica of <strong>the</strong> orig<strong>in</strong>al car.<br />
Ano<strong>the</strong>r one ended its useful life hav<strong>in</strong>g <strong>the</strong> back of <strong>the</strong><br />
chassis cut off and <strong>the</strong> front part welded <strong>in</strong>to a hill-climb<br />
special. When this was resurrected <strong>in</strong>to a Cooper-Bristol<br />
a new rear end was made, ano<strong>the</strong>r eng<strong>in</strong>e and gearbox<br />
acquired, sundry bits were made and <strong>the</strong> end result is a<br />
passable reconstruction of <strong>the</strong> orig<strong>in</strong>al car.<br />
Roderick Macpherson has been <strong>in</strong> touch with us<br />
to po<strong>in</strong>t out that his number one Cooper-Bristol, which<br />
he unfortunately crashed ra<strong>the</strong>r badly last August, has<br />
a very cont<strong>in</strong>uous history which stamps it as <strong>the</strong> Mark<br />
2 car that Ken Wharton drove <strong>in</strong> 1953, or at least many<br />
parts of that car. After be<strong>in</strong>g raced by Wharton it passed<br />
to Anthony Crook Motors, where it lay with a blown-up<br />
eng<strong>in</strong>e. In 1955 it went to Australia and led an active life<br />
fitted with first a Holden eng<strong>in</strong>e and <strong>the</strong>n a V8 Chevrolet<br />
eng<strong>in</strong>e. In 1966 it came back to England, less its eng<strong>in</strong>e<br />
and a Bristol eng<strong>in</strong>e was <strong>in</strong>stalled by <strong>the</strong> new owner<br />
Stephen Curtis. It was all rebuilt back to 1953 standard<br />
as far as possible, though it used a Bristol gearbox and<br />
not an ENV preselector gearbox as it had <strong>in</strong> Wharton’s<br />
day. The orig<strong>in</strong>al Cooper cast-alloy wheels were no<br />
longer safe (old age and metal fatigue) so were replaced<br />
by modern alloy wheels as <strong>the</strong> orig<strong>in</strong>al patterns for <strong>the</strong><br />
Cooper wheels had been destroyed. It was raced <strong>in</strong><br />
historic events by Curtis and <strong>in</strong> 1973 passed to Robert<br />
Cooper (no relation to <strong>the</strong> car builders) who raced it <strong>in</strong><br />
VSCC events. In 1976 Macpherson bought it and raced<br />
it cont<strong>in</strong>uously until his accident at Don<strong>in</strong>gton Park last<br />
<strong>year</strong>, but it is now be<strong>in</strong>g rebuilt.<br />
This would appear to be a good example of a car<br />
that has had many parts changed throughout its life, but<br />
<strong>the</strong> cont<strong>in</strong>uous thread has not. been broken. It is not <strong>the</strong><br />
actual car that Ken Wharton raced but is ostensibly <strong>the</strong><br />
same one; <strong>the</strong> “six new heads and six new handles on <strong>the</strong><br />
axe” syndrome, unlike <strong>the</strong> Osca mentioned earlier which<br />
really is “<strong>the</strong> orig<strong>in</strong>al axe”. Ano<strong>the</strong>r car that has gone<br />
through <strong>the</strong> “new heads and handles” syndrome, due to<br />
be<strong>in</strong>g raced regularly and thus worn-out and used-up. is<br />
<strong>the</strong> DBR4 Aston Mart<strong>in</strong> that Richard Bond drives so well<br />
for Geoffrey Marsh. Fundamentally this is one of <strong>the</strong> 1959<br />
works Grand Prix Aston Marl<strong>in</strong>s, but all that is left of<br />
<strong>the</strong> orig<strong>in</strong>al car is <strong>the</strong> gearbox/f<strong>in</strong>al drive unit, <strong>the</strong> lower<br />
part of <strong>the</strong> chassis, <strong>the</strong> rev-counter, <strong>the</strong> radiator and <strong>the</strong><br />
odd bracket or clip. The ravages of time and wear-andtear<br />
have caused everyth<strong>in</strong>g else to be renewed and it has<br />
been us<strong>in</strong>g a 3-litre Aston Mart<strong>in</strong> eng<strong>in</strong>e from one of <strong>the</strong>
works DBR1 sports cars, and at o<strong>the</strong>r times a production<br />
3-litre eng<strong>in</strong>e. A car with a history, but hardly an historic<br />
car <strong>in</strong> <strong>the</strong> true sense of <strong>the</strong> term.<br />
The problems and controversies with<strong>in</strong> <strong>the</strong> historic<br />
car scene are many and fasc<strong>in</strong>at<strong>in</strong>g and very <strong>in</strong>terest<strong>in</strong>g,<br />
as long as we do not take it all too seriously. A couple<br />
of <strong>year</strong>s ago <strong>the</strong>re was an historic car race follow<strong>in</strong>g<br />
<strong>the</strong> British GP and <strong>in</strong> <strong>the</strong> paddock <strong>the</strong> atmosphere was<br />
very serious and tense, <strong>the</strong>re be<strong>in</strong>g quite a needlematch<br />
between <strong>the</strong> front-runners, while competition <strong>in</strong><br />
<strong>the</strong> various classes was very strong. Everyone thrashed<br />
round and drove <strong>the</strong>ir hearts out, us<strong>in</strong>g <strong>the</strong>ir historic<br />
mach<strong>in</strong>ery to <strong>the</strong> full and <strong>the</strong> atmosphere and excitement<br />
<strong>in</strong> <strong>the</strong> pits was as tense as dur<strong>in</strong>g <strong>the</strong> Grand Prix. Later<br />
I met a friend who had been spectat<strong>in</strong>g on <strong>the</strong> outside<br />
at Copse Corner, <strong>in</strong> <strong>the</strong> public enclosure and he said<br />
“I enjoyed <strong>the</strong> Grand Prix, and stayed on afterwards<br />
for that old car parade; that was good too.” I made no<br />
comment! — D.S.J.<br />
New Exhibits for <strong>the</strong><br />
Don<strong>in</strong>gton Collection<br />
TWO more <strong>in</strong>terest<strong>in</strong>g Grand Prix cars have found <strong>the</strong>ir<br />
way <strong>in</strong>to <strong>the</strong> Don<strong>in</strong>gton Collection of S<strong>in</strong>gle-Seater<br />
Rac<strong>in</strong>g Cars. Motor Rac<strong>in</strong>g Developments Ltd. have<br />
loaned <strong>the</strong> controversial Brabham “fan-car”, BT46/6B, <strong>in</strong><br />
which Niki Lauda won <strong>the</strong> 1978 Swedish Grand Prix, <strong>the</strong><br />
cars’ (<strong>the</strong>re were two of <strong>the</strong>m — Watson drove BT46/4B)<br />
only race before <strong>the</strong> suction fan was banned. The flattwelve<br />
Alfa Romeo-eng<strong>in</strong>ed Lauda car is <strong>the</strong> only one of<br />
<strong>the</strong> pair to survive <strong>in</strong> “fan-car” form.<br />
Walter Wolf has loaned Wolf WR1, <strong>in</strong> which<br />
Scheckter scored a first time out victory <strong>in</strong> <strong>the</strong> 1977<br />
Brazilian Grand Prix, gave <strong>the</strong> Cosworth DFV its century<br />
with a w<strong>in</strong> <strong>in</strong> <strong>the</strong> Monaco Grand Prix and later <strong>in</strong> <strong>the</strong><br />
same <strong>year</strong> won <strong>the</strong> Canadian Grand Prix at Mosport.<br />
DRIVING DOWN-UNDER<br />
In which J.W. concludes his experiences<br />
of motor rac<strong>in</strong>g and motor<strong>in</strong>g<br />
<strong>in</strong> Australia<br />
THE motorway has not come <strong>in</strong>to wide use yet. They<br />
drive with right-hand steer<strong>in</strong>g and kilometres. The<br />
overall limit is likely to be no higher than 62 m.p.h., or<br />
just over 75 on <strong>the</strong> motorway, but each state makes its<br />
own laws. The road signs are green and white, just <strong>the</strong><br />
same as America on ma<strong>in</strong> trunk roads. The police use<br />
ei<strong>the</strong>r radar or o<strong>the</strong>r speed entrapment devices widely.<br />
The police cars have Highway Patrol badg<strong>in</strong>g and arc<br />
usually large American style barges from Ford.<br />
Those are just some of <strong>the</strong> impressions that I<br />
brought back with me, but <strong>the</strong> overwhelm<strong>in</strong>g one was<br />
of <strong>the</strong> number of dirt roads. The day after <strong>the</strong> Bathurst<br />
race I went up to <strong>the</strong> home of Gabriel Szatmary,<br />
publisher of weekly newspaper called Motor<strong>in</strong>g<br />
Reporter, which was up <strong>in</strong> <strong>the</strong> old gold m<strong>in</strong><strong>in</strong>g town of<br />
Hill End. A mischievous lady guide decided that if <strong>the</strong><br />
men were so keen to drive on dirt roads she would lay<br />
on <strong>the</strong> real th<strong>in</strong>g . . . The result was hours of travel along<br />
roads equivalent to dry Welsh and Scottish stages on<br />
home <strong>in</strong>ternational rallies. Quite <strong>the</strong> best hours of my<br />
trip, though I did feel for <strong>the</strong> slightly modified Holden<br />
Isuzu Gem<strong>in</strong>i coupe that I pounded along at speeds<br />
up to 80 m.p.h. Especially when we encountered a<br />
dra<strong>in</strong>age ditch and flew for several hundred feet. It was<br />
<strong>the</strong> only time my co-host lor <strong>the</strong> trip, and Gem<strong>in</strong>i owner<br />
Mark Fogarty, looked even slightly apprehensive. Then<br />
it was because his flat-mate was pound<strong>in</strong>g along <strong>in</strong> a<br />
Commodore, somewhere with<strong>in</strong> <strong>the</strong> chok<strong>in</strong>g clouds<br />
of sandy dust swirl<strong>in</strong>g beh<strong>in</strong>d us. On <strong>the</strong> way back I<br />
fur<strong>the</strong>r brushed up my technique cruis<strong>in</strong>g at 60-70<br />
m.p.h. along broader dirt roads <strong>in</strong> <strong>the</strong> comfortable<br />
Commodore, a mach<strong>in</strong>e developed by German Opel<br />
eng<strong>in</strong>eers <strong>in</strong> association with <strong>the</strong> Australians around<br />
a Record passenger cockpit and Senator front end. I<br />
was astonished at <strong>the</strong> damp<strong>in</strong>g ref<strong>in</strong>ement <strong>the</strong>y have<br />
managed to build <strong>in</strong>, my passenger smok<strong>in</strong>g a cigarette<br />
and stubb<strong>in</strong>g it out accurately while we wrestled<br />
through a series of ess-bends us<strong>in</strong>g all <strong>the</strong> steer<strong>in</strong>g lock<br />
provided.<br />
That Commodore was a 3.3-litre straight six<br />
automatic, but I also drove a version powered by <strong>the</strong><br />
4.2-litre V8 and a 5.7 version. These are Australian<br />
eng<strong>in</strong>eered developments of <strong>the</strong> Chevrolet ilk and few.<br />
if any, parts are <strong>in</strong>terchangeable. The six was <strong>the</strong> type<br />
of tough eng<strong>in</strong>e you can imag<strong>in</strong>e farmers us<strong>in</strong>g, <strong>the</strong><br />
4.2 was a nicely balanced pleasure to drive and <strong>the</strong> 5.7<br />
quire a tyre smok<strong>in</strong>g character, though very nose-heavy<br />
when po<strong>in</strong>ted at wet corners <strong>in</strong> a hurry. It would “nod its<br />
nose” <strong>in</strong> worried manner until a firm foot on <strong>the</strong> throttle<br />
solved <strong>the</strong> understeer and supplied as much tail-happy<br />
motor<strong>in</strong>g as a budd<strong>in</strong>g Mak<strong>in</strong>en could require.<br />
I drove <strong>the</strong> bigger eng<strong>in</strong>ed, manual <strong>four</strong>-speed<br />
example, well over 1,000 miles and enjoyed <strong>the</strong>m all at a<br />
steady 15.5 m.p.g. with speeds <strong>in</strong>dicated up to 124 m.p.h.<br />
Some estate car!
I also covered 300 miles or so <strong>in</strong> a Ford Fairlane 5.8,<br />
this 14.4 m.p.g. mach<strong>in</strong>e also equipped with <strong>four</strong>-wheel<br />
disc brakes and power steer<strong>in</strong>g. However this Ford<br />
really represents an amaz<strong>in</strong>gly successful comb<strong>in</strong>ation<br />
of American comforts associated with sheer size and<br />
handl<strong>in</strong>g brak<strong>in</strong>g abilities that can easily be judged by<br />
European standards on first acqua<strong>in</strong>tance.<br />
Nei<strong>the</strong>r of <strong>the</strong>se big V8 cars was that fast <strong>in</strong> outright<br />
terms, <strong>the</strong> 5.8-litre Ford cover<strong>in</strong>g <strong>the</strong> stand<strong>in</strong>g quartermile<br />
<strong>in</strong> 17 seconds with a three-speed automatic, a little<br />
slower than a 2-litre RS Escort. However <strong>the</strong>ir big eng<strong>in</strong>es<br />
do confer <strong>in</strong>stant pass<strong>in</strong>g ability on <strong>the</strong> often miserably<br />
crowded two-lane roads that are normal tare.<br />
So far as sales go <strong>in</strong> Australia at <strong>the</strong> moment,<br />
GM lead Ford (both American owned companies<br />
have made losses <strong>in</strong> <strong>the</strong> past couple of <strong>year</strong>s: strikes<br />
and new model <strong>in</strong>vestment are blamed) with Toyota<br />
third. To avoid sw<strong>in</strong>ge<strong>in</strong>g import duties (57%) every<br />
lead<strong>in</strong>g manufacturer has local assembly plants, odd<br />
bedmates appear<strong>in</strong>g <strong>in</strong> <strong>the</strong> cause of scale economies<br />
<strong>in</strong> a market capable of absorb<strong>in</strong>g around half a million<br />
vehicles a <strong>year</strong>.<br />
I am deeply sorry to say that <strong>the</strong> least impressive<br />
vehicle I drove <strong>in</strong> respect of bangs and breaks over<br />
Australian roads was <strong>the</strong> Rover 3500, which is currently<br />
very popular <strong>in</strong> <strong>the</strong> executive class — a category led by<br />
Ford with <strong>the</strong> Falcon/Fairlane, while GM tend to lead<br />
<strong>in</strong> <strong>the</strong> expand<strong>in</strong>g smaller categories. Ano<strong>the</strong>r threat<br />
that has materialised to Rover is <strong>the</strong> Japanese off road<br />
competition from Toyota for <strong>the</strong> Land Rover. I was<br />
bluntly told by one country man that <strong>the</strong> Toyota was not<br />
only cheaper, but also now improved to <strong>the</strong> po<strong>in</strong>t where<br />
it was better for <strong>the</strong> job. I was not able to judge <strong>the</strong> truth<br />
of this, but <strong>the</strong>re are certa<strong>in</strong>ly a lot more Toyota off road<br />
vehicles around than Land Rovers and Range Rovers put<br />
toge<strong>the</strong>r.<br />
Prices? The Fairlane cost about £6,000 complete<br />
with air condition<strong>in</strong>g, electric w<strong>in</strong>dows and all <strong>the</strong> o<strong>the</strong>r<br />
th<strong>in</strong>gs, except an i.r.s. rear end (it is creakily leaf-sprung)<br />
that a European Granada buyer would expect for £8,000<br />
plus. O<strong>the</strong>r prices 1 checked at random were <strong>the</strong> Alfetta<br />
2000L. at approximately £6,000 too, while a Volvo 244GL<br />
starts at £5,250 for a <strong>four</strong>-speed manual.<br />
Lots of vehicles are miss<strong>in</strong>g from <strong>the</strong> World’s<br />
offer<strong>in</strong>gs of course, pr<strong>in</strong>cipally <strong>the</strong> front drive mach<strong>in</strong>es.<br />
There is a prejudice aga<strong>in</strong>st <strong>the</strong> layout, coupled to <strong>the</strong><br />
fact that it would cost so much to import <strong>the</strong> transaxles<br />
— and it is not really worth tool<strong>in</strong>g up for <strong>the</strong> needs of<br />
f.w.d. for Australian sales. GM are currently argu<strong>in</strong>g<br />
with <strong>the</strong> government over this, try<strong>in</strong>g to trade off exports<br />
(which are almost non-existent at <strong>the</strong> moment because of<br />
Australian labour rates) aga<strong>in</strong>st imports at a reduced duty.<br />
Leyland used to be represented by a large-scale<br />
manufactur<strong>in</strong>g plant produc<strong>in</strong>g specialist six, eight, and<br />
<strong>four</strong> cyl<strong>in</strong>der cars for <strong>the</strong> market, but that is now history,<br />
along with <strong>the</strong> M<strong>in</strong>i.<br />
From a strictly motorist’s viewpo<strong>in</strong>t I enjoyed <strong>the</strong><br />
price of petrol, <strong>the</strong> chance to drive some <strong>in</strong>terest<strong>in</strong>g<br />
bigger eng<strong>in</strong>ed cars and <strong>the</strong> dirt roads. I didn’t much like<br />
<strong>the</strong> worry of police action (Super Snooper radar detection<br />
is vital and effective) or <strong>the</strong> normal ma<strong>in</strong> road driv<strong>in</strong>g. A<br />
f<strong>in</strong>e country for <strong>the</strong> enthusiast of saloon car rac<strong>in</strong>g, but<br />
even better rally<strong>in</strong>g country. — J.W.<br />
VETERAN EDWARDIAN<br />
VINTAGE<br />
Star Story<br />
A SECTION DEVOTED TO<br />
OLD-CAR MATTERS<br />
AT THE suggestion of Jeremy Coll<strong>in</strong>s, whose 1921 11.9<br />
h.p. Star Scorpio two-seater is a well-known performer<br />
<strong>in</strong> VSCC Light Car Section and o<strong>the</strong>r events (it now<br />
belongs to his wife), 1 went with him to “talk-Star” with<br />
Mr. Wallace Marsh, who was a premium apprentice at<br />
<strong>the</strong> Star Motor Company <strong>in</strong> Wolverhampton from 1910<br />
to 1914, and who keeps ano<strong>the</strong>r well-known Star, his<br />
1908 12 h.p. two-seater s<strong>in</strong>gle-phaeton, at his house <strong>in</strong><br />
Chipp<strong>in</strong>g Campden.<br />
Coll<strong>in</strong>s became <strong>in</strong>terested <strong>in</strong> Star affairs when<br />
he was serv<strong>in</strong>g with <strong>the</strong> RAF <strong>in</strong> Cyprus, where Stafftransport<br />
was provided by an old Star Fourteen. After<br />
<strong>the</strong> war he kept an eye open for such a car and <strong>in</strong> 1958<br />
found <strong>the</strong> Scorpio <strong>in</strong> Darl<strong>in</strong>gton and purchased it for<br />
a pound (yes, £1). He began us<strong>in</strong>g this little car. after<br />
he had resuscitated it, <strong>in</strong> VSCC events and <strong>in</strong> 1965 he<br />
acquired <strong>the</strong> ex-Michael McEvoy Zoller-supercharged<br />
Star, which he is still <strong>in</strong> process of rebuild<strong>in</strong>g. Then, <strong>in</strong><br />
1974. On a used-car lot, he came upon <strong>the</strong> 1931 18 h.p.<br />
Star Comet Sports saloon which he has used s<strong>in</strong>ce as<br />
practical transport, to supplement his big-mileage Lancia<br />
Fulvia S2 which he purchased as a new car direct from<br />
<strong>the</strong> Tur<strong>in</strong> factory <strong>in</strong> 1972 — but that is ano<strong>the</strong>r story.<br />
The 18/50 Star Comet was <strong>in</strong> orig<strong>in</strong>al condition<br />
and pa<strong>in</strong>twork, with all its correct equipment, and after<br />
acquir<strong>in</strong>g it Coll<strong>in</strong>s found a spare eng<strong>in</strong>e and gearbox for<br />
it <strong>in</strong> Colchester, from a similar car <strong>in</strong> which <strong>the</strong> owner<br />
had <strong>in</strong>stalled a diesel eng<strong>in</strong>e. He has s<strong>in</strong>ce found yet<br />
ano<strong>the</strong>r spare eng<strong>in</strong>e.<br />
Appropriately, it was <strong>in</strong> this Star Comet that I set<br />
out from Ab<strong>in</strong>gdon to meet Mr. Marsh, accompanied by<br />
Mrs. Pat Lacy, who married one of <strong>the</strong> many sons of Mr.<br />
Edward Lisle, founder of <strong>the</strong> Star Company. The history<br />
of this particular Comet is ra<strong>the</strong>r <strong>in</strong>terest<strong>in</strong>g. The Star<br />
Motor Company had been taken over by Sydney Guy<br />
<strong>in</strong> 1928 and by March 1932 it was <strong>in</strong> f<strong>in</strong>ancial trouble,<br />
with a Receiver appo<strong>in</strong>ted. It was <strong>the</strong>n that this Comet<br />
was supplied to Mr. Broadhurst, an Aldershot coalmerchant.<br />
He had orig<strong>in</strong>ally ordered a Little Comet,<br />
which order had been taken by Sydney Guy himself,<br />
early <strong>in</strong> September 1931. This was changed to <strong>the</strong> 18 h.p.<br />
Comet <strong>in</strong> November 1931, offered to Mr. Broadhurst<br />
for £310 nett, whereas a new Comet was priced at £495<br />
— perhaps one of <strong>the</strong> reasons why Star folded was <strong>the</strong><br />
modest prices asked for <strong>the</strong>ir high-quality cars. The order<br />
number rallied with <strong>the</strong> car number — D970 — and <strong>the</strong><br />
Comet did not reach its purchaser until March 18th, 1932,<br />
after <strong>the</strong> Receiver had been appo<strong>in</strong>ted. Which suggests<br />
that it “came out of <strong>the</strong> factory by way of <strong>the</strong> back door”.<br />
The Broadhurst family used <strong>the</strong> car cont<strong>in</strong>uously<br />
for some 149,000 miles but after <strong>the</strong> war it went <strong>in</strong>to a
eaker’s yard, but was given a reprieve and was <strong>the</strong>n<br />
discovered <strong>in</strong> a barn with a seized eng<strong>in</strong>e by Melv<strong>in</strong><br />
Jones of Wall<strong>in</strong>gford, who got it go<strong>in</strong>g and used it for<br />
appearances <strong>in</strong> Television advertisements, etc. Coll<strong>in</strong>s<br />
saw it at a local garage and a second rescue operation<br />
was put <strong>in</strong> hand. . . . When new <strong>the</strong> Comet would do<br />
some 70 m.p.h., and 57 m.p.h. <strong>in</strong> third gear. Today, <strong>in</strong><br />
deference to its age, one changes quickly from 2nd <strong>in</strong>to<br />
3rd. and on <strong>in</strong>to top, to cruise at about 40 m.p.h. — I<br />
was somewhat surprised <strong>the</strong> car wasn’t faster — when<br />
Coll<strong>in</strong>s gets about 18 m.p.g. The Star-built <strong>four</strong>-door<br />
saloon body offers great comfort, with a useful boot<br />
beh<strong>in</strong>d. All <strong>the</strong> doors arc front-h<strong>in</strong>ged and <strong>the</strong> driver’s<br />
possesses an <strong>in</strong>genious w<strong>in</strong>dow, <strong>the</strong> lower pane of which<br />
can be pushed up easily if a hand-signal has to be given.<br />
The lea<strong>the</strong>r upholstery and wood fillets look almost new<br />
and provide a v<strong>in</strong>tage aura, although <strong>the</strong> dashboard<br />
has a later connotation, with all <strong>the</strong> <strong>in</strong>struments <strong>in</strong> one<br />
central panel, with <strong>the</strong> speedometer <strong>in</strong> <strong>the</strong> middle and<br />
a vertical tube-type petrol-gauge below <strong>the</strong> detachable<br />
ignition-key. Small, oblong-dial gauges for dynamocharge<br />
(5 amps.), and oil-pressure (20 lb./sq. <strong>in</strong>.) flank<strong>in</strong>g<br />
<strong>the</strong> big dial. The car’s equipment is generous <strong>in</strong>deed —<br />
built-<strong>in</strong> hydraulic jacks, automatic chassis lubrication, a<br />
sun-roof, picnic-tables <strong>in</strong> <strong>the</strong> backs of <strong>the</strong> separate front<br />
seats, smokers’ companions <strong>in</strong> <strong>the</strong> parlour, stowage for<br />
six spare spark<strong>in</strong>g-plugs beneath <strong>the</strong> bonnet, toge<strong>the</strong>r<br />
with an <strong>in</strong>spection-lead-light, a t<strong>in</strong>ted sun-vizor over <strong>the</strong><br />
openable w<strong>in</strong>dscreen, a reserve fuel-tap by <strong>the</strong> driver’s<br />
right leg, a cigar-lighter, a start<strong>in</strong>g handle under <strong>the</strong><br />
dumb-iron apron — all orig<strong>in</strong>al and work<strong>in</strong>g. The sixcyl<strong>in</strong>der<br />
69 x 110 mm., 2,470 c.c. push-rod o.h.v. eng<strong>in</strong>e<br />
idles very slowly and quietly, like that of a 1930 Sunbeam<br />
Sixteen I used to drive. It has a big SU carburetter on <strong>the</strong><br />
n/s. A weakness lies <strong>in</strong> <strong>the</strong> water-pump, from which<br />
<strong>the</strong> tandem dynamo and magneto are driven; it tends,<br />
apparently, to dribble <strong>in</strong>to <strong>the</strong> sump. The gearbox on this<br />
Comet does not have a “silent-third”, you change gears<br />
with a long r.h. lever work<strong>in</strong>g <strong>in</strong> an open gate arranged<br />
as on a v<strong>in</strong>tage Vauxhall with <strong>the</strong> lower gears outboard<br />
of 3rd and top. There is a r.h. brake lever, quite short and<br />
very well placed, so that it is easily located yet does not<br />
rush up one’s trousers-leg when enter<strong>in</strong>g <strong>the</strong> car. The<br />
brakes are <strong>the</strong> notorious Bendix-Perrot type, but with<br />
a fair prod <strong>the</strong>y are quite powerful, without pull<strong>in</strong>g to<br />
one side. The moulded centre of <strong>the</strong> large wheel which<br />
controls light steer<strong>in</strong>g carries <strong>the</strong> hand-throttle and<br />
ignition advance-and-retard stubs.<br />
It was <strong>in</strong> this <strong>in</strong>terest<strong>in</strong>g car, sight<strong>in</strong>g over <strong>the</strong><br />
long, shouldered bonnet, past a big mascot and a sixpo<strong>in</strong>ted<br />
star on <strong>the</strong> scuttle, that I drove off to meet Mr.<br />
Wallace Marsh. The history of <strong>the</strong> Star Motor Company<br />
is fairly well documented, so what follows is more <strong>in</strong> <strong>the</strong><br />
nature of items extracted from our conversation than a<br />
condensed history’ of this British motor manufacturer,<br />
who started to make autocars <strong>in</strong> 1898, <strong>the</strong> first Star<br />
look<strong>in</strong>g somewhat like a Benz of <strong>the</strong> period, as did o<strong>the</strong>r<br />
pioneer makes. Actually, it had all started much earlier<br />
than that, when Edward Lisle, aided by a mechanic<br />
called Sharratt, made velocipedes. These bicycles were<br />
based on <strong>the</strong> French mach<strong>in</strong>es of <strong>the</strong> time and a book<br />
published <strong>in</strong> 1869 spoke very well of <strong>the</strong>m. At that<br />
period Mr. Lisle was offer<strong>in</strong>g a tricycle <strong>in</strong>tended for rural<br />
postmen for as little as 35/-, when normal velocipedes<br />
cost from about £8 to £20 and more.<br />
Apparently no-one at <strong>the</strong> Star car factory had much<br />
knowledge of eng<strong>in</strong>eer<strong>in</strong>g, apart from <strong>the</strong> designers, but<br />
high standards were set and ma<strong>in</strong>ta<strong>in</strong>ed under Edward<br />
Lisle. These designers <strong>in</strong>cluded Cecil Cathie - he was<br />
also a Director who looked after <strong>the</strong> sales-side of <strong>the</strong><br />
Company, and who taught Joe Lisle to hunt. Ano<strong>the</strong>r<br />
was F. A. S. Acres, and J. A. Irv<strong>in</strong>g came <strong>in</strong> to develop <strong>the</strong><br />
Comet eng<strong>in</strong>e. Star cars were sold under various o<strong>the</strong>r<br />
names along <strong>the</strong> <strong>year</strong>s. For <strong>in</strong>stance, Charles Friswell<br />
used to take delivery of <strong>the</strong>m before <strong>the</strong> 1914/18 war sans<br />
<strong>the</strong> famous star badge and sell <strong>the</strong>m as <strong>the</strong> Knight of <strong>the</strong><br />
Road, and <strong>the</strong>re were <strong>the</strong> Thistle? Starl<strong>in</strong>g and Stewart,<br />
and Edward Lisle, junr. was allowed to make <strong>the</strong> Little<br />
Briton, which was really a simplified Star, and might<br />
have beaten William Morris to light car sales-successes.<br />
In pre-WWl days <strong>the</strong> Company turned out perhaps 14 or<br />
15 cars <strong>in</strong> a good week, lay<strong>in</strong>g off workers when times<br />
were bad. It had its own foundry, but <strong>the</strong> larger alloy<br />
cast<strong>in</strong>gs were supplied by outside firms, down to <strong>the</strong><br />
end of car-production. It was left to <strong>the</strong> Chargehands to<br />
run <strong>the</strong> different departments of <strong>the</strong> works, as dist<strong>in</strong>ct<br />
from appo<strong>in</strong>t<strong>in</strong>g Foremen for this purpose. The eng<strong>in</strong>ebuild<strong>in</strong>g<br />
shop had long rows of <strong>in</strong>dividual bays, where<br />
<strong>four</strong> or five men would assemble <strong>the</strong> eng<strong>in</strong>es. There was<br />
a well-equipped mach<strong>in</strong>e-shop, with Tommy Ha<strong>in</strong>es <strong>in</strong><br />
charge. A Mr. Graham looked after <strong>the</strong> body-shop, Mrs.<br />
Richards was <strong>the</strong> Company Secretary, and F. R. Goodw<strong>in</strong><br />
managed <strong>the</strong> London depot <strong>in</strong> St. Mart<strong>in</strong>’s Lane. In this<br />
not over-large, scattered factory two operatives, Billy<br />
Down and his mate Charlie, would be seen walk<strong>in</strong>g<br />
slowly one beh<strong>in</strong>d <strong>the</strong> o<strong>the</strong>r, carry<strong>in</strong>g a ladder; <strong>the</strong>ir task<br />
was to lubricate <strong>the</strong> overhead-shaft<strong>in</strong>g that carried <strong>the</strong><br />
pulleys for <strong>the</strong> belt-driven mach<strong>in</strong>e-tools. There is <strong>the</strong><br />
delightful story of how, one day, Edward Lisle was <strong>in</strong><br />
<strong>the</strong> factory, check<strong>in</strong>g up on th<strong>in</strong>gs, <strong>in</strong> his gruff voice that<br />
made even <strong>the</strong> most conscientious employee jump to<br />
attention when addressed. See<strong>in</strong>g <strong>the</strong> two men walk<strong>in</strong>g<br />
slow<strong>in</strong>g past, one beh<strong>in</strong>d <strong>the</strong> o<strong>the</strong>r, Lisle said to Billy<br />
“What are you do<strong>in</strong>g?” “Tak<strong>in</strong>g a ladder to oil <strong>the</strong> shafts,<br />
sir”, came <strong>the</strong> timid reply, to be followed by <strong>the</strong> voice<br />
of Billy’s mate, stand<strong>in</strong>g some few feet beh<strong>in</strong>d, say<strong>in</strong>g:<br />
“We’ve forgotten <strong>the</strong> b***** ladder!” One can imag<strong>in</strong>e <strong>the</strong><br />
scene; yet old Edward Lisle, <strong>the</strong> perfectionist, treated his<br />
workers to free coal and free turkeys every Christmas.<br />
Incidentally, when he was told that <strong>the</strong> belfry of St. Luke’s<br />
church <strong>in</strong> Wolverhampton lacked a clock he supplied<br />
both clock and bells — which cont<strong>in</strong>ue to function to this<br />
day, I believe.<br />
The Star made a name for sound design and good<br />
workmanship. When <strong>the</strong> RAC opened a driv<strong>in</strong>g school<br />
before WW1 it ordered Stars for <strong>the</strong> pupils to do <strong>the</strong>ir<br />
worst on. In places such as Australia, New Zealand<br />
and South Africa, where <strong>the</strong> go<strong>in</strong>g was hard, Stars sold<br />
well, and after <strong>the</strong> war authoress, Mrs. Diana Strickland,<br />
drove her 14 30 Star tourer “Star of <strong>the</strong> Desert” <strong>the</strong> 6,000<br />
miles from Dakar to Khartoum with a notable absence of<br />
trouble. Star entered cars for <strong>the</strong> 1903 and 1905 Gordon<br />
Bennett races, one of <strong>the</strong> latter rac<strong>in</strong>g cars hav<strong>in</strong>g recendy<br />
been restored to runn<strong>in</strong>g order for Nick Ridley of <strong>the</strong><br />
VCC. Stars were also raced at Brooklands and elsewhere<br />
with considerable success. Mr. Marsh recalled Cathie
dress<strong>in</strong>g his hair with a horrid mixture of starch, water<br />
and perfume so as to drive at Brooklands bare-headed.<br />
Members of <strong>the</strong> Lisle family also competed, Joe Lisle, <strong>the</strong><br />
General Manager of <strong>the</strong> Company, crash<strong>in</strong>g one of <strong>the</strong><br />
two huge 1905 GB cars when test<strong>in</strong>g it at Wergs Road, <strong>in</strong><br />
Wolverhampton, and later driv<strong>in</strong>g a special 20.1 h.p. Star<br />
at Brooklands, and Dick Lisle, whose normal duties were<br />
cover<strong>in</strong>g sales <strong>in</strong> <strong>the</strong> North of England and <strong>in</strong> Scotland,<br />
ran a 1912 4.3-litre Star called “The Comet” at <strong>the</strong> Track.<br />
Mr. Marsh recalls it as unsuccessful; its best lap seems<br />
to have been at 65.61 m.p.h. It had a streaml<strong>in</strong>ed body<br />
with slab-tail and two external exhaust pipes merg<strong>in</strong>g<br />
<strong>in</strong>to a cyl<strong>in</strong>drical silencer. However, that <strong>year</strong> Dick Lisle<br />
put <strong>the</strong> class 12-hour record to 66.82 m.p.h. and <strong>in</strong> 1913<br />
<strong>the</strong> same driver aga<strong>in</strong> successfully took long-distance<br />
records, with a bigger Star. Stars had also run <strong>in</strong> <strong>the</strong> 1906<br />
and 1907 TT races, without dist<strong>in</strong>ction.<br />
The Company never<strong>the</strong>less entered two cars for<br />
<strong>the</strong> 1914 TT race <strong>in</strong> <strong>the</strong> IoM. Although, <strong>in</strong> Mr. Marsh’s<br />
op<strong>in</strong>ion, Star cars had suffered all along <strong>the</strong> <strong>year</strong>s from<br />
restricted breath<strong>in</strong>g, due to poorly-designed <strong>in</strong>duction<br />
manifolds, <strong>in</strong> <strong>the</strong> TT cars an effort was made to improve<br />
matters. The cars were bright red <strong>four</strong>-cyl<strong>in</strong>der sidevalve<br />
two-seaters of 90 x 129.5 mm. (3,308 c.c.), which<br />
<strong>the</strong>ir designer, C. Cathie from Sunbeam’s (he was killed<br />
<strong>in</strong> <strong>the</strong> war), had endowed with large tulip-shaped<br />
valves and curious hoop-shaped <strong>in</strong>let-pip<strong>in</strong>g. It was<br />
deemed desirable to cool <strong>the</strong>se big valves by fitt<strong>in</strong>g<br />
water-cooled valve-caps above <strong>the</strong>m, rubber r<strong>in</strong>gs<br />
seal<strong>in</strong>g <strong>the</strong>se at <strong>the</strong> base. Star I was driven <strong>in</strong> <strong>the</strong> twoday<br />
contest by Dick Lisle, with Wally Marsh rid<strong>in</strong>g<br />
with him, and Star II was driven by R. F. L. (“T<strong>in</strong>y”)<br />
Crossman. A Heenan & Froude fan brake was <strong>in</strong>stalled<br />
<strong>in</strong> <strong>the</strong> test-shop specially to test <strong>the</strong>se rac<strong>in</strong>g eng<strong>in</strong>es, as<br />
up to <strong>the</strong>n <strong>the</strong> Star Company had no such equipment,<br />
although <strong>the</strong>y reta<strong>in</strong>ed it afterwards. On one occasion<br />
<strong>the</strong> arms and fan of this brake carried away and went<br />
through <strong>the</strong> test-shop roof, narrowly miss<strong>in</strong>g one of <strong>the</strong><br />
Lisles and fly<strong>in</strong>g across Frederick Street, a bolt fall<strong>in</strong>g<br />
through <strong>the</strong> roof of <strong>the</strong> body-shop and damag<strong>in</strong>g<br />
<strong>the</strong> bonnet of a brand-new car, to <strong>the</strong> disgust of Mr.<br />
Graham! The miss<strong>in</strong>g arms, etc. mysteriously vanished,<br />
be<strong>in</strong>g found <strong>year</strong>s later <strong>in</strong> one of <strong>the</strong> test-shop overhead<br />
water-supply tanks. . . .<br />
In <strong>the</strong> race Star II suffered from leaks at <strong>the</strong> valvecap<br />
jo<strong>in</strong>ts and soon retired. Dick Lisle was go<strong>in</strong>g well<br />
<strong>in</strong> Star I on <strong>the</strong> first day. However he had been delayed<br />
by a slipp<strong>in</strong>g cone clutch, cured by jamm<strong>in</strong>g bits of twig<br />
between <strong>the</strong> cones and by throw<strong>in</strong>g <strong>in</strong> handfuls of earth,<br />
after which <strong>the</strong> clutch wouldn’t withdraw, mak<strong>in</strong>g gearchang<strong>in</strong>g<br />
difficult. Then <strong>the</strong>re was difficulty <strong>in</strong> pass<strong>in</strong>g<br />
Burgess <strong>in</strong> <strong>the</strong> Humber on <strong>the</strong> narrow course, Lisle<br />
hav<strong>in</strong>g to wait until <strong>the</strong> tarmac section down from Bray<br />
hill. In mak<strong>in</strong>g up time he approached a corner by <strong>the</strong><br />
golf-course too fast, and skidded <strong>in</strong>to a wall, burst<strong>in</strong>g<br />
a tyre. A garage-type jack was carried, clipped to <strong>the</strong><br />
side of <strong>the</strong> car, so <strong>the</strong> tyre was quickly changed, timed<br />
by Julian Orde of <strong>the</strong> RAC. However, unknown to Lisle<br />
or Marsh, <strong>the</strong> brake gear had been damaged and when<br />
<strong>the</strong>y came fast <strong>in</strong>to <strong>the</strong> <strong>the</strong>n-bl<strong>in</strong>d S-bend through Ballig<br />
Bridge, still try<strong>in</strong>g to wash out <strong>the</strong> time-loss caused by<br />
<strong>the</strong> slipp<strong>in</strong>g clutch and <strong>the</strong> skid, <strong>the</strong> car touched <strong>the</strong> kerb.<br />
At that moment Lisle yelled that he had no brakes, tell<strong>in</strong>g<br />
Marsh to try to pull on <strong>the</strong> cables. To no avail — <strong>the</strong> Star<br />
went backwards <strong>in</strong>to <strong>the</strong> bridge, its back axle be<strong>in</strong>g<br />
rammed under <strong>the</strong> gearbox. Both men went to a near-by<br />
doctor’s house, where <strong>the</strong>y were well looked after. But<br />
by <strong>the</strong>n Marsh had lost <strong>in</strong>terest <strong>in</strong> <strong>the</strong> race, which was<br />
won by K. Lee Gu<strong>in</strong>ness <strong>in</strong> <strong>the</strong> Peugeot-type tw<strong>in</strong>-cam<br />
Sunbeam. However, <strong>the</strong> Dunlop and Rudge-Whitworth<br />
people were able to advertise <strong>the</strong> accident, as tyres and<br />
wheels on <strong>the</strong> crashed Star were still <strong>in</strong>tact. Apparently<br />
<strong>the</strong>se TT Stars were tested on Brooklands and driven to<br />
competition venues. Lisle did well with his at <strong>the</strong> 1914<br />
Caerphilly speed hill-climb and also ran it at Porthcawl,<br />
<strong>in</strong> Wales, etc. Crossman, a Major <strong>in</strong> <strong>the</strong> Royal Mar<strong>in</strong>es,<br />
died at Antwerp dur<strong>in</strong>g <strong>the</strong> war. . . .<br />
Although Mr. Marsh left Star to serve <strong>in</strong> <strong>the</strong> Army<br />
dur<strong>in</strong>g <strong>the</strong> war, and later went out to India, he ma<strong>in</strong>ta<strong>in</strong>ed<br />
his l<strong>in</strong>ks with <strong>the</strong> Company and his faith <strong>in</strong> Star cars. In<br />
1922 he was told that <strong>the</strong>re was a car at <strong>the</strong> works that he<br />
could have cheaply. It turned out to be an odd animal!<br />
It was a disc-wheeled 11.9 h.p. chassis with a two-seater<br />
body, which reta<strong>in</strong>ed <strong>the</strong> normal chassis frame, but with<br />
noth<strong>in</strong>g connected to <strong>the</strong> dumb-irons. This was because,<br />
<strong>in</strong>stead of half-elliptic spr<strong>in</strong>gs, very long cantilevers<br />
were used, ra<strong>the</strong>r as on <strong>the</strong> <strong>the</strong>n-new Trojan, but <strong>in</strong><br />
conjunction with Gabriel snubbers. The car — NT 2484<br />
— was very comfortable but lacked lateral stability, and<br />
Star never put <strong>the</strong> idea <strong>in</strong>to production.<br />
Ano<strong>the</strong>r special Star offered to Mr. Marsh at a low<br />
price was one of two built when Malcolm Campbell,<br />
who had a Star agency, wanted to race a car of this make<br />
at Brooklands. Outwardly a standard o.h.v. 12/40, <strong>the</strong><br />
eng<strong>in</strong>e had ball bear<strong>in</strong>gs <strong>in</strong>stead of pla<strong>in</strong> bear<strong>in</strong>gs. This<br />
was obviously a worthwhile move, as Campbell won <strong>the</strong><br />
1925 Autumn 75 m.p.h. Short Handicap at 79.5 m.p.h.,<br />
lapp<strong>in</strong>g at 87.84 m.p.h. Sir Malcolm Campbell by <strong>the</strong><br />
way, was driv<strong>in</strong>g a Bluebird-blue Star Comet sports<br />
saloon <strong>in</strong> 1932, at which period I believe Norman Creed<br />
was Star’s Public Relations man. On this special 12/40<br />
Mr. Marsh built a body based on that of <strong>the</strong> 1914 TT car,<br />
as it was simple to make.<br />
Mr. Marsh taught Mrs. Alex Lisle, wife of Edward<br />
Lisle, to drive, on a box-bodied Star test chassis. She later<br />
had five Scott motorcycles <strong>in</strong> succession, and used to<br />
take her husband about <strong>in</strong> <strong>the</strong> sidecar of one of <strong>the</strong>m!<br />
He also remembers be<strong>in</strong>g with Cathie <strong>in</strong> a 1926 20/60<br />
Star, brand-new from <strong>the</strong> body-shop, on a steep hill near<br />
Llangollen which was so slippery that noth<strong>in</strong>g would<br />
arrest <strong>the</strong> downward path of <strong>the</strong> Star except rubb<strong>in</strong>g<br />
it along <strong>the</strong> banks beside <strong>the</strong> road — and as <strong>the</strong>y thus<br />
progressed more and more bits of <strong>the</strong> car were torn off<br />
and left strewn <strong>in</strong> <strong>the</strong> road! Ano<strong>the</strong>r recollection is that<br />
when HRH The Pr<strong>in</strong>ce of Wales wanted a chauffeur one<br />
was sent to him from <strong>the</strong> Star Company, which may have<br />
been why he later used a Star tourer.<br />
Mr. Marsh had just put an Hispano Suiza V8 aeroeng<strong>in</strong>e<br />
<strong>in</strong>to an ex-RFC Crossley tender at Farnborough<br />
after <strong>the</strong> war when he was posted to India and never saw<br />
it aga<strong>in</strong>. But <strong>in</strong> Kaula Lumpa he had a sports-car made<br />
from Overland Whippet parts and a Type 37 Bugatti, etc.<br />
— but that is ano<strong>the</strong>r story. Back <strong>in</strong> England, at Hook<br />
on <strong>the</strong> A30 <strong>in</strong> about 1960, he found his now beautifullyrestored<br />
Edwardian Star <strong>in</strong> an antique emporium and<br />
acquired it for sentimental reasons.
We talked also of Star aeroplanes. The Company<br />
made two monoplanes as early as 1907, which Granville<br />
Bradshaw and Joe Lisle flew, from <strong>the</strong> race-course near<br />
Wolverhampton. The eng<strong>in</strong>e used was a 40 hp watercooled<br />
<strong>four</strong>-cyl<strong>in</strong>der with a carburetter at <strong>the</strong> back, feed<strong>in</strong>g<br />
through a very long <strong>in</strong>duction-pipe. This was acquired by<br />
F. Ludwick Bartlett, JP, <strong>in</strong> 1910, when he was <strong>in</strong>terested<br />
<strong>in</strong> a very odd <strong>four</strong>-wheeled 12 cwt. fly<strong>in</strong>g-mach<strong>in</strong>e with<br />
flapp<strong>in</strong>g w<strong>in</strong>gs of over 32 ft. span. These w<strong>in</strong>gs were<br />
driven by cha<strong>in</strong>s from <strong>the</strong> eng<strong>in</strong>e, whose propeller boss<br />
had been converted <strong>in</strong>to a flywheel, to provide a drive.<br />
This mach<strong>in</strong>e was built by <strong>the</strong> Polysulph<strong>in</strong> Co. Ltd. of<br />
Brisl<strong>in</strong>gton near Bristol and was apparently exhibited at<br />
<strong>the</strong> 1911 Olympia Aero Show, but I doubt whe<strong>the</strong>r it ever<br />
flew. Years later <strong>the</strong> Star aero-eng<strong>in</strong>e was discovered by<br />
Mr. Marsh dur<strong>in</strong>g a car-rally at Henlow and it is now <strong>in</strong><br />
<strong>the</strong> RAF Museum at Hendon. — W.B.<br />
V-E-V Miscellany.— Chris Booth, who runs that<br />
primarily-Morgan-three-wheeler-orientated Motor<br />
Museum at Rolvenden <strong>in</strong> Kent, has acquired a mysterious<br />
Morgan about which he seeks <strong>in</strong>formation. It was used<br />
by <strong>the</strong> late Geoff. Harris, well-known Morgan trials<br />
exponent, but appears to have been built specially for<br />
track rac<strong>in</strong>g, and is believed to have run <strong>in</strong> an MCC High<br />
Speed Trial at Brooklands, circa 1930. It has a basically<br />
1928/29 Super Sports chassis specially adapted to a rare<br />
Blackburne KMB eng<strong>in</strong>e dat<strong>in</strong>g from about 1925 (No.<br />
KMB 333) of which only three are reputed to have been<br />
modified to accept high-level exhaust pipes, as on some<br />
post-1930 Morgans, and <strong>the</strong> track is 2” wider than on<br />
a standard Super Sports. Track rod and drag-l<strong>in</strong>k are<br />
much heavier than normal, are stamped “Brico” and<br />
have ball jo<strong>in</strong>ts. Newton dampers are fitted at <strong>the</strong> front,<br />
with a Hartford shock-absorber over <strong>the</strong> back wheel,<br />
<strong>the</strong> B-type bevel-box has extra strength<strong>in</strong>g webs cast<br />
<strong>in</strong>, <strong>the</strong> rear wheel is an M-type with <strong>in</strong>ternal-expand<strong>in</strong>g<br />
brake, and <strong>the</strong> front brakes are larger than usual, hav<strong>in</strong>g<br />
8” ribbed drums. There is an outside hand-brake sans<br />
ratchet, operat<strong>in</strong>g <strong>the</strong> front-wheel brakes, <strong>the</strong> fuel tank<br />
is air-pressure fed, <strong>the</strong> steer<strong>in</strong>g wheel is large and <strong>the</strong>re<br />
is a hump over <strong>the</strong> rear wheel. It sounds someth<strong>in</strong>g like<br />
a copy of <strong>the</strong> famous Harold Beart record-breaker, but<br />
no Reg. No. or chassis number has been found. It was<br />
<strong>in</strong> poor condition when rescued but is to be rebuilt.<br />
Information about this Morgan or any rac<strong>in</strong>g done by<br />
Geoff. Harris would be welcomed by Mr. Booth. Letters<br />
can be forwarded.<br />
It is sad to learn that Bob Peacey, who was<br />
contribut<strong>in</strong>g to our correspondence quite recently, died<br />
last <strong>year</strong>. He was a Bugatti enthusiast and had also worked<br />
with his fa<strong>the</strong>r, <strong>the</strong> Rev. W. H. Peacey, on rotary-valve<br />
eng<strong>in</strong>es, which he patented. In addition, he prepared a<br />
number of motorcycles and cars for Brooklands races,<br />
such as Cott<strong>in</strong>s and <strong>the</strong> HP three-wheeler which was<br />
described <strong>in</strong> MOTOR SPORT’s “Fragments on Forgotten<br />
Makes” series. Peacey worked at Bristol’s dur<strong>in</strong>g <strong>the</strong><br />
war, afterwards becom<strong>in</strong>g a REME Capta<strong>in</strong>, serv<strong>in</strong>g <strong>in</strong><br />
Normandy. From <strong>the</strong> 1930s he had had a Riley agency,<br />
which was cont<strong>in</strong>ued <strong>in</strong> Cheltenham until <strong>in</strong>creas<strong>in</strong>g<br />
paralysis forced him to discont<strong>in</strong>ue this activity <strong>in</strong> <strong>the</strong><br />
1950s. To <strong>the</strong> end Peacey lived <strong>in</strong> that town, never far<br />
from his beloved eng<strong>in</strong>es, and he contrived to drive<br />
a Citroen 2cv adapted to take a wheel-chair, which he<br />
would run down a slope from his house and <strong>in</strong>to <strong>the</strong><br />
car unaided. We understand that his 1929 Model-90<br />
Sunbeam with rotary-valve eng<strong>in</strong>e is to be presented to<br />
<strong>the</strong> National Motor Museum.<br />
Apart from requir<strong>in</strong>g a quote for panel-bash<strong>in</strong>g a<br />
new body for “Babs”, Wynn-Owen would also like to<br />
hear from anyone who could sp<strong>in</strong> him wheel-discs for <strong>the</strong><br />
car, <strong>the</strong>se need<strong>in</strong>g to be of 16-gauge alum<strong>in</strong>ium, 24” <strong>in</strong><br />
diameter. Cancelled last <strong>year</strong> due to <strong>the</strong> petrol shortage,<br />
<strong>the</strong> VSCC has cancelled this strenuous night trial aga<strong>in</strong><br />
this <strong>year</strong> — it was scheduled for <strong>January</strong> 12th/13th.<br />
Old-time road scenes seem popular — <strong>the</strong> cover of <strong>the</strong><br />
V<strong>in</strong>tage Aust<strong>in</strong> Magaz<strong>in</strong>e, official organ of <strong>the</strong> V<strong>in</strong>tage<br />
Aust<strong>in</strong> Register, recently depicted an Aust<strong>in</strong> 16/6<br />
negotiat<strong>in</strong>g Piccadilly Circus <strong>in</strong> about 1932 (with several<br />
Morris cars <strong>in</strong> close company!), this be<strong>in</strong>g a picture from<br />
<strong>the</strong> archives of <strong>the</strong> London Transport Executive — see<br />
last month’s Book Reviews — and <strong>in</strong> <strong>the</strong> Aust<strong>in</strong> Seven<br />
Clubs’ Association Magaz<strong>in</strong>e No. 1979D <strong>the</strong>re was<br />
a double-page spread of an early Aust<strong>in</strong> 7 saloon <strong>in</strong><br />
Smethwick High Street, Birm<strong>in</strong>gham, <strong>in</strong> June 1930, when<br />
that thoroughfare still had its tram-l<strong>in</strong>es. Incidentally,<br />
this Club journal has been look<strong>in</strong>g at Aust<strong>in</strong> 7 dynamos,<br />
cut-outs and switch-panels, with useful illustrations<br />
and wir<strong>in</strong>g diagrams. The respective secretaries of <strong>the</strong>se<br />
two Aust<strong>in</strong> organisations are: Frank Smith Marshbrook,<br />
Butts Road, Ashover, Derbyshire and Phil Basildon, 167,<br />
Groby Road, Leicester.<br />
The V<strong>in</strong>tage Motor Cycle Club can now claim<br />
more than 6,000 members. The Alvis Register Bullet<strong>in</strong><br />
has come out <strong>in</strong> a new format and <strong>the</strong> October 1979<br />
issue conta<strong>in</strong>ed an illustrated piece about a 12/50 Alvis<br />
beetleback that competed at <strong>the</strong> Craigantlet hill-climb <strong>in</strong><br />
<strong>the</strong> mid-1930s before its eng<strong>in</strong>e and radiator were used<br />
for <strong>the</strong> Sullivan Special “Himmelwagen”. The last issue<br />
of Sph<strong>in</strong>x, <strong>the</strong> magaz<strong>in</strong>e of <strong>the</strong> Armstrong Siddeley OC,<br />
to reach us conta<strong>in</strong>ed a f<strong>in</strong>e picture of a 1926 Armstrong<br />
Siddeley Twenty saloon at a wedd<strong>in</strong>g, its Sph<strong>in</strong>x mascot<br />
serv<strong>in</strong>g to anchor <strong>the</strong> festive ribbons. Some unusual cars<br />
appeared on last <strong>year</strong>’s Bean CC Harvest Tour, such as<br />
<strong>the</strong> Hampton coupe, a Sizaire Berwick coupe”, a 1915<br />
Overland and a bull-nose Morris-Cowley on beadededge<br />
tyres. From that Club’s magaz<strong>in</strong>e we learn that<br />
several ABC motorcycles have been chang<strong>in</strong>g hands<br />
recently, with two more com<strong>in</strong>g to light <strong>in</strong> Norway and<br />
ano<strong>the</strong>r <strong>in</strong> Denmark, that a rare 1930s Vulcan military<br />
chassis is be<strong>in</strong>g restored <strong>in</strong> Berkshire and that an OK-<br />
Bradshaw with <strong>the</strong> 1920s oil-cooled 350 c.c. eng<strong>in</strong>e has<br />
been found <strong>in</strong> London and is be<strong>in</strong>g restored. A very<br />
orig<strong>in</strong>al 20/60 Vauxhall saloon has also been discovered,<br />
sheeted up <strong>in</strong> a garage. — W.B.
The Wartime Diaries<br />
of an RFC Officer<br />
Cont<strong>in</strong>ued from <strong>the</strong> Dec. 1979 issue<br />
BEFORE I commence ano<strong>the</strong>r <strong>in</strong>stalment of <strong>the</strong>se old<br />
diaries I must refer to a letter received from a Mr. J. Ross<br />
of Brigg, <strong>in</strong> which he makes it clear that I have done our<br />
RFC pilot out of one type which he had flown by 1915. In<br />
his Log Book entries <strong>the</strong>re is no dist<strong>in</strong>ction made between<br />
AW (Armstrong Whitworth)-built BE2c aeroplanes and<br />
FK3s built by that Company, <strong>the</strong> latter be<strong>in</strong>g entered<br />
simply as AWs, followed by <strong>the</strong> reference numbers. This<br />
is perhaps understandable, because <strong>the</strong> FK3 was merely<br />
a simplified version of <strong>the</strong> BE2c designed by Frederick<br />
Koolhoven. The fact rema<strong>in</strong>s that aeroplanes referred to<br />
by <strong>the</strong> numbers 5330 and 5331 <strong>in</strong> <strong>the</strong> earlier diary extracts<br />
were FK3 biplanes. Thus, by <strong>the</strong> end of 1915, after his<br />
return from brief Active Service <strong>in</strong> France, “X”, as I shall<br />
call this RFC pilot, had been aloft <strong>in</strong> Maurice Farman<br />
Shorthorn and Longhorn, BE2a, BE2e, RE8, and FK3<br />
aeroplanes, as well as <strong>in</strong> <strong>the</strong> Depperdus<strong>in</strong> monoplanes<br />
which he ei<strong>the</strong>r owned, or had borrowed, before jo<strong>in</strong><strong>in</strong>g<br />
<strong>the</strong> RFC. I am <strong>in</strong>debted to Mr. Ross for po<strong>in</strong>t<strong>in</strong>g this out.<br />
* * *<br />
On sick-leave from fly<strong>in</strong>g, <strong>in</strong> March 1916, X was still<br />
work<strong>in</strong>g at <strong>the</strong> War Office, enjoy<strong>in</strong>g <strong>the</strong> social round, and<br />
play<strong>in</strong>g about with cars. He was anxious to resume use of<br />
his Adler but after pay<strong>in</strong>g a bill of £14.15/- for repairs, to<br />
a person named Lagden, and send<strong>in</strong>g his man Tollerton<br />
for it, <strong>the</strong> car wasn’t ready. So, after lunch<strong>in</strong>g a number<br />
of friends at Pr<strong>in</strong>ce’s, X had to use Talbot’s Mercedes<br />
for gett<strong>in</strong>g about <strong>in</strong> London, which meant go<strong>in</strong>g to <strong>the</strong><br />
Shaftesbury Theatre and <strong>the</strong>n tak<strong>in</strong>g some “flappers” out<br />
to supper at <strong>the</strong> Piccadilly Hotel. The next day X went<br />
out to Cricklewood <strong>in</strong> person to get his Adler but it still<br />
wasn’t ready, and <strong>the</strong> Itala had gone round to Paddon<br />
Bros. However, this lack of motor cars was not allowed<br />
to <strong>in</strong>trude on X’s participation <strong>in</strong> <strong>the</strong> gaiety of war-time<br />
London. Leav<strong>in</strong>g <strong>the</strong> War Office that day, X had tea at his<br />
flat, d<strong>in</strong>ed with his fa<strong>the</strong>r at <strong>the</strong> Marlborough Club, and<br />
<strong>the</strong>n fetched his mo<strong>the</strong>r and took her to a play, “which<br />
was rotten”, so <strong>the</strong>y went on to see “My Lady Frayl”<br />
aga<strong>in</strong>, obta<strong>in</strong><strong>in</strong>g a box for half-price. Zeppel<strong>in</strong>s came<br />
over from <strong>the</strong> East Coast (it was March 31st 1916) and<br />
one of <strong>the</strong>m was shot down at <strong>the</strong> mouth of <strong>the</strong> Thames<br />
by an RFC pilot.<br />
After a busy morn<strong>in</strong>g at <strong>the</strong> “War House,” X might<br />
lunch at <strong>the</strong> Cavalry Club. But one Saturday he got out<br />
<strong>the</strong> big Itala, on its fresh set of tyres, and after a visit to his<br />
doctor, lunch at <strong>the</strong> Batchelors Club, and a run home via<br />
<strong>the</strong> Thaxted House Club, where his friend Vernon failed<br />
to show up, X started down <strong>in</strong> <strong>the</strong> Itala for Lennoxwood,<br />
with his mo<strong>the</strong>r, Lady X. They returned after d<strong>in</strong>ner,<br />
hav<strong>in</strong>g spent a day <strong>the</strong>re with friends, after which <strong>the</strong>re<br />
was time to do some more work at <strong>the</strong> War Office. Then,<br />
on <strong>the</strong> Sunday, Tollerton first brought round <strong>the</strong> Itala and<br />
<strong>the</strong>n went and fetched Trevors <strong>in</strong> <strong>the</strong> Mercedes and, after<br />
Archie de Pass had been picked up, <strong>the</strong> party lunched at<br />
Pr<strong>in</strong>ce’s, before driv<strong>in</strong>g down to “Lennoxwood”. All X’s<br />
family were <strong>the</strong>re and after d<strong>in</strong>ner he started back with<br />
Trevors, stay<strong>in</strong>g with Col. Trevors until 12.30, “await<strong>in</strong>g<br />
<strong>the</strong> Zepps”. (Whe<strong>the</strong>r this was out of excitement, or<br />
refers perhaps to a plott<strong>in</strong>g task X did at <strong>the</strong> War Office,<br />
I do not know.)<br />
There was apparently much to occupy X at his office<br />
at this time (April, 1916). Pat Pigott “reported himself”,<br />
and, <strong>the</strong> diary says, X, “got office <strong>in</strong> order and Jenk<strong>in</strong>s<br />
moved out”. He was aga<strong>in</strong> on guard duty at St. James’s<br />
Palace. He had now got <strong>the</strong> Adler back and it would be<br />
sent to fetch him on morn<strong>in</strong>gs when he had to go to <strong>the</strong><br />
War Office. On one such afternoon X drove, after lunch<br />
with some lady-friends at Pr<strong>in</strong>ce’s, to Lennoxwood,<br />
and <strong>the</strong>n on to Farnborough “<strong>in</strong> Doris Reynolds’ little<br />
Merk 2-seater”. Leav<strong>in</strong>g after tea <strong>the</strong>re, <strong>the</strong>y got back to<br />
London at about 8.30 p.m. <strong>in</strong> lime for a st<strong>in</strong>t at <strong>the</strong> WO<br />
and d<strong>in</strong>ner at Pratts Club. In mid-week X might send his<br />
assistant up to Nott<strong>in</strong>gham, send his girl-friends back to<br />
Richmond <strong>in</strong> <strong>the</strong> Mercedes, dropp<strong>in</strong>g off “at <strong>the</strong> garage<br />
to see Lt. Cleghorn about cars”, before return<strong>in</strong>g to his<br />
office, and <strong>the</strong>n, after d<strong>in</strong><strong>in</strong>g at Pr<strong>in</strong>ce’s, driv<strong>in</strong>g out <strong>in</strong><br />
<strong>the</strong> even<strong>in</strong>g to Richmond and back <strong>in</strong> a little Berliet, to<br />
see <strong>the</strong> Trevors.<br />
Early <strong>in</strong> April X went before ano<strong>the</strong>r Medical<br />
Board and was given a month’s light duty, followed by<br />
sick leave, and <strong>the</strong>y refused <strong>in</strong>def<strong>in</strong>itely to pass him for<br />
General Services. So all that was left was to return to<br />
<strong>the</strong> WO, lunch with friends at <strong>the</strong> Berkeley, and motor<br />
down to Brooklands, with Pigott and his bro<strong>the</strong>r-<strong>in</strong>law,<br />
where “old Mart<strong>in</strong>” gave <strong>the</strong> latter a joy-ride <strong>in</strong> a<br />
Maurice Farman Shorthorn. There was a Saturday when<br />
Wilson Thomas lunched with X at Pr<strong>in</strong>ce’s and <strong>the</strong>y went<br />
<strong>in</strong> his Rolls-Royce to <strong>the</strong> Ritz, after which X went home<br />
to change and with a party motored out to Hendon <strong>in</strong> <strong>the</strong><br />
Itala, before go<strong>in</strong>g to <strong>the</strong> K<strong>in</strong>g’s Theatre, Hammersmith,<br />
to see “Raffles”, and f<strong>in</strong>ally driv<strong>in</strong>g Trevors home and<br />
leav<strong>in</strong>g <strong>the</strong> Itala at <strong>the</strong> RFC garage.<br />
Petrol still flowed freely, because one April Sunday,<br />
although <strong>the</strong> Adler was aga<strong>in</strong> “<strong>in</strong> dry-dock”, <strong>the</strong> Mercedes<br />
was used for a happy jaunt, to lunch at Slough and go on<br />
to Maidenhead, Bourne End and Sw<strong>in</strong>ley Woods, before<br />
tak<strong>in</strong>g tea at Ascot. Almost every week-day X lunched at<br />
one of his favourite haunts, such as “<strong>the</strong> Berkeley with<br />
Col. Proby, <strong>the</strong> Baron, and ano<strong>the</strong>r old buffer”, or <strong>the</strong><br />
Carlton with “Stewie, Pussy, Major and Mrs. Evans, Pike<br />
of <strong>the</strong> Grenadier Guards, and Geoff Hart”. One day he<br />
motored down to Weybridge with Capt. Dugdale <strong>in</strong> <strong>the</strong><br />
Itala and saw Gordon Watney’s works and “had tea with<br />
Gordon Watney himself”. (It does seem as if <strong>the</strong> Itala was<br />
an official RFC vehicle and no doubt <strong>the</strong> Gordon Watney<br />
factory, where old Mercedes were formerly rebodied,<br />
was engaged on war work, but all <strong>the</strong>se contacts no<br />
doubt were useful to X <strong>in</strong> his post-war rac<strong>in</strong>g activities).<br />
To celebrate that meet<strong>in</strong>g with Watney X fetched Mrs.<br />
Pigott from <strong>the</strong> Cadogan Hotel, for d<strong>in</strong>ner at Pr<strong>in</strong>ce’s,<br />
before see<strong>in</strong>g “Mrs. Manhatten” at <strong>the</strong> Pr<strong>in</strong>ce-of-Wales<br />
Theatre, after which Lady X took Mrs. Pigott home,<br />
allow<strong>in</strong>g her son to dash off to <strong>the</strong> Shaftesbury Theatre.<br />
It is still April 1916 when we f<strong>in</strong>d X tak<strong>in</strong>g five<br />
Grenadier Officers by tra<strong>in</strong> to Brighton. They lunched<br />
at <strong>the</strong> Metropole, where <strong>the</strong>y were met by <strong>the</strong> Itala, and<br />
it <strong>the</strong>n took <strong>the</strong>m out to Shoreham aerodrome, where
Major Read showed <strong>the</strong>m round. Tea was taken at <strong>the</strong><br />
aerodrome and <strong>the</strong>y returned to London on <strong>the</strong> 5.45 tra<strong>in</strong>.<br />
(Could this have been a move to persuade Grenadier<br />
Guards’ Officers to volunteer for <strong>the</strong> RFC?) It made X<br />
“very tired”.<br />
X ma<strong>in</strong>ta<strong>in</strong>ed his connection with <strong>the</strong> Mercedes<br />
Company, draw<strong>in</strong>g £20 from <strong>the</strong>m on one occasion and<br />
pay<strong>in</strong>g a £2 fee to Chamberla<strong>in</strong> (who figured <strong>in</strong> <strong>the</strong> postwar<br />
Brooklands scene, I th<strong>in</strong>k), when <strong>the</strong> Adler was<br />
be<strong>in</strong>g seen about, and a Rolls-Royce looked at. The mid-<br />
April Saturday saw X as best-man at Jack Mansfield’s<br />
wedd<strong>in</strong>g, after he had lunched with <strong>the</strong> bridegroom and<br />
his fa<strong>the</strong>r, who was a Major <strong>in</strong> <strong>the</strong> RFC. The WO was<br />
used as a meet<strong>in</strong>g place that afternoon and a party later<br />
saw “Joyland”, X <strong>the</strong>n go<strong>in</strong>g on to Ronnie Wilson’s dance<br />
at <strong>the</strong> Grafton Galleries — “It was a great show. Met lots<br />
of old pals <strong>the</strong>re. Got back about 3.30”.<br />
The bad wea<strong>the</strong>r <strong>in</strong> <strong>the</strong> spr<strong>in</strong>g of 1916 made X feel ill<br />
but he contrived to motor <strong>in</strong> <strong>the</strong> Itala to Newmarket, to stay<br />
at his fiancee’s house, where her fa<strong>the</strong>r had a Studebaker,<br />
which X and she used for local runs. The Adler was now<br />
hav<strong>in</strong>g alterations made to its radiator and <strong>the</strong> Itala began<br />
to give “several small troubles”, so that <strong>the</strong> run back to<br />
London took from 11 a.m. to about 4 p.m. (This might not<br />
seem too bad, over <strong>the</strong> roads of 1916 <strong>in</strong> war-time, but it<br />
did not satisfy X, although I expect it <strong>in</strong>cluded time-out for<br />
lunch on <strong>the</strong> way.) He had been accompanied by “Olga<br />
and Gerald”, and after tea <strong>in</strong> London Gerald went off to<br />
Oxford to jo<strong>in</strong> <strong>the</strong> RFC and X got <strong>the</strong> Mercedes out and set<br />
off with Olga for Crawley, gett<strong>in</strong>g <strong>the</strong>re at about 7.30 p.m.<br />
although <strong>the</strong> “car was runn<strong>in</strong>g badly”. They put up at <strong>the</strong><br />
George Hotel “which was beautifully comfortable”, and<br />
“messed about all <strong>the</strong> even<strong>in</strong>g and Olga played <strong>the</strong> piano”.<br />
The Mercedes survived to run <strong>the</strong>m on to Brighton on <strong>the</strong><br />
Sunday for lunch at <strong>the</strong> Metropole with Pat Pigott and his<br />
wife (probably <strong>the</strong> former had been posted to Shoreham)<br />
and back to London, call<strong>in</strong>g at Crawley on <strong>the</strong> way for<br />
<strong>the</strong>ir luggage.<br />
Although X had a “very dud cold” and was “still<br />
feel<strong>in</strong>g very ill”, this did not prevent him from driv<strong>in</strong>g<br />
to Newmarket aga<strong>in</strong> <strong>in</strong> <strong>the</strong> Itala, after a Corporal had<br />
brought it round. They “had a glorious run <strong>the</strong>re, lunch<strong>in</strong>g<br />
at <strong>the</strong> Rutland Arms Hotel”. They looked at horses, had<br />
tea with X’s fiancee’s parents, and left at 7 p.m. but d<strong>in</strong>ed<br />
at Saffron Walden, where <strong>the</strong>y left <strong>the</strong> car and came on<br />
by tra<strong>in</strong>. (Was <strong>the</strong> Itala giv<strong>in</strong>g more trouble?) The <strong>the</strong>atre<br />
wasn’t neglected but “The Show Shop” at <strong>the</strong> Globe is<br />
described by X as “<strong>the</strong> rottenest show I have seen”. Work<br />
<strong>in</strong>volved him <strong>in</strong> go<strong>in</strong>g down to Weybridge on duty, with<br />
Gordon Watney, Pat Pigott and his wife ‘after lunch, of<br />
course, at <strong>the</strong> Berkeley Grill-Room), <strong>in</strong> <strong>the</strong> Berliet, hav<strong>in</strong>g<br />
tea <strong>in</strong> Weybridge, and <strong>the</strong>n return<strong>in</strong>g to <strong>the</strong> WO to see<br />
Col. Warner, to whom X was report<strong>in</strong>g about his WO job<br />
and promotion.<br />
At about this time he sold <strong>the</strong> Adler to Lt. Frenchville,<br />
RN, for £125, lunch<strong>in</strong>g with Frenchville at Pr<strong>in</strong>ce’s and<br />
afterwards see<strong>in</strong>g about bodies for <strong>the</strong> car, and also go<strong>in</strong>g<br />
to <strong>the</strong> RFC garage to see that <strong>the</strong> Itaia’s axle had been taken<br />
down. There was a Saturday when X changed for d<strong>in</strong>ner<br />
after see<strong>in</strong>g a mat<strong>in</strong>ee performance of “The B<strong>in</strong>g Boys Arc<br />
Here”, d<strong>in</strong>ed at Pr<strong>in</strong>ce’s, went to a supper-dance at <strong>the</strong><br />
Savoy, <strong>the</strong>n “changed back <strong>in</strong>to ord<strong>in</strong>ary clo<strong>the</strong>s and left<br />
for Oxford at 4.30 to 5.30, <strong>in</strong> <strong>the</strong> Berliet. Had a topp<strong>in</strong>g<br />
run and got <strong>the</strong>re at 7.30 a.m.” Yet after breakfast, Mass,<br />
and lunch. X drove back to London <strong>the</strong> same day — “Had<br />
lovely run. Glorious day, had tea at flat”.<br />
On May 1st X went aga<strong>in</strong> before <strong>the</strong> medicos and<br />
was still passed unfit, although he would be fly<strong>in</strong>g<br />
aga<strong>in</strong> before <strong>the</strong> month was out. Meanwhile, I <strong>in</strong>tend to<br />
spare you some of <strong>the</strong> repetitive social whirl <strong>in</strong> which he<br />
existed. One Wednesday he had gone to Newmarket by<br />
<strong>the</strong> 12 o’clock tra<strong>in</strong>, hav<strong>in</strong>g <strong>the</strong> Berliet brought up for <strong>the</strong><br />
return journey. They started this after d<strong>in</strong>ner but “had<br />
poisonous run, and lost our way twice, and eventually<br />
broke down <strong>in</strong> Ware and had to leave <strong>the</strong> Berliet, and<br />
hired a car and got back at 4.30 <strong>in</strong> <strong>the</strong> morn<strong>in</strong>g.” Later<br />
<strong>the</strong>re was a trip <strong>in</strong> <strong>the</strong> Itala to Hounslow to persuade<br />
Major Bradley to lend X a BE2c so that he could fly to<br />
Newmarket at <strong>the</strong> week-end! Capt. Anstey was seen and<br />
that even<strong>in</strong>g X’s doctor, Dr. Swann, was d<strong>in</strong>ed at X’s<br />
home, with his mo<strong>the</strong>r — “Very nice little even<strong>in</strong>g, and<br />
th<strong>in</strong>k Dr. Swann enjoyed himself.” Most of one day was<br />
spent <strong>in</strong> <strong>the</strong> garage gett<strong>in</strong>g <strong>the</strong> Adler fixed up but X also<br />
“saw O’Mally (<strong>in</strong> Col. Holt’s office) about <strong>the</strong> BE2c”.<br />
(To be cont<strong>in</strong>ued)<br />
V-E-V Odds & Ends.—Accord<strong>in</strong>g to Lanciana, journal<br />
of <strong>the</strong> American Lancia Club, Vobril, a Czechoslovakian<br />
who left his native country <strong>in</strong> a 1923 Fiat some ten<br />
<strong>year</strong>s ago to settle <strong>in</strong> California and make a liv<strong>in</strong>g out<br />
of his skills <strong>in</strong> woodwork<strong>in</strong>g, has rebuilt <strong>the</strong> Vanderbilt<br />
Lancia Kappa, literally from baskets full of dismantled<br />
parts. Owen Wyn-Owen has acquired an early twocyl<strong>in</strong>der<br />
eng<strong>in</strong>e with automatic <strong>in</strong>let valves, that had<br />
been <strong>in</strong> a boat for many <strong>year</strong>s, and wonders if anyone<br />
can identify it? — sec accompany<strong>in</strong>g photograph. Our<br />
apologies to Miss Leslie Sayers who helped to repa<strong>in</strong>t<br />
<strong>the</strong> BL Heritage Daimler featured <strong>in</strong> <strong>the</strong> November<br />
MOTOR SPORT but whose name, and sex, were<br />
<strong>in</strong>correctly quoted <strong>in</strong> <strong>the</strong> story. Foden’s are aga<strong>in</strong> to<br />
sponsor <strong>the</strong> HCVC’s Commercial Vehicle Brighton Run<br />
this <strong>year</strong>. Entries apparently close on <strong>January</strong> 5th and<br />
a three-day rally is planned to co<strong>in</strong>cide with <strong>the</strong> f<strong>in</strong>ish<br />
of <strong>the</strong> Run <strong>in</strong> Brighton. The Railton OC is cont<strong>in</strong>u<strong>in</strong>g its<br />
campaign aga<strong>in</strong>st ridiculous prices be<strong>in</strong>g asked for this<br />
make of car; its current Bullet<strong>in</strong> conta<strong>in</strong>s a picture of a<br />
Carbodies Railton tourer owned by a Swiss enthusiast.<br />
From Flutenews, issued monthly by <strong>the</strong> Vauxhall OC, we<br />
learn that a 1929 Vauxhall R20/60 tourer has come to this<br />
country <strong>in</strong> roadworthy order, after hav<strong>in</strong>g spent most of<br />
its life <strong>in</strong> Ceylon.<br />
A reader has sent us an <strong>in</strong>terest<strong>in</strong>g <strong>in</strong>voice relat<strong>in</strong>g<br />
to a 15 h.p. Napier, No. 484, ordered <strong>in</strong> 1904 by a Miss<br />
Talbot of Margam Park, Port Talbot, from S. F. Edge Ltd.<br />
This “Napier Motor Carriage complete with <strong>four</strong>-cyl<strong>in</strong>der<br />
eng<strong>in</strong>e, electrical ignition apparatus, accumulators, petrol<br />
tank, Napier Hydraulic Air Regulator, Inducted draught<br />
system of water cool<strong>in</strong>g, <strong>four</strong> speeds and reverse, brakes,<br />
sprag, etc.”, and with a wood-and-alum<strong>in</strong>ium Roi-de-<br />
Belge body, cost her £900, “<strong>the</strong> whole to be f<strong>in</strong>ished <strong>in</strong><br />
<strong>the</strong> best possible manner, pa<strong>in</strong>ted <strong>in</strong> standard Napier<br />
green, black mould<strong>in</strong>gs and f<strong>in</strong>e white l<strong>in</strong>es, upholstered<br />
<strong>in</strong> scarlet lea<strong>the</strong>r, and complete with five lamps”. S. F.<br />
Edge offered to license <strong>the</strong> car with <strong>the</strong> London County<br />
Council. Incidentally, speed-trials were held at Margam<br />
Park after <strong>the</strong> war, I believe. — W.B.
MASERATI 250F<br />
IN THE November MOTOR SPORT <strong>the</strong>re was an<br />
advertisement which read as follows:— “250F Maserati.<br />
Built up from orig<strong>in</strong>al parts us<strong>in</strong>g eng<strong>in</strong>e number 2522<br />
and a new chassis frame. Car is <strong>in</strong> perfect condition and<br />
duty free <strong>in</strong> UK £57,000.”<br />
This naturally aroused <strong>in</strong>terest as Maserati 2522<br />
was built by <strong>the</strong> factory <strong>in</strong> Modena <strong>in</strong> March 1956 and<br />
was one of <strong>the</strong> works team cars. Stirl<strong>in</strong>g Moss won <strong>the</strong><br />
Richmond Trophy at Goodwood <strong>in</strong> it. and <strong>the</strong>n won<br />
<strong>the</strong> 1956 Monaco GP with it. In <strong>the</strong> Belgian GP it was<br />
driven by Moss and Perdisa and f<strong>in</strong>ished 3rd. In 1957 it<br />
was sold to <strong>the</strong> Scuderia Centro-Sud run by Signor Dei<br />
and Harry Schell f<strong>in</strong>ished 2nd <strong>in</strong> <strong>the</strong> Pau GP with it. In<br />
1960 G<strong>in</strong>o Munaron drove it <strong>in</strong> <strong>the</strong> Buenos Aires City<br />
GP and f<strong>in</strong>ished 3rd and after that it disappeared amidst<br />
<strong>the</strong> vast collection of old Maserati cars and parts that<br />
ga<strong>the</strong>red dust <strong>in</strong> <strong>the</strong> Centro-Sud workshops <strong>in</strong> Modena.<br />
Eventually Cameron Millar acquired most of this stuff<br />
and when he sorted it all out he re-assembled 2522 as best<br />
he could from what he had. It was rebuilt and sold and<br />
now resides <strong>in</strong> Holland, so <strong>the</strong> car <strong>in</strong> <strong>the</strong> advertisement<br />
could hardly be called 2522.<br />
It later transpired that <strong>the</strong> writer of <strong>the</strong><br />
advertisement had put <strong>the</strong> wrong eng<strong>in</strong>e number, and<br />
what he meant was 2520, but this would not have helped<br />
much for Maserati 2520 still exists and is owned by David<br />
Llewellyn, though it no longer has eng<strong>in</strong>e number 2520<br />
<strong>in</strong> it. The car that is advertised is one that Cameron Millar<br />
built up<br />
from spare parts, us<strong>in</strong>g as a basis a chassis and body<br />
he had made <strong>in</strong> England. Eng<strong>in</strong>e, gearbox, suspensions,<br />
brakes etc. are all genu<strong>in</strong>e Maserati 250F components<br />
and <strong>the</strong> cyl<strong>in</strong>der head is stamped 2520, but that is all. It<br />
was sold to America on <strong>the</strong> understand<strong>in</strong>g that it had<br />
no identity <strong>in</strong> <strong>the</strong> history of <strong>the</strong> 250F Maserati model,<br />
and <strong>in</strong>deed it does not and never will. The nearest it can<br />
be is a replica of a 1956 Maserati 250F and if it needs an<br />
identity it should be stamped CM REP 1, <strong>in</strong>dicat<strong>in</strong>g that<br />
it is a Cameron Millar Replica Number 1.<br />
This suggests that more replica 250F Maseratis are<br />
be<strong>in</strong>g built, and <strong>in</strong>deed this is true, for at least<br />
three more are known to be well under way. Millar<br />
is build<strong>in</strong>g a replica of a “Piccolo” 250F, <strong>the</strong> last model<br />
to be made, and to avoid any confusion <strong>in</strong> <strong>the</strong> future <strong>the</strong><br />
chassis carries <strong>the</strong> number CM REP 2. Lots of bits and<br />
pieces for Maseratis are be<strong>in</strong>g made, to replace worn<br />
and broken parts, such as eng<strong>in</strong>e <strong>in</strong>ternals, brake parts,<br />
drive-shafts, gears and so on, which is all legitimate to<br />
keep <strong>the</strong> exist<strong>in</strong>g cars <strong>in</strong> action, but if <strong>the</strong>se spares are<br />
go<strong>in</strong>g to form <strong>the</strong> nucleus for “new” cars <strong>the</strong>n it makes a<br />
mockery of Maserati history, denigrates <strong>the</strong> <strong>in</strong>terest and<br />
enthusiasm for old Grand Prix cars and borders on <strong>the</strong><br />
fraudulent. — D.S.J.<br />
BOOKS FOR THE<br />
NEW YEAR<br />
“BMW — A History” by Halwart Schrader. Translated<br />
by Ron Wakefield. 392 pp. 11” X 9.75”. (Osprey Publish<strong>in</strong>g<br />
Ltd., 12-14 Long Acre, London WC2E 9LP. £24.95.)<br />
This is a complete BMW history, from <strong>the</strong> orig<strong>in</strong>s of<br />
<strong>the</strong> famous Bavarian Company and its entry <strong>in</strong>to <strong>the</strong><br />
car market follow<strong>in</strong>g aero-eng<strong>in</strong>e construction, with<br />
copies of <strong>the</strong> British Aust<strong>in</strong> Seven, to <strong>the</strong> present-day<br />
models, right up to <strong>the</strong> BMW 635 CSi and M1. The story<br />
is supported by much illustrative material; <strong>in</strong>deed, this<br />
large-format book conta<strong>in</strong>s over 1,000 illus¬trations,<br />
<strong>in</strong>clud<strong>in</strong>g 49 full-colour pictures.<br />
BMW has risen from <strong>the</strong> days of <strong>the</strong> little Dixies to<br />
be one of <strong>the</strong> World’s greatest makes, so it is fitt<strong>in</strong>g that a<br />
full-length history of <strong>the</strong> Company should be published.<br />
This one comes from <strong>the</strong> Automobile Quarterly Library,<br />
with an Introduction by L. Scott-Bailey of that publish<strong>in</strong>g<br />
house, <strong>in</strong> which he refers to <strong>the</strong> Deutsches Museum <strong>in</strong><br />
Munich which holds 570.000 volumes, 15,000 manuscripts<br />
and over 2,000 technical publications <strong>in</strong> its library, and to<br />
<strong>the</strong> Automobil Basar library of automobile literature <strong>in</strong><br />
<strong>the</strong> same city, from which sources much help has been<br />
obta<strong>in</strong>ed. This contact with German automotive records<br />
led to Automobile Quarterly publish<strong>in</strong>g motor<strong>in</strong>g books<br />
by German authors and this BMW history is one of<br />
<strong>the</strong>m, translated <strong>in</strong>to English by Ron Wakefield and copublished<br />
here by Osprey.<br />
The book <strong>in</strong>cludes every facet of BMW, from <strong>the</strong><br />
start <strong>in</strong> Bavaria with aeroplane eng<strong>in</strong>es <strong>in</strong> 1916 to <strong>the</strong> full<br />
motor-car story, embrac<strong>in</strong>g BMW’s highly-successful<br />
competition activities, and <strong>in</strong>clud<strong>in</strong>g <strong>the</strong> BMW<br />
motorcycles, <strong>the</strong> Wartburg story of 1899-1903, <strong>the</strong> Dixi<br />
era spann<strong>in</strong>g <strong>the</strong> period 1903-1928, and <strong>the</strong> start of <strong>the</strong><br />
BMW cars proper <strong>in</strong> 1928. In addition, derivatives of <strong>the</strong><br />
make are dealt with, such as Bristol, Frazer Nash-BMW,<br />
EMW, Glas, and even some home-constructed cars us<strong>in</strong>g<br />
BMW components, which br<strong>in</strong>g <strong>in</strong> a lew fasc<strong>in</strong>at<strong>in</strong>g<br />
cyclecars. Nor is this all, because <strong>the</strong>re is a section<br />
cover<strong>in</strong>g Dixi and BMW commercial vehicles, <strong>in</strong>clud<strong>in</strong>g<br />
<strong>the</strong> three-wheeler transports. And, of course, <strong>the</strong> Isetta<br />
bubble-cars are <strong>in</strong>cluded <strong>in</strong> <strong>the</strong> appropriate place.<br />
In sett<strong>in</strong>g <strong>the</strong> early scene <strong>the</strong>re are some pages<br />
devoted to “Europe <strong>in</strong> <strong>the</strong> Twenties”, from which we<br />
learn that <strong>the</strong>re were 25 different makes of German<br />
passenger-cars on <strong>the</strong> market <strong>in</strong> 1928, <strong>in</strong>clud<strong>in</strong>g Ford,<br />
compris<strong>in</strong>g a total of 80 different models, and that <strong>in</strong> that<br />
<strong>year</strong> <strong>the</strong> German Reich manufactured 117,117 passenger<br />
vehicles, of which about 15,000 had custom bodywork,<br />
and 22.900 trucks. The least-expensive car when Dixi<br />
was enter<strong>in</strong>g <strong>the</strong> private-car market was <strong>the</strong> Hanomag<br />
Kommissbrot, known unk<strong>in</strong>dly as Army Bread”. A<br />
ra<strong>the</strong>r <strong>in</strong>congruous full-page<br />
picture has crept <strong>in</strong>to <strong>the</strong> English edition of this<br />
BMW history, show<strong>in</strong>g some spectators’ cars l<strong>in</strong>ed up<br />
aga<strong>in</strong>st <strong>the</strong> rails at a horse-race meet<strong>in</strong>g <strong>in</strong> this country <strong>in</strong><br />
1928. Almost ail of <strong>the</strong>m are open tourers and almost all<br />
of <strong>the</strong>m have <strong>the</strong> lop-panels of <strong>the</strong>ir w<strong>in</strong>dscreens open, to<br />
afford a better view. The makes recognisable are P-12/15.
Fiat with two-panes to <strong>the</strong> top panel of its w<strong>in</strong>dscreen),<br />
Lea-Francis. S<strong>in</strong>ger 14/40. MG, Aust<strong>in</strong> Twelve, and <strong>in</strong><br />
<strong>the</strong> back rows, an Armstrong Siddeley saloon, a pre-war<br />
Rover Twelve, a bull-nose Morris, a Calcott and what<br />
looks like ano<strong>the</strong>r Fiat — unless anyone can do better!<br />
Revert<strong>in</strong>g to BMW, which is what <strong>the</strong> book<br />
is all about, this is a truly detailed history of <strong>the</strong><br />
Company, although some of <strong>the</strong> cars are dealt with <strong>in</strong><br />
a ra<strong>the</strong>r “catalogue” format, but with pleas<strong>in</strong>gly large<br />
illustrations and diagrams. Some rare photographs are<br />
<strong>in</strong>cluded, one rem<strong>in</strong>d<strong>in</strong>g us that when General Charles<br />
de Gaulle made his dramatic return to France <strong>in</strong> 1945<br />
he did so <strong>in</strong> a BMW 332 prototype saloon, and <strong>the</strong>re is<br />
a splendid picture of Sammy Davis <strong>in</strong> <strong>the</strong> Paddock at<br />
Brooklands <strong>in</strong> <strong>the</strong> doorless, lightweight Frazer Nash-<br />
BMW 328 with which he covered over 100 miles <strong>in</strong> <strong>the</strong><br />
hour on <strong>the</strong> Track, For this reviewer <strong>the</strong> book is redolent<br />
of happy times <strong>in</strong> BMW cars, with rem<strong>in</strong>ders of <strong>the</strong> Type<br />
45 and Type 55 Frazer Nash-BMWs he drove before <strong>the</strong><br />
war. one of <strong>the</strong> latter <strong>in</strong> a memorable BOG Night Trial,<br />
and of <strong>the</strong> BMWs used after <strong>the</strong> war, from try<strong>in</strong>g <strong>the</strong> new<br />
1.5-litre round <strong>the</strong> Nurburgr<strong>in</strong>g and realis<strong>in</strong>g that BMW<br />
had someth<strong>in</strong>g ra<strong>the</strong>r special, to <strong>the</strong> BMW 2500 and 520i<br />
used as Editorial cars <strong>in</strong> later times.<br />
The Appendices <strong>in</strong> this big book cover all models<br />
from <strong>the</strong> Wartburg 3.4 of 1899 to <strong>the</strong> present BMWs, with<br />
eng<strong>in</strong>e sizes and power outputs, <strong>the</strong>y give <strong>the</strong> structure<br />
of <strong>the</strong> Directorate of <strong>the</strong> Baverische Motoren Werke AG<br />
from 1928 onwards, and <strong>the</strong>re is even a picture-page<br />
of BMW-powered boats, and colour reproductions of<br />
<strong>the</strong> different marque badges, etc. Essential study for all<br />
BMW converts! — W.B.<br />
“Ferrari” by Hans Tanner with Doug Nye. 542 pp. 11” x<br />
8”. (Haynes Publish<strong>in</strong>g Group, Sparkford, Yeovil, Somerset,<br />
BA22 7JJ. £24.)<br />
This book is already well known as <strong>the</strong> standard reference<br />
work to <strong>the</strong> complex story of <strong>the</strong> great make of Ferrari, by<br />
<strong>the</strong> late Hans Tanner. The book first appeared <strong>in</strong> 1959 and<br />
went <strong>in</strong>to three more editions. It has now been updated<br />
by Doug Nye <strong>in</strong>to this fifth edition, which unfolds <strong>the</strong> full<br />
Ferrari history <strong>in</strong> thirteen chapters and 17 Appendices.<br />
The clear text on glossy art-paper is embellished by a<br />
wealth of pictures, both colour and black-and-white, and<br />
<strong>the</strong>re are also numerous diagrams, plans and cut-away<br />
draw<strong>in</strong>gs of rac<strong>in</strong>g Ferraris, etc. The account runs from<br />
Enzo Ferrari’s first contact with cars and his rac<strong>in</strong>g with<br />
Alfa Romeos, to <strong>the</strong> Commendatore’s 1979 activities. The<br />
rac<strong>in</strong>g career of <strong>the</strong> make is <strong>in</strong>cluded and <strong>the</strong> content of<br />
this book can be judged by its chapter titles: “Enzo Ferrari’s<br />
early history”, “Scuderia Ferrari”, “1,500 c.c. supercharged<br />
Ferraris”, “Unsupercharged Fl Ferraris”, “F2 Ferraris”,<br />
“2.5-litre Fl Ferraris”, “V6 D<strong>in</strong>o F1 and F2 cars”, “Reareng<strong>in</strong>ed<br />
GP types”, “The Championship Contest, 1964-<br />
1978”, “Experimental and Special Ferraris”, “The Sports<br />
Cars”, “The Road Cars”, and “Colombo and Lampredi<br />
V12 Ferrari eng<strong>in</strong>es”. The Appendices are too many to<br />
list here, but conta<strong>in</strong> masses of specifications, race-results<br />
with causes of retirements, performance figures for various<br />
of <strong>the</strong> road-cars, not to mention valve tim<strong>in</strong>gs! The 1974<br />
Introduction by Tanner and a 1977 Introduction by Nye<br />
expla<strong>in</strong> <strong>the</strong> purpose beh<strong>in</strong>d this complex book, which is a<br />
sort of standard <strong>in</strong>troduction to <strong>the</strong> marque Ferrari and to<br />
<strong>the</strong> many one-model and o<strong>the</strong>r specialised Ferrari books<br />
already published. — W.B.<br />
“The Coachwork of Erdmann & Rossi, Berl<strong>in</strong>”<br />
by Rupert Stuhlemmer. 244 pp. 10” x 7.25”.<br />
(Dalton Watson Ltd., 78, Wardour Street, London, W1V<br />
4AN. £14.50.)<br />
In this latest picture-book <strong>in</strong> <strong>the</strong> Dalton Watson format<br />
<strong>the</strong> coachwork of <strong>the</strong> German company is depicted<br />
on many different makes of chassis. These run from<br />
Maybach to Horch, from Rolls-Royce and Bentley to<br />
Mercedes and Mercedes-Benz, and <strong>the</strong>re are, <strong>in</strong> addition,<br />
pictures of this bodywork on a variety of o<strong>the</strong>r chassis —<br />
Adler, Cadillac, M<strong>in</strong>erva, DKW, Bugatti, BMW. and on<br />
o<strong>the</strong>r chassis, many of <strong>the</strong>m American. Military vehicles<br />
and commercial vehicles for which Erdmann & Rossi<br />
were responsible f<strong>in</strong>d a place <strong>in</strong> this book and <strong>the</strong>re is<br />
a Register of <strong>the</strong>ir bodywork cover<strong>in</strong>g fifteen pages.<br />
Short “biographies” of <strong>the</strong> different makes so bodied<br />
are <strong>in</strong>cluded. The Berl<strong>in</strong> works of <strong>the</strong> Company were<br />
damaged by aerial bombardment <strong>in</strong> 1943 and destroyed<br />
by this means <strong>in</strong> <strong>the</strong> summer of 1944, <strong>in</strong>cidentally.<br />
Although a specialised publication, this book will<br />
be essential read<strong>in</strong>g for students of <strong>the</strong> old coachbuild<strong>in</strong>g<br />
methods, expla<strong>in</strong><strong>in</strong>g as it does, and so admirably<br />
illustrat<strong>in</strong>g, <strong>the</strong> aims (which <strong>in</strong>cluded streaml<strong>in</strong>ed<br />
bodies) and achievements of this German bodybuilder,<br />
who can still be found today at <strong>the</strong> office premises<br />
at Karlsruherstr. It is <strong>in</strong>terest<strong>in</strong>g that <strong>the</strong> great rac<strong>in</strong>g<br />
drivers, Caracciola and Rosemeyer. ordered cars from<br />
Erdmann & Rossi and that before an Avus race <strong>the</strong> Alfa<br />
Romeos and Bugattis due to compete were garaged at<br />
<strong>the</strong>ir office premises. Those who can read both English<br />
and German should know that this book is “bi-l<strong>in</strong>gual”,<br />
so that <strong>the</strong>y are really gett<strong>in</strong>g only half <strong>the</strong> text — but a<br />
great many f<strong>in</strong>e photographs. — W.B.<br />
“The Illustrated Encyclopedia of Automobiles”<br />
by David Burgess Wise. 352 pp. 12” x 8.5”.<br />
(The Hamlyn Group, Astronaut House, Feltham,<br />
Middlesex. TW14 9AR. £7.95.)<br />
In 1968 G. N. Georgano, who is now <strong>in</strong> charge of <strong>the</strong><br />
National Motor Museum Photographic archives, had<br />
<strong>the</strong> brilliant idea of compil<strong>in</strong>g a complete encyclopedia<br />
of motor-cars, from 1885 onwards. It duly came out, a<br />
stupendous tome, bulg<strong>in</strong>g with <strong>in</strong>formation, <strong>in</strong> <strong>the</strong><br />
form of potted biographies of <strong>the</strong> World’s automobiles,<br />
copiously illustrated. This publish<strong>in</strong>g triumph of <strong>the</strong><br />
Ebury Press was re-issued <strong>in</strong> <strong>the</strong> three follow<strong>in</strong>g <strong>year</strong>s<br />
and a f<strong>in</strong>al, revised edition came out <strong>in</strong> 1973. This would<br />
seem to be an adequate reference work of its k<strong>in</strong>d, apart<br />
from be<strong>in</strong>g now out-dated by six <strong>year</strong>s, and no o<strong>the</strong>r<br />
would really seem to be called-for.<br />
However, historian Burgess Wise has copied<br />
<strong>the</strong> idea and has come up with ano<strong>the</strong>r such work. It<br />
<strong>in</strong>cludes makes not listed <strong>in</strong> <strong>the</strong> Georgano volumes; but<br />
<strong>in</strong> general <strong>the</strong> <strong>in</strong>formation touted is less complete. The<br />
copious illustrations are <strong>in</strong>terest<strong>in</strong>g; as <strong>in</strong> <strong>the</strong> Georgano<br />
work <strong>the</strong>y are a mixture of contemporary and modern<br />
pictures of <strong>the</strong> older cars.
The Wise Encyclopedia follows that of <strong>the</strong><br />
Georgano work <strong>in</strong> hav<strong>in</strong>g colour plates to lead <strong>in</strong>to its A<br />
to Z entries, and it also starts off with articles about Pre-<br />
History, Radiators, Badges and Mascots, Wheels, Body<br />
Styles, Art and <strong>the</strong> Automobile, and so on, toge<strong>the</strong>r with<br />
potted histories of different automotive periods, and<br />
<strong>in</strong>formation on how mass-production evolved and how<br />
cars are made, right up to a piece about alternative fuels.<br />
It seems that <strong>the</strong> publishers were determ<strong>in</strong>ed not to leave<br />
out anyth<strong>in</strong>g <strong>the</strong>y could possibly <strong>in</strong>clude!<br />
Of <strong>the</strong> two Encyclopedias I prefer <strong>the</strong> previouslypublished<br />
one. But <strong>the</strong> fact rema<strong>in</strong>s that Hamlyn’s have<br />
produced a book with more than 4,000 entries, cover<strong>in</strong>g<br />
autos from 1862 to <strong>the</strong> present day, at a highly competitive<br />
price. Whereas <strong>the</strong> Wise glimpse of all <strong>the</strong> World’s<br />
motors can be bought <strong>in</strong> <strong>the</strong>se <strong>in</strong>flationary times for a<br />
mere £7.95, <strong>the</strong> Ebury Press work cost £9.50 seven <strong>year</strong>s<br />
ago. The big Wise work runs from AAA to Zwickau, has<br />
brief biographies of celebrities <strong>in</strong> <strong>the</strong> motor<strong>in</strong>g world,<br />
from <strong>the</strong> Appersons to Alexander W<strong>in</strong>ton, and a makes<br />
cross-reference — for example, for Bambi see Chile-built<br />
Fuldamobil. There is also a Glossary of technical terms.<br />
The book has n<strong>in</strong>e contributors apart from Burgess Wise.<br />
The publishers deserve to succeed! The end-papers are<br />
ra<strong>the</strong>r fun. They show a Kaiser-War London street-scene,<br />
with plenty of taxis on a rank and a big notice on an<br />
adjacent build<strong>in</strong>g which reads “DON’T USE A MOTOR<br />
CAR FOR PLEASURE”. The pr<strong>in</strong>t<strong>in</strong>g was done <strong>in</strong> Hong-<br />
Kong. — W.B.<br />
“Automobilia — A . Guided Tour For Collectors”<br />
by Michael Worth<strong>in</strong>gton-Williams. 192 pp. 10” x 7”.<br />
(B. T. Batsford Ltd., 4, Fitzhard<strong>in</strong>ge Street, London. W1H<br />
0AH. £12.50.)<br />
It is <strong>in</strong>terest<strong>in</strong>g to note that this book is published<br />
jo<strong>in</strong>tly by Batsford, pioneers of motor-book publish<strong>in</strong>g,<br />
and <strong>the</strong> RAC. So, like <strong>the</strong> AA, <strong>the</strong> RAC has entered <strong>the</strong><br />
book-trade!<br />
The purpose beh<strong>in</strong>d this book is to enhance<br />
<strong>the</strong> value of every possible facet of what <strong>the</strong> author<br />
calls “automobilia”, <strong>in</strong> <strong>the</strong> eyes of collectors. This is<br />
understandable, whe<strong>the</strong>r or not undesirable, because<br />
Worth<strong>in</strong>gton-Williams is Head of So<strong>the</strong>by’s Veteran,<br />
V<strong>in</strong>tage and Special Interest Motor Car Auction<br />
Department. Hav<strong>in</strong>g said that, I must add that his<br />
book is comprehensive to a degree, accurate, and very<br />
fasc<strong>in</strong>at<strong>in</strong>g. It covers just about everyth<strong>in</strong>g, every nicknack,<br />
associated with motor<strong>in</strong>g, apart from <strong>the</strong> cars.<br />
And it conta<strong>in</strong>s some very rare illustrations, <strong>the</strong> pictures<br />
as comprehensive as <strong>the</strong> author’s text. After you have<br />
digested <strong>the</strong> possibilities of buy<strong>in</strong>g, or sell<strong>in</strong>g, your old<br />
motor<strong>in</strong>g posters, promotional material, brochures and<br />
sales-catalogues, you can contemplate do<strong>in</strong>g likewise<br />
with desired or unwanted perennials, monthlies and<br />
weeklies about motor<strong>in</strong>g and motorcycl<strong>in</strong>g. Should<br />
that not appeal, or be possible, <strong>the</strong> next <strong>in</strong>stalments of<br />
this book tells you about enamel signs, model and toy<br />
vehicles, cigarette-cards, postcards and trade-cards,<br />
accessories, tools, conta<strong>in</strong>ers, garage equipment, radiator<br />
badges, club badges, radiator mascots, early photographs<br />
of motor<strong>in</strong>g and motors, branded trade gifts, cups,<br />
trophies, items associated with motor<strong>in</strong>g sport, early<br />
road signs, household items, and general motor<strong>in</strong>g<br />
ephemera — scarcely a th<strong>in</strong>g omitted! Indeed, this book<br />
is noth<strong>in</strong>g if not thorough — its Appendices <strong>in</strong>clude a<br />
very detailed list of some motor<strong>in</strong>g cigarette cards and<br />
trade cards, with <strong>the</strong>ir subjects and dates of issue — gone<br />
are <strong>the</strong> happy days when <strong>the</strong>se were given away free, to<br />
delight small boys and o<strong>the</strong>rs — and a list of museums,<br />
societies, clubs, and publications devoted to motor<strong>in</strong>g.<br />
I confess that I f<strong>in</strong>d <strong>the</strong> execution most attractive.<br />
The author has <strong>in</strong>cluded some <strong>in</strong>terest<strong>in</strong>g illustrations,<br />
such as <strong>the</strong> Rowland Hilder’s advertisements for<br />
Dunlop, depict<strong>in</strong>g typically British motor<strong>in</strong>g scenes<br />
of <strong>the</strong> 1930s, <strong>in</strong>clud<strong>in</strong>g <strong>the</strong> moonlight bath<strong>in</strong>g party<br />
with a swim-suited girl stand<strong>in</strong>g beside <strong>the</strong> Dunlopshod<br />
two-seater of her man-friend, and <strong>the</strong> poster<br />
advertis<strong>in</strong>g <strong>the</strong> £100 Ford Eight saloon. There is also a<br />
Ford advertisement <strong>in</strong>dicat<strong>in</strong>g that Clive Upton, who<br />
pa<strong>in</strong>ted it, expected Brooklands rac<strong>in</strong>g to be resumed,<br />
after <strong>the</strong> war! Children’s motor<strong>in</strong>g books arc illustrated<br />
<strong>in</strong> colour - I remember well <strong>the</strong> pleasure I got from “The<br />
Wonder Book of Motors” — and among <strong>the</strong> toy cars<br />
illustrated are some pedal cars and <strong>the</strong> recent electricpowered<br />
Meynell and Phillips blower-4.5 Bentley<br />
children’s car. I was <strong>in</strong>terested to note that those<br />
one-time Jep t<strong>in</strong>-plates car models are illustrated, but ah<br />
hough I recall <strong>the</strong> Citroen, Renault and Delage versions<br />
and was aware that <strong>the</strong>re was also a Panhard-<br />
Levassor edition, all on a common base, I did not know<br />
that <strong>the</strong> series <strong>in</strong>cluded a Hotchkiss and Delaunay-<br />
Belleville, as <strong>the</strong> author states, Nor. surpris<strong>in</strong>gly, does he<br />
mention tlx larger Alfa Romeo P2 clockwork models. The<br />
Jep Rolls-Royce and Hispano Suiza models (which New<br />
Cavendish Books have adequately covered <strong>in</strong> ano<strong>the</strong>r<br />
volume) are mentioned briefly <strong>in</strong> <strong>the</strong> text and I am glad<br />
that <strong>the</strong> B<strong>in</strong>g Model-T FORD clockwork toys (priced new<br />
at 1/-) are referred to I remember <strong>the</strong> glossy black Tudor<br />
(or Ford?) saloon, coupe, and two-seater you could get<br />
at Woolworths when I was a boy, if <strong>in</strong>deed <strong>the</strong>se were<br />
<strong>the</strong> B<strong>in</strong>g toys, and I deeply regret never hav<strong>in</strong>g seen<br />
one s<strong>in</strong>ce. It is ra<strong>the</strong>r a blow to f<strong>in</strong>d <strong>in</strong> this book a colour<br />
picture of that f<strong>in</strong>e scale-model of <strong>the</strong> 1912 GP Peugeot<br />
(wrongly given as 1913) that Sir Malcolm Campbell<br />
used to race at Brooklands captioned as sold recently by<br />
auction for £850 — because when MOTOR SPORT went<br />
specially to <strong>the</strong> National Motor Museum at Beaulieu<br />
to photograph this model for an article I was do<strong>in</strong>g on<br />
<strong>the</strong> disappearance of most of <strong>the</strong> real rac<strong>in</strong>g Peugeots,<br />
I greatly coveted this model and thought of offer<strong>in</strong>g<br />
£25 for it but I did not know that <strong>the</strong> Museum <strong>in</strong>tended<br />
dispos<strong>in</strong>g of it. . . .<br />
I see from a picture of some of <strong>the</strong> radiator badges<br />
<strong>in</strong> Peter Richlev’s collection that he possesses one from<br />
a Crossley Bugatti, which proves that <strong>the</strong> one I have<br />
is not a “loner”, and I wish <strong>the</strong> Bourton-on-<strong>the</strong>-Water<br />
Motor Museum would tell me whe<strong>the</strong>r <strong>the</strong> trophy<br />
<strong>the</strong>y exhibit,of Eyston’s record-break<strong>in</strong>g MG Midget at<br />
Pend<strong>in</strong>e <strong>in</strong> 1932, came from a nearby hotel, because I<br />
noticed such a trophy beh<strong>in</strong>d <strong>the</strong> curta<strong>in</strong>s <strong>in</strong> <strong>the</strong> d<strong>in</strong><strong>in</strong>groom<br />
of such an hotel many <strong>year</strong>s ago but could never<br />
f<strong>in</strong>d it aga<strong>in</strong>. . . . One could go on and on describ<strong>in</strong>g items<br />
from this book — a Briggs and Stanton/Wall autowheel<br />
<strong>the</strong> author bought for half-a-crown, ra<strong>the</strong>r like my ABC<br />
Scootermotor eng<strong>in</strong>e, but m<strong>in</strong>e was a gift. Tte pictures of
Storey cars, which I remember see<strong>in</strong>g <strong>in</strong> <strong>the</strong>ir Clapham<br />
Park depot long before <strong>the</strong> war. The old road signs,<br />
which are becom<strong>in</strong>g so hard to obta<strong>in</strong> — Radnor RDC<br />
refus<strong>in</strong>g to tell me <strong>the</strong> fate of some 5 m.p.h. triangles<br />
which vanished from <strong>the</strong> Llandr<strong>in</strong>dod Wells’ lakeside<br />
road a few <strong>year</strong>s back. The sultry blonde from a Pirelli<br />
calendar (now apparently ano<strong>the</strong>r th<strong>in</strong>g people collect<br />
— not blondes but paper calendars!), and <strong>the</strong> naughty<br />
1930s girl-sitt<strong>in</strong>g-on-a-Renault-coal-scuttle bonnet<br />
poster, which Worth<strong>in</strong>gton-Williams th<strong>in</strong>ks might be<br />
disowned by Tony Ronald of Renault’s present Publicity<br />
Department. . . .<br />
Whe<strong>the</strong>r or not you approve of <strong>the</strong> speculative<br />
aspect of this book, it is undoubtedly irresistible, although<br />
its cost I note cont<strong>in</strong>ues <strong>the</strong> <strong>the</strong>me!<br />
W.B.<br />
“British Aviation—Widen<strong>in</strong>g Horizons-1930-1934”<br />
by Harald Penrose, 340 pp. 8.75” x 5.5”. (Her Majesty’s<br />
Stationery Office, Atlantic House, Holborn Viaduct, London,<br />
EC1P 1BN. £7.95).<br />
After hav<strong>in</strong>g completed three volumes of his great,<br />
extremely-thorough work about <strong>the</strong> development of<br />
British aviation, Harald Penrose’s publisher deserted<br />
him and it seemed that his two f<strong>in</strong>al volumes might<br />
never appear. Fortunately, after a long struggle, HMSO.<br />
realised <strong>the</strong> importance of this history and <strong>the</strong> <strong>four</strong>th<br />
volume has thus appeared. The first three, deal<strong>in</strong>g with<br />
<strong>the</strong> aviation periods 1903-1914, 1915-1919 and 1920-<br />
1929, have already been reviewed enthusiastically <strong>in</strong><br />
MOTOR SPORT.<br />
The reason why this is no ord<strong>in</strong>ary aeronautical<br />
history is because <strong>the</strong> author was <strong>the</strong>re <strong>in</strong> an active role<br />
when it was all unfold<strong>in</strong>g — as Westland’s test-pilot<br />
and one who was connected <strong>in</strong>timately with <strong>the</strong> design,<br />
build<strong>in</strong>g, and sell<strong>in</strong>g of aeroplanes, which has occupied<br />
most of his busy lifetime.<br />
So this is an exceptional account of <strong>the</strong> enormously<strong>in</strong>terest<strong>in</strong>g<br />
happen<strong>in</strong>gs <strong>in</strong> aviation <strong>in</strong> this country, from<br />
<strong>the</strong> military, civil and sport<strong>in</strong>g angles, dur<strong>in</strong>g a period<br />
when light aeroplanes were flourish<strong>in</strong>g, great longdistance<br />
flights were tak<strong>in</strong>g place, and <strong>the</strong> wood and<br />
canvas lighters and bombers were gradually be<strong>in</strong>g<br />
replaced by metal aircraft. That Penrose can write fluent<br />
prose is evident from his splendid little book “No Echo<br />
In The Sky”, which is a series of short sketches about<br />
episodes from his days as a test-pilot. He applies <strong>the</strong> same<br />
high quality of thought and expression to this present<br />
description of British aviation dur<strong>in</strong>g <strong>the</strong> excit<strong>in</strong>g period<br />
from 1930 to 1934, a book, as I have said, much enhanced<br />
because he knew most of those <strong>in</strong>volved, flew some of<br />
<strong>the</strong> very many aeroplanes referred to, and was present at<br />
many of <strong>the</strong> happen<strong>in</strong>gs <strong>in</strong> person.<br />
This book is less copiously illustrated than <strong>the</strong><br />
earlier volumes but is of <strong>the</strong> same page-size, but far<br />
slimmer. But it is <strong>in</strong> clear type, conta<strong>in</strong>s <strong>the</strong> same C. G.<br />
Grey quotations here and <strong>the</strong>re, and <strong>the</strong> great th<strong>in</strong>g is<br />
that it has seen pr<strong>in</strong>t. I await <strong>the</strong> f<strong>in</strong>al volume with keen<br />
anticipation and <strong>the</strong>n hope that this very talented author<br />
will give us a personal autobiography. — W.B.<br />
* * *<br />
Reece W<strong>in</strong>stone, FRPS, has issued ano<strong>the</strong>r of his<br />
photographic books about <strong>the</strong> City of Bristol. “Bristol As<br />
It Was, 1928-1933”, 76 pp., 10” X 6.75”, can be obta<strong>in</strong>ed<br />
for £4.85 post-free, from <strong>the</strong> author, at 23, Hyland Grove,<br />
Henbury Hill, Bristol, 9. It conta<strong>in</strong>s many street scenes,<br />
and cars figure <strong>in</strong> at least 34 of <strong>the</strong>se. Makes such as<br />
Bristol’s Armstrong Siddeley 14 taxis, Riley, Ford, Buick,<br />
and a great many Morris cars are to be seen, apart from<br />
Model-T Fords and old ‘buses and trams. One picture<br />
shows a Clement Bayward taxi, of <strong>the</strong> type that ran <strong>in</strong><br />
Bristol from 1908 to 1930 and which fetched 45/- (£2.25)<br />
each when sold, outside <strong>the</strong> Grand Hotel. Ano<strong>the</strong>r<br />
shows <strong>the</strong> Aust<strong>in</strong> 7 cars and Aust<strong>in</strong> and o<strong>the</strong>r vans of<br />
<strong>the</strong> Even<strong>in</strong>g Times & Echo, by Tont<strong>in</strong>e Build<strong>in</strong>g, and<br />
<strong>the</strong>re are glimpses of a Morris Commercial platformtruck<br />
and a Wolseley <strong>in</strong> this pictorial book, as well as<br />
a f<strong>in</strong>e photograph of Baldw<strong>in</strong> Street taken from <strong>the</strong> top<br />
of a tram — with 20 cars, a motorcycle, two bicycles,<br />
six ‘buses, <strong>four</strong> trams and five horse-drawn vehicles <strong>in</strong><br />
sight, that <strong>in</strong> circa-1930. Aga<strong>in</strong>, Morris and Aust<strong>in</strong> makes<br />
predom<strong>in</strong>ate. There is an even more fasc<strong>in</strong>at<strong>in</strong>g study of<br />
College Green, seen <strong>in</strong> <strong>the</strong> early 1930s, with what could<br />
be a Willy-Knight saloon lead<strong>in</strong>g an Aust<strong>in</strong> 20, with a<br />
f<strong>in</strong>e Riley N<strong>in</strong>e sunroof saloon and an Aust<strong>in</strong> 7 Chummy<br />
parked on <strong>the</strong> right and two Morrises, one a 2-seater,<br />
and three Aust<strong>in</strong>s, one a Seven, parked on <strong>the</strong> left of<br />
<strong>the</strong> road. A Morris van and a Morris Eight saloon are<br />
glimpsed at some early traffic-lights and a big Morris Six<br />
and a Wolseley at Park Row. A v<strong>in</strong>tage Humber tourer,<br />
Aust<strong>in</strong> 12 tourer, and what is captioned an Armstrong<br />
Siddeley saloon figure <strong>in</strong> a shot of St. James’s Square <strong>in</strong><br />
October 1930. There is an Ashton tram seen brak<strong>in</strong>g from<br />
18 m.p.h.; it carries an advertisement for Fry’s chocolates<br />
and is pass<strong>in</strong>g a parked Morris(?) 2-seater. Those who<br />
like identify<strong>in</strong>g cars should enjoy this book, which also<br />
has pictures of <strong>the</strong> Graf Zeppel<strong>in</strong> over Bristol <strong>in</strong> 1932,<br />
more Morris and Aust<strong>in</strong> cars <strong>in</strong> o<strong>the</strong>r pictures, a Daimler<br />
negotiat<strong>in</strong>g Bedm<strong>in</strong>ster Down Bridge <strong>in</strong> 1932, even shots<br />
of <strong>the</strong> open<strong>in</strong>g of Filton aerodrome <strong>in</strong> May, 1930 and of<br />
passengers <strong>in</strong> a DH Dragon that flew a Western Airways<br />
Bristol-Cardiff service <strong>in</strong> 15 m<strong>in</strong>utes (after 13 m<strong>in</strong>utes <strong>in</strong><br />
a ‘bus.) for 9/6 s<strong>in</strong>gle fare (<strong>the</strong> author names <strong>the</strong> tourer<br />
approach<strong>in</strong>g <strong>the</strong> aerodrome as a S<strong>in</strong>ger 9). F<strong>in</strong>ally, <strong>the</strong>re<br />
is a good picture of an early Aust<strong>in</strong> 7 van still used by <strong>the</strong><br />
Bristol Even<strong>in</strong>g News <strong>in</strong> April, 1930.<br />
* * *<br />
With our Motorcycle Industry overrun by <strong>the</strong><br />
Japanese, <strong>the</strong>re is much to be said for look<strong>in</strong>g back at<br />
some of <strong>the</strong> more recent and better British motorcycles.<br />
To this end, Peter Howdle has compiled “Best Of British-<br />
Classic Bikes of Yester<strong>year</strong>”, which Patrick Stephens of<br />
Bar Hill, Cambridge, publish <strong>in</strong> conjunction with EMAP<br />
National Publications. It is a 160 page, 9.25” x 7.25”, book<br />
with 95 pictures, and it costs £6.95<br />
* * *<br />
To commemorate <strong>the</strong>ir 75th Anniversary, Rolls-<br />
Royce Limited have produced a 46-page landscape formal
soft-cover book pr<strong>in</strong>ted on high-quality Wigg<strong>in</strong>s Teape<br />
paper, cover<strong>in</strong>g <strong>the</strong> early life of <strong>the</strong> Hon. C. S. Rolls, his<br />
historic meet<strong>in</strong>g with Henry Royce, and what happened<br />
afterwards, on <strong>the</strong> road, <strong>in</strong> <strong>the</strong> air and on <strong>the</strong> water, <strong>in</strong> <strong>the</strong><br />
Rolls-Royce context. This is a record which will appeal<br />
to R-R enthusiasts <strong>in</strong> particular and collectors <strong>in</strong> general.<br />
It is very fully illustrated, although it is surpris<strong>in</strong>g that<br />
<strong>the</strong> Hay/Hall Bentley saloon which ran at Le Mans <strong>in</strong><br />
1949, 1950 and 1951 is <strong>in</strong>cluded, but <strong>the</strong> TT exploits with<br />
<strong>the</strong> open Bentley of Eddie Hall are not. Nor did a 40/50<br />
Rolls-Royce lap Brooklands at 101.5 m.p.h. <strong>in</strong> 1911. as a<br />
caption claims. It only did this over a quarter of a mile.<br />
The ma<strong>in</strong>ly very small illustrations run from before 1904<br />
to <strong>the</strong> present, <strong>the</strong> last one depict<strong>in</strong>g <strong>the</strong> famous 1906<br />
Silver Ghost stand<strong>in</strong>g by a Rolls-Royce Camargue. Lots<br />
of <strong>the</strong> pictures have been used <strong>in</strong> previous R-R material.<br />
The book was edited by David Roscoe of Rolls-Royce<br />
Motors Ltd. and is obta<strong>in</strong>able for £2.95 post free from <strong>the</strong><br />
R-R Public Relations Dept., Pyms Lane, Crewe, Cheshire.<br />
* * *<br />
The Society of Automotive Eng<strong>in</strong>eers has issued a<br />
catalogue of all its series-publications that are available<br />
to its 36,000 members. This is ano<strong>the</strong>r 75th Anniversary<br />
publication, which is distributed by MIRA.<br />
* * *<br />
“V<strong>in</strong>tage Car Annual” edited by Mike Worth<strong>in</strong>gton-<br />
Williams (96 pp., 12” x 8.25”) is ano<strong>the</strong>r publication that<br />
reflects <strong>the</strong> grow<strong>in</strong>g <strong>in</strong>terest <strong>in</strong> <strong>the</strong> older motor vehicles.<br />
Not a review of <strong>the</strong> 1979 V<strong>in</strong>tage and classic motor<strong>in</strong>g<br />
season as might have been expected, this annual is based<br />
on <strong>the</strong> format of Old Motor before that publication<br />
changed proprietorship. It is a mish-mash of articles, very<br />
well illustrated on f<strong>in</strong>e art-paper, as if <strong>the</strong> old Old Motor<br />
had been reborn. These articles cover a young man’s visit<br />
to <strong>the</strong> 1926 and later Olympia Motor Shows (he recalls<br />
<strong>the</strong> Trojan-bags <strong>in</strong> which we schoolboys carried our<br />
collected loot of catalogues and brochures), <strong>the</strong> Robb<strong>in</strong>s<br />
of Putney concern, a ra<strong>the</strong>r lurid look at <strong>the</strong> old American<br />
board-track rac<strong>in</strong>g, Michael Sedgwick be<strong>in</strong>g historical<br />
about Armstrong Siddeley, <strong>the</strong> Douglas light cars, <strong>the</strong><br />
Belgian FN, <strong>the</strong> rebirth of a v<strong>in</strong>tage AC, Bubble Cars,<br />
<strong>the</strong> Autobrix cyclecars, <strong>the</strong> cars of Cyril Barr<strong>in</strong>gton, and<br />
much more besides. An excellent bedside book for those<br />
unable to sleep because <strong>the</strong>y are depressed by modern<br />
motor<strong>in</strong>g legislation and ris<strong>in</strong>g costs. The price is £5.95<br />
and <strong>the</strong> publishers are Marshall Harris & Balw<strong>in</strong>, 17, Air<br />
Street, London, W1. There is to be a <strong>1980</strong> edition.<br />
SPORTING TURBOS<br />
An AC ME 3000 and Reliant Scimitar<br />
Coupe turbocharged by Rob<strong>in</strong> Rew.<br />
AFTER Rob<strong>in</strong> Rew founded <strong>the</strong> Reliant Sabre and<br />
Scimitar Owners’ Club <strong>in</strong> 1973, this well-known motor<br />
rac<strong>in</strong>g photographer and one-time Silverstone Press<br />
Officer was so <strong>in</strong>undated with requests for technical<br />
<strong>in</strong>formation and assistance that he was forced to<br />
exchange Pentax for spanner. Now Rew runs a thriv<strong>in</strong>g<br />
little bus<strong>in</strong>ess specialis<strong>in</strong>g <strong>in</strong> <strong>the</strong> tun<strong>in</strong>g and repair of<br />
Sabres and Scimitars from his home at Overbeck House,<br />
Bengal Lane, Greens Norton, just a couple of miles from<br />
Silverstone.<br />
Rew, an eng<strong>in</strong>eer with AEI before his <strong>the</strong>n hobby<br />
of photography overwhelmed his life, ga<strong>in</strong>ed his<br />
enthusiasm for <strong>the</strong> Tamworth marque from his own<br />
ex-works competition Sabre. This stalwart car. with<br />
wishbone rear suspension, has been a familiar sight <strong>in</strong><br />
spr<strong>in</strong>ts, hill-climbs, <strong>the</strong> Pomeroy Trophy and occasional<br />
races for more than a decade, Rew show<strong>in</strong>g notable<br />
competence beh<strong>in</strong>d <strong>the</strong> wheel. For <strong>the</strong> 1979 season,<br />
however, <strong>the</strong> straight-six Sabre was given a well-earned<br />
rest, while its owner transferred allegiance to a 3-litre<br />
V6 Scimitar Coupe. This dull grey, ten-<strong>year</strong>-old car has<br />
surprised more than a few people, for under its bonnet<br />
lurks a very effective turbocharger system.<br />
It was this turbocharger development upon Ford’s<br />
3-litre V6 Essex eng<strong>in</strong>e which took me back to Overbeck<br />
House, which I first visited <strong>in</strong> 1969 to sell Rew a 2” SO<br />
carburetter and manifold off <strong>the</strong> Group 1 eng<strong>in</strong>e of my<br />
ex-works BMC 1800, by <strong>the</strong>n modified to Stage 5. At that<br />
time Rew’s only <strong>in</strong>terest was to add a bit more steam to his<br />
own road car, now he does <strong>the</strong> same for o<strong>the</strong>r enthusiasts’<br />
cars. And it was a customer’s vehicle which lent <strong>the</strong> major<br />
<strong>in</strong>terest to this visit, for Reg Phillips, at 64 perhaps <strong>the</strong><br />
doyen of British hill-climb<strong>in</strong>g, had commissioned Rew<br />
to turbocharge a brand-new AC ME3000, ready for <strong>the</strong><br />
<strong>1980</strong> season. This order resulted from a friendly duel on<br />
<strong>the</strong> hills throughout 1979 between Phillips’ TVR Turbo<br />
and Rew’s turbocharged Scimitar Coupe. “At Shelsley<br />
Reg used to pip me by about 0.25 sec. and at Prescott I<br />
pipped him by about 0.25 sec”, Rew relates. “We were<br />
this close throughout <strong>the</strong> season and had a marvellous<br />
arrangement where <strong>the</strong> w<strong>in</strong>ner bought <strong>the</strong> beer for <strong>the</strong><br />
oppos<strong>in</strong>g team!” Now that Phillips has played <strong>in</strong>to <strong>the</strong><br />
hands of <strong>the</strong> opposition, who will be <strong>the</strong> big-spender at<br />
<strong>the</strong> bar <strong>in</strong> <strong>the</strong> <strong>1980</strong> season?<br />
While <strong>the</strong> pr<strong>in</strong>ciples of turbocharg<strong>in</strong>g <strong>the</strong> mideng<strong>in</strong>ed<br />
AC’s Essex eng<strong>in</strong>e are exactly <strong>the</strong> same as<br />
for <strong>the</strong> Scimitar’s similar Ford cast-iron V6, physical<br />
considerations <strong>in</strong> <strong>the</strong> former’s transverse eng<strong>in</strong>e layout<br />
have necessitated a separate development approach.<br />
The basics are <strong>the</strong> same: an Air Research turbocharger<br />
blow<strong>in</strong>g, ra<strong>the</strong>r than suck<strong>in</strong>g, through a 1.25”-choke<br />
Recce-Fish carburetter. Rew prefers this particular Air<br />
Research turbocharger for semi-competition applications<br />
<strong>in</strong> a light car because <strong>the</strong> characteristics of <strong>the</strong> turbohous<strong>in</strong>g<br />
let boost pressure rise more quickly. He uses
Rotomaster turbochargers <strong>in</strong> what he terms production<br />
road car applications and Rotomaster waste-gates (blowoff<br />
valves) exclusively.<br />
The AC’s transverse layout makes for a particularly<br />
neat turbocharger <strong>in</strong>stallation, neater perforce than<br />
<strong>in</strong> Rew’s Reliant. The turbocharger nestles to <strong>the</strong><br />
offside of <strong>the</strong> eng<strong>in</strong>e, above <strong>the</strong> clutch hous<strong>in</strong>g, its<br />
compressor outlet l<strong>in</strong>ked by a straight pipe to <strong>the</strong><br />
Reece-Fish carburetter, which is mated to <strong>the</strong> standard<br />
<strong>in</strong>let manifold by an alloy adaptor plate. Air is drawn<br />
<strong>in</strong>to <strong>the</strong> compressor via convoluted trunk<strong>in</strong>g from a<br />
big Volvo air-cleaner tucked down <strong>in</strong> <strong>the</strong> nearside rear<br />
w<strong>in</strong>g. Mike Broad, of Auto-Power Services, Daventry,<br />
with whom Rew liaised on turbocharger development,<br />
designed <strong>the</strong> very tidy exhaust manifolds, essentially<br />
large pipes l<strong>in</strong>ked to each port flange by a smaller stub,<br />
<strong>the</strong> horizontal manifold from each bank be<strong>in</strong>g l<strong>in</strong>ked<br />
<strong>in</strong>to a Y-piece collector upon which <strong>the</strong> turbocharger sits.<br />
A big-bore pipe takes <strong>the</strong> waste exhaust gases from <strong>the</strong><br />
turb<strong>in</strong>e <strong>in</strong>to a big. transverse Thrush silencer with but one<br />
exhaust tail pipe <strong>in</strong>stead of <strong>the</strong> AC’s usual two. This is a<br />
temporary exhaust system; Rew is hav<strong>in</strong>g a sta<strong>in</strong>less steel<br />
arrangement manufactured. A reflective sta<strong>in</strong>less Steel<br />
heat shield conta<strong>in</strong>s <strong>the</strong> white-hot glow of <strong>the</strong> turb<strong>in</strong>e<br />
hous<strong>in</strong>g. The Rotomaster waste gate is hidden beneath<br />
<strong>the</strong> turbocharger. on <strong>the</strong> Y-piece, and a fuel pressure<br />
regulat<strong>in</strong>g valve lives on <strong>the</strong> nearside panel of <strong>the</strong> eng<strong>in</strong>e<br />
bay. A Bosch electric pump provides <strong>the</strong> high pressure<br />
fuel flow. Low compression cyl<strong>in</strong>der heads reduce <strong>the</strong><br />
compression ratio from 8.9:1 to 8:1, equat<strong>in</strong>g to a real<br />
ratio of about 10:1 with <strong>the</strong> turbocharger set at 7 p.s.i.<br />
boost. When eng<strong>in</strong>es are rebuilt dur<strong>in</strong>g <strong>the</strong> turbocharger<br />
conversion. Rew fits low compression pistons ra<strong>the</strong>r<br />
than change <strong>the</strong> heads, but <strong>the</strong> AC’s brand-new “short”<br />
eng<strong>in</strong>e was not disturbed.<br />
An unexpected <strong>in</strong>stallation problem arose <strong>in</strong><br />
f<strong>in</strong>d<strong>in</strong>g a suitable throttle cable for this mid-eng<strong>in</strong>ed<br />
sports car. There aren’t many alternatives available with<br />
<strong>the</strong> required 10 foot length! The production cable was<br />
just a few <strong>in</strong>ches too short. As a solution, Rew used an<br />
outboard motor control cable.<br />
Rew’s first attempts at turbocharg<strong>in</strong>g. on Scimitars,<br />
used <strong>the</strong> suck-through system with <strong>the</strong> carburetter<br />
attached to <strong>the</strong> <strong>in</strong>let side of <strong>the</strong> compressor, through<br />
which <strong>the</strong> fuel/air mixture is drawn and fed to <strong>the</strong><br />
eng<strong>in</strong>e via a long pipe. Now he favours <strong>the</strong> blow-through<br />
system, with <strong>the</strong> carburetter attached directly to <strong>the</strong> <strong>in</strong>let<br />
manifold, fed by air from <strong>the</strong> turbocharger compressor.<br />
The shorter <strong>in</strong>let tract encourages better throttle response<br />
and also prevents <strong>the</strong> treez<strong>in</strong>g to which a Reece-Fish<br />
carburetter is prone with i suck-through system, without<br />
necessitat<strong>in</strong>g some form of carburetter heat<strong>in</strong>g. One<br />
assumes that it must be of benefit also to low-speed<br />
runn<strong>in</strong>g <strong>in</strong> <strong>the</strong> normally aspirated mode before boost<br />
pressure builds up. Ano<strong>the</strong>r advantage to <strong>the</strong> blowthrough<br />
system is its relative compactness, an essential<br />
consideration <strong>in</strong> <strong>the</strong> AC’s restricted underbonnet space.<br />
No bodywork modifications arc required; <strong>the</strong> stumpy<br />
Reece-Fish firs atop <strong>the</strong> eng<strong>in</strong>e without requir<strong>in</strong>g an<br />
unsightly bulge <strong>in</strong> <strong>the</strong> bonnet.<br />
Rew holds <strong>the</strong> Reece-Fish carburetter <strong>in</strong> high regard<br />
for its good fuel atomisation, mixture distribution, fuel<br />
economy and ease of tun<strong>in</strong>g. “My <strong>the</strong>ory is that it isn’t<br />
possible to supply a properly developed turbocharger<br />
system us<strong>in</strong>g fixed-jet or SU carburetters without <strong>year</strong>s of<br />
development to get <strong>the</strong> correct jett<strong>in</strong>g and spr<strong>in</strong>g/needle<br />
comb<strong>in</strong>ation,” he says. “With <strong>the</strong> Reece-Fish it can be<br />
found <strong>in</strong> an hour.” One drawback with this carburetter<br />
is its lack of cold start facility. This did not prevent <strong>the</strong><br />
cold eng<strong>in</strong>es of <strong>the</strong> AC and Reliant start<strong>in</strong>g promptly<br />
<strong>in</strong> my presence. Plans are afoot to blow through Ford’s<br />
standard Weber carburetter on road cars <strong>in</strong> order to<br />
<strong>in</strong>corporate a choke, but <strong>the</strong> Reece-Fish will still be used<br />
on competition cars.<br />
Both cars were made available to me for test<strong>in</strong>g<br />
round <strong>the</strong> miserably wet and muddy Northamptonshire<br />
lanes. The dull-grey SE4 Reliant was first on <strong>the</strong> turbo<br />
menu. This wolf <strong>in</strong> sheep’s cloth<strong>in</strong>g has had an active<br />
season of spr<strong>in</strong>ts, hill-climbs and <strong>the</strong> odd club race, yet<br />
has only disgraced itself once, when Rew overfilled its<br />
sump <strong>in</strong> <strong>the</strong> 750 MC’s Six-Hour Relay Race at Don<strong>in</strong>gton<br />
Park; <strong>the</strong> Scimitar f<strong>in</strong>ished its appo<strong>in</strong>ted sessions with<br />
broken r<strong>in</strong>g-lands on two pistons. Rew claims that<br />
turbocharg<strong>in</strong>g has made it 25 m.p.h. faster than before,<br />
with overall performance like a Morgan Plus 8, yet it<br />
returns 24 m.p.g. on <strong>the</strong> road for everyday motor<strong>in</strong>g and<br />
30+ m.p.g. on motorways. It achieved a best of 38.5 sec.<br />
at Shelsley Walsh and 55.3 sec. at Prescott.<br />
The system fitted to <strong>the</strong> Reliant is similar to that<br />
on <strong>the</strong> AC except that <strong>the</strong> exhaust manifold<strong>in</strong>g is much<br />
less complicated and easier to fit; only one manifold has<br />
to be changed, l<strong>in</strong>ked to <strong>the</strong> o<strong>the</strong>r by a cross-over pipe<br />
runn<strong>in</strong>g beneath <strong>the</strong> eng<strong>in</strong>e. Low compression pistons<br />
are fitted and a Holley high-pressure fuel pump is used.<br />
Maximum boost pressure is set at 9 p.s.i., to which <strong>the</strong><br />
AC will be upgraded when its eng<strong>in</strong>e is fully run-<strong>in</strong>.<br />
This 1969 car surprised from <strong>the</strong> start with its<br />
excellent chassis behaviour, quite bely<strong>in</strong>g <strong>the</strong> age of its<br />
design. Rew has removed <strong>the</strong> positive camber from <strong>the</strong><br />
front wheels, fitted stiffer front spr<strong>in</strong>gs and Koni shockabsorbers<br />
and <strong>in</strong>stalled a Powr-Lok limited slip unit <strong>in</strong> <strong>the</strong><br />
Salisbury differential. These m<strong>in</strong>or changes have resulted<br />
<strong>in</strong> a very taut, well-balanced and pleasantly handl<strong>in</strong>g car<br />
with precise and responsive steer<strong>in</strong>g; it felt very vicefree<br />
and easy to drive <strong>in</strong> spite of its gross performance<br />
<strong>in</strong>crease and <strong>the</strong> slippery roads. No wonder <strong>the</strong>n that on<br />
Rew’s first competitive out<strong>in</strong>g with it at last <strong>year</strong>’s VSCC<br />
Pomeroy Trophy meet<strong>in</strong>g, <strong>the</strong> comb<strong>in</strong>ation came first<br />
overall <strong>in</strong> <strong>the</strong> high-speed steer<strong>in</strong>g test aga<strong>in</strong>st some very<br />
thoroughbred opposition. On <strong>the</strong> same day it was timed<br />
at 15.7 sec. over <strong>the</strong> stand<strong>in</strong>g quarter-mile, and that with<br />
its turbocharged eng<strong>in</strong>e not fully sorted out. I might add<br />
that <strong>the</strong> brakes are considerably better than might have<br />
been gauged from <strong>the</strong> Scimitar’s zero performance <strong>in</strong> <strong>the</strong><br />
brak<strong>in</strong>g test, which prompted a cryptic comment from<br />
Peter Hull <strong>in</strong> his report for MOTOR SPORT: “Rob<strong>in</strong> Rew<br />
ga<strong>in</strong>ed no marks and perhaps should have built some<br />
reverse thrust <strong>in</strong>to his turbocharg<strong>in</strong>g”!<br />
On this brief acqua<strong>in</strong>tance Rew’s Reliant showed<br />
up all that is good about turbocharg<strong>in</strong>g with none<br />
of <strong>the</strong> frequently encountered drawbacks. At low<br />
revolutions, off boost, <strong>the</strong> eng<strong>in</strong>e feels to have lost none<br />
of its standard performance and has no holes at all <strong>in</strong><br />
its carburation. It is smoo<strong>the</strong>r and more flexible too and<br />
only transmission snatch foils attempts to pull less than<br />
1,000 r.p.m. <strong>in</strong> <strong>the</strong> very high overdrive top gear, with <strong>the</strong>
standard 3.58:1 f<strong>in</strong>al drive ratio. With plenty of throttle<br />
applied <strong>in</strong> that same gear, boost starts to rise rapidly<br />
from as low as 2,000 r.p.m. In <strong>the</strong> lower gears, with less<br />
load, maximum boost is reached at about 3,200 r.p.m.<br />
For practical, fast and economical motor<strong>in</strong>g, <strong>the</strong> eng<strong>in</strong>e<br />
is best kept “on <strong>the</strong> boil” between 3,000 and 3,500 r.p.m.,<br />
pretty quick on <strong>the</strong> Scimitar’s gear<strong>in</strong>g. There is no jolt<strong>in</strong>g<br />
step as <strong>the</strong> turbocharger comes <strong>in</strong>. so this is an easy car<br />
to drive smoothly at modest speeds around <strong>the</strong> eng<strong>in</strong>e<br />
revolutions where boost comes <strong>in</strong>, without giv<strong>in</strong>g rise<br />
to <strong>the</strong> on-off feel<strong>in</strong>g of some turbocharger <strong>in</strong>stallations.<br />
Driven <strong>in</strong> anger, <strong>the</strong> old Reliant whooshes horizon-wards<br />
like <strong>the</strong> proverbial, so fast that on <strong>the</strong> slippery roads of<br />
<strong>the</strong> test <strong>the</strong> use of its maximum 6.000 r.p.m. was out of<br />
<strong>the</strong> question. Rew has proved its ultimate performance<br />
pretty conclusively dur<strong>in</strong>g <strong>the</strong> course of <strong>the</strong> season.<br />
A subtle change to <strong>the</strong> gearbox ratios has helped<br />
both <strong>the</strong> performance and <strong>the</strong> driveability. Like me,<br />
those readers familiar with <strong>the</strong> Scimitar’s Zodiac-type<br />
overdrive gearbox will have cursed <strong>the</strong> massive gap<br />
between second and third. Rew has overcome this by<br />
fitt<strong>in</strong>g a Granada layshaft cluster and second gear <strong>in</strong>to<br />
<strong>the</strong> exist<strong>in</strong>g cas<strong>in</strong>g. It’s a service he can offer to customers<br />
and well worth while.<br />
Excessive heat build up under <strong>the</strong> bonnet is a<br />
problem which afflicts standard Scimitars, let alone<br />
turbocharged ones. I remember vividly be<strong>in</strong>g left out<br />
on a limb, while overtak<strong>in</strong>g a long l<strong>in</strong>e of nose-to-tail<br />
cars on a two-lane road, when vaporisation <strong>in</strong> <strong>the</strong> fuel<br />
pump cut dead <strong>the</strong> eng<strong>in</strong>e of <strong>the</strong> road test GTE I was<br />
driv<strong>in</strong>g to <strong>the</strong> 1971 British Grand Prix. A change from<br />
a glass bowl to an all metal pump on later models<br />
cured (his characteristic fault but <strong>the</strong> underbonnet<br />
heat build up rema<strong>in</strong>s to this day. With <strong>the</strong> added<br />
heat of <strong>the</strong> turbocharger <strong>in</strong>stallation this could lead to<br />
fuel vaporisation <strong>in</strong> stop-start traffic or after <strong>the</strong> car is<br />
parked. To overcome this Rew raises slighdy <strong>the</strong> rear<br />
edge of <strong>the</strong> bonnet and fits a Kenlowe fan which runs<br />
on for a few m<strong>in</strong>utes after <strong>the</strong> eng<strong>in</strong>e has been switched<br />
off. If vapour lock persists, Rew has developed a t<strong>in</strong>y<br />
heat exchanger which fits <strong>in</strong>to <strong>the</strong> float chamber of <strong>the</strong><br />
Reece-Fish. Fitt<strong>in</strong>g it is only a 20-m<strong>in</strong>ute job.<br />
The AC ME 3000 was less lively than <strong>the</strong> Reliant,<br />
for reasons which will be removed before Phillips takes<br />
to <strong>the</strong> hills. The new eng<strong>in</strong>e and transmission were<br />
tight, boost pressure was set to a more modest 7 p.s.i.<br />
(Rew boosted one Scimitar at 11 p.s.i. at <strong>the</strong> customer’s<br />
request and no problems have been encountered) and<br />
<strong>the</strong> gear<strong>in</strong>g was too high to enable <strong>the</strong> best use of <strong>the</strong><br />
eng<strong>in</strong>e characteristics. Phillips is fitt<strong>in</strong>g new sprockets<br />
(yes, sprockets!) to lower <strong>the</strong> f<strong>in</strong>al drive.<br />
Aga<strong>in</strong>, <strong>the</strong> eng<strong>in</strong>e had no throttle lag, though that<br />
lengthy cable made <strong>the</strong> throttle action somewhat dead.<br />
Apart from <strong>the</strong> less vivid performance, <strong>the</strong> AC’s Ford V6<br />
behaved just as satisfactorily as that <strong>in</strong> <strong>the</strong> Scimitar, if<br />
ra<strong>the</strong>r more noisily and with a pronounced bellow as <strong>the</strong><br />
turbocharger stalled when <strong>the</strong> throttle was released.<br />
Underbonnet heat is less of a problem on <strong>the</strong> AC so<br />
no special precautions have had to be taken.<br />
I don’t propose to discuss <strong>the</strong> AC’s general<br />
behaviour here, as we hope a standard road test car will<br />
materialise early <strong>in</strong> <strong>the</strong> New Year. Brief impressions of<br />
a prototype appeared <strong>in</strong> MOTOR SPORT, August 1975.<br />
Certa<strong>in</strong>ly Rew’s modi¬fications showed Phillips’ car to<br />
have a lot of potential.<br />
Similar turbocharger conversions on <strong>the</strong> AC will<br />
cost around £1,800. The less complex <strong>in</strong>stallation <strong>in</strong> <strong>the</strong><br />
Scimitar (all V6 models) is about £1,250.<br />
The Reliants are Rew’s ma<strong>in</strong> <strong>in</strong>terest and for <strong>the</strong>se<br />
he offers a comprehensive practical and parts service,<br />
<strong>in</strong>clud<strong>in</strong>g reconditioned and uprated eng<strong>in</strong>es and<br />
reconditioned axles and gearboxes. His sta<strong>in</strong>less steel,<br />
tubular exhaust manifolds have shown an extra 8 b.h.p.<br />
at 3,000 r.p.m. on <strong>the</strong> roll<strong>in</strong>g road. These cost £90 plus<br />
VAT or £80 if bought with his £148 plus VAT sta<strong>in</strong>less<br />
steel exhaust systems. O<strong>the</strong>r items available <strong>in</strong>clude<br />
uprated, chrome vanadium road spr<strong>in</strong>gs, Koni dampers,<br />
heavy gauge replacement fuel tanks for <strong>the</strong> SE5 and SE5a<br />
GTEs and bib spoilers.<br />
Rew, or his assistant, Geoff Burrows, can be<br />
contacted on Towcester S0753.<br />
The Reliant Sabre and Scimitar Owners Club,<br />
which Rew <strong>in</strong>stigated, now has some 1,600 or 1,700<br />
members. Among <strong>the</strong> benefits of membership is one of<br />
<strong>the</strong> brightest, and most useful <strong>in</strong> terms of technical tips,<br />
magaz<strong>in</strong>es I have seen from a small one-marque club.<br />
Membership details arc available from Roger Tipler. The<br />
Old Bakery, I, Silver Street. Brixworth, Northants. NN6<br />
9BY. — C.R.
ENDURANCE RACING<br />
SURVEY<br />
A review of <strong>the</strong> last five races <strong>in</strong> <strong>the</strong><br />
World Championship for Makes series<br />
SEVERAL MONTHS have passed s<strong>in</strong>ce we last reviewed<br />
<strong>the</strong> World Championship for Makes, <strong>in</strong> which time<br />
five fur<strong>the</strong>r rounds have taken place. The June edition<br />
of MOTOR SPORT covered “<strong>the</strong> story so far” up as far<br />
as <strong>the</strong> Rivet Supply Six Hours at Silverstone <strong>in</strong> May. At<br />
that po<strong>in</strong>t, all <strong>four</strong> rounds of <strong>the</strong> “sports car” endurance<br />
championship had fallen to Porsches of one k<strong>in</strong>d or<br />
ano<strong>the</strong>r, with two victories for <strong>the</strong> 935s run by <strong>the</strong> Gelo<br />
rac<strong>in</strong>g team, one <strong>the</strong> Interscope 935 entered by Ted<br />
Field, and one for Re<strong>in</strong>hold Joest’s Liqui-Moly 908/4, a<br />
turbocharged 2.1 litre Gp 6 sports-racer of many <strong>year</strong>s<br />
stand<strong>in</strong>g.<br />
The five subsequent events that completed <strong>the</strong> 1979<br />
World Championship for Makes produced enormous<br />
variety <strong>in</strong> <strong>the</strong> quality of rac<strong>in</strong>g, if little <strong>in</strong> <strong>the</strong> way of<br />
outstand<strong>in</strong>g new technical <strong>in</strong>terest. One race, at <strong>the</strong><br />
<strong>in</strong>comparable and still daunt<strong>in</strong>g 14.2 mile Nurburgr<strong>in</strong>g,<br />
was a cracker, as good a long distance contest as one<br />
could hope to see <strong>the</strong>se days, and deservedly watched<br />
by <strong>the</strong> biggest crowd seen for some <strong>year</strong>s for an ADAC<br />
1000 Km. Ano<strong>the</strong>r race, at Watk<strong>in</strong>s Glen, was above<br />
average, while Brands Hatch’s contribution was “fair”.<br />
But <strong>the</strong> o<strong>the</strong>r couple of so-called championship rounds,<br />
at Pergusa <strong>in</strong> Sicily and Vallelunga near Rome, were<br />
frankly awful and undeserv<strong>in</strong>g of <strong>the</strong>ir status.<br />
First event <strong>in</strong> <strong>the</strong> series after Silverstone was that<br />
memorable ADAC 1000 Km. at Nurburgr<strong>in</strong>g on June<br />
3rd. After an <strong>in</strong>tense <strong>in</strong>itial tussle for <strong>the</strong> lead between<br />
Klaus Ludwig <strong>in</strong> <strong>the</strong> Kremer Porsche 935 K3 and Bob<br />
Wollek <strong>in</strong> a Gelo 935, Rolf Stommelen went conv<strong>in</strong>c<strong>in</strong>gly<br />
ahead <strong>in</strong> Re<strong>in</strong>hold Joest’s Porsche 908/4. Ludwig’s rapid<br />
white 935 appeared at last, limp<strong>in</strong>g <strong>in</strong>to <strong>the</strong> pit road with<br />
a reflat<strong>in</strong>g rear tyre, and everyone <strong>in</strong> <strong>the</strong> vast timber<br />
grandstand sat back th<strong>in</strong>k<strong>in</strong>g “That’s it. We won’t see<br />
<strong>the</strong> lead change aga<strong>in</strong>. The car that led all <strong>the</strong> way at<br />
Dijon, <strong>the</strong> car that captured pole by five clear seconds,<br />
is now out front and with Stommelen at <strong>the</strong> wheel it will<br />
stay <strong>the</strong>re.” Yet it was not to be — and <strong>the</strong> subsequent<br />
struggle for supremacy proved long distance rac<strong>in</strong>g can<br />
still create a real spectacle of genu<strong>in</strong>e excitement last<strong>in</strong>g<br />
right through to <strong>the</strong> f<strong>in</strong>al kilometre.<br />
After 11 laps of <strong>the</strong> Nurburgr<strong>in</strong>g’s famous North<br />
circuit, <strong>the</strong> Stommelen/Joest 908/4 retired because<br />
of an irredeemable fuel leak. The heat of a very warm<br />
summer’s day had made its bag tanks swell slightly, so<br />
that <strong>the</strong>y rubbed aga<strong>in</strong>st <strong>the</strong> chassis. With <strong>the</strong> latter <strong>in</strong><br />
turn scrap<strong>in</strong>g aga<strong>in</strong>st <strong>the</strong> track <strong>in</strong> certa<strong>in</strong> places, <strong>the</strong> tanks<br />
had been literally wear<strong>in</strong>g <strong>the</strong>mselves away. From <strong>the</strong>n<br />
on, <strong>the</strong> battle was a straight fight between <strong>the</strong> Gelo and<br />
Kremer 935s — and what a duel <strong>the</strong>y made.<br />
Every time one of <strong>the</strong> cars made a refuell<strong>in</strong>g stop,<br />
<strong>the</strong> o<strong>the</strong>r would snatch <strong>the</strong> lead, only to lose it when its<br />
own stop fell due. From half distance onwards, <strong>the</strong> ma<strong>in</strong><br />
two protagonists were with<strong>in</strong> sight of each o<strong>the</strong>r for lap<br />
after lap. The highlight was an heroic 16 lap st<strong>in</strong>t from<br />
Bob Wollek <strong>in</strong> <strong>the</strong> quicker Gelo 935, throughout which<br />
he was constantly chas<strong>in</strong>g or fend<strong>in</strong>g off Ludwig or<br />
Plankenhorn <strong>in</strong> <strong>the</strong> rival Kremer Porsche. The Frenchman<br />
was almost totally exhausted at <strong>the</strong> end of his virtually<br />
unbroken 227 mile drive, for cockpit temperatures were<br />
reach<strong>in</strong>g anyth<strong>in</strong>g up to 140 degrees Fahrenheit on a very<br />
hot afternoon. Frequently dur<strong>in</strong>g his two hour marathon<br />
(and he had already driven earlier <strong>in</strong> <strong>the</strong> race) <strong>the</strong> red<br />
Gelo Porsche and <strong>the</strong> white Kremer car were nose to tail;<br />
but when John Fitzpatrick relieved Wollek for <strong>the</strong> f<strong>in</strong>al<br />
st<strong>in</strong>t, with seven laps to go, <strong>the</strong> Gelo team had ga<strong>in</strong>ed <strong>the</strong><br />
upper hand, albeit by only a few seconds.<br />
Dur<strong>in</strong>g <strong>the</strong> last hour, Ludwig found <strong>the</strong> Kremer<br />
935 <strong>in</strong>creas<strong>in</strong>gly hard to drive, for its chassis was flex<strong>in</strong>g<br />
and its gear-change baulk<strong>in</strong>g badly after key bolts on <strong>the</strong><br />
chassis had failed to withstand <strong>the</strong> stresses of “<strong>the</strong> R<strong>in</strong>g”.<br />
Yet Ludwig began to gnaw away at Fitzpatrick’s slender<br />
advantage never<strong>the</strong>less, and enter<strong>in</strong>g <strong>the</strong> f<strong>in</strong>al lap he<br />
was only ten seconds beh<strong>in</strong>d. In an all-out bid for glory,<br />
<strong>the</strong> German slashed <strong>the</strong> Englishman’s lead to under lour<br />
seconds <strong>in</strong> three-quarters of a lap, but Fitz was well <strong>in</strong><br />
command of <strong>the</strong> situation. As his scarlet Gelo Porsche<br />
blasted over <strong>the</strong> l<strong>in</strong>e for a memorable victory, Ludwig’s<br />
pursuit was checked dramatically: his car eng<strong>in</strong>e had<br />
blown a piston on <strong>the</strong> spr<strong>in</strong>t from <strong>the</strong> very last corner!<br />
Noth<strong>in</strong>g else <strong>in</strong> long distance rac<strong>in</strong>g dur<strong>in</strong>g <strong>the</strong><br />
whole of 1979 was half as excit<strong>in</strong>g. A week later came Le<br />
Mans, once aga<strong>in</strong> barred from <strong>the</strong> World Championship,<br />
this time because of its proximity to <strong>the</strong> Nurburgr<strong>in</strong>g<br />
race. A full report of <strong>the</strong> 24 Hours was <strong>in</strong>cluded <strong>in</strong> <strong>the</strong><br />
July edition of MOTOR SPORT, but it is worth recall<strong>in</strong>g<br />
that Ludwig and <strong>the</strong> Kremer team reaped <strong>the</strong>ir revenge<br />
<strong>in</strong> partnership with <strong>the</strong> American Whitt<strong>in</strong>gton bro<strong>the</strong>rs.<br />
A fortnight later, on June 24th, came one of <strong>the</strong><br />
awful races, at <strong>the</strong> Lake Pergusa circuit near Enna <strong>in</strong> <strong>the</strong><br />
heart of Sicily. Hardly any non-Italian teams bo<strong>the</strong>red<br />
to make <strong>the</strong> long trek south, and a mere handful of cars<br />
eligible for Championship po<strong>in</strong>ts took part. There could<br />
have been no race at all but for a spr<strong>in</strong>kl<strong>in</strong>g of 2-litre Gp<br />
6 sports-rac<strong>in</strong>g cars, <strong>in</strong>eligible for po<strong>in</strong>ts but this <strong>year</strong><br />
allowed to compete alongside <strong>the</strong>ir production based<br />
counterparts.<br />
After a very dull six hour procession, <strong>the</strong> race fell to<br />
one of <strong>the</strong>se 2-litre Gp 6 mach<strong>in</strong>es, an Osella-BMW PA7<br />
shared by Leila Lombardi and Enrico Grimaldi. The only<br />
significance of <strong>the</strong> whole event lay <strong>in</strong> <strong>the</strong> fact that a works<br />
Lancia Beta Montecarlo driven by Riccardo Patrese and<br />
Carlo Facetti f<strong>in</strong>ished second, five laps beh<strong>in</strong>d, and was<br />
<strong>the</strong>refore <strong>the</strong> first Gp 5 car home. The little turbocharged<br />
Lancia, you may remember, had made a dreadful debut<br />
at Silverstone, retir<strong>in</strong>g after only a few miles; but at<br />
Nurburgr<strong>in</strong>g it had risen to fifth place overall before its<br />
eng<strong>in</strong>e expired <strong>in</strong> <strong>the</strong> f<strong>in</strong>al hour.<br />
The seventh round of <strong>the</strong> championship, at Watk<strong>in</strong>s<br />
Glen on July 7th, was vastly better. These days <strong>the</strong>re are<br />
probably more competitive Group 5 Porsche Turbos <strong>in</strong><br />
North America than <strong>in</strong> Europe — and <strong>the</strong>ir drivers are<br />
not bad ei<strong>the</strong>r, when it comes to long distance events! The<br />
race at <strong>the</strong> Glen was evidence of this trend, for <strong>the</strong> lead<br />
changed hands a dozen times dur<strong>in</strong>g <strong>the</strong> six hours, and<br />
was shared by six different cars. In <strong>the</strong> end, <strong>the</strong> result was<br />
an exact replica of Le Mans, as Klaus Ludwig helped Don<br />
and Bill Whitt<strong>in</strong>gton take <strong>the</strong>ir newly acquired, Kremer
prepared 935 K3 to a <strong>four</strong> lap victory over <strong>the</strong> Barbour<br />
935 driven by Dick Barbour himself, Rolf Stommelen and<br />
Paul Newman.<br />
Of <strong>the</strong> o<strong>the</strong>r cars to hold <strong>the</strong> lead, <strong>the</strong> Ongais/Field<br />
Porsche collided with a back marker who had spun to a<br />
halt across <strong>the</strong> road; <strong>the</strong> Gregg/Haywood 935 first ran<br />
out of fuel and <strong>the</strong>n destroyed a wheel bear<strong>in</strong>g; <strong>the</strong> Paul-<br />
Holbert 935 lost a wheel five m<strong>in</strong>utes from <strong>the</strong> f<strong>in</strong>ish after<br />
a series of earlier problems; while <strong>the</strong> 935 shared by Brian<br />
Redman and Bill Whitt<strong>in</strong>gton lost time <strong>in</strong> a turbocharger<br />
change and f<strong>in</strong>ished seventh. The American race saw<br />
an impeccable debut for Group 44’s immaculately<br />
prepared V8 Triumph TR8, which Bob Tullius and Brian<br />
Fuerstenau drove to a category w<strong>in</strong>n<strong>in</strong>g sixth place. This<br />
team has enjoyed great success with Triumph TR6 and<br />
Jaguar E-types and XJ-Ss <strong>in</strong> past seasons.<br />
A fortnight before its scheduled date of August 6th,<br />
<strong>the</strong> Rivet Supply sponsored Brands Hatch race had all <strong>the</strong><br />
hallmarks of be<strong>in</strong>g <strong>the</strong> worst event ever to hold World<br />
Championship status. But <strong>the</strong>n decent entries positively<br />
flooded <strong>in</strong>, so that <strong>the</strong> BRSCC was rewarded with a large<br />
and fully representative grid of cars, even though Georg<br />
Loos decided at <strong>the</strong> last moment to withdraw <strong>the</strong> two<br />
cars that he had entered late <strong>in</strong> <strong>the</strong> first place<br />
The race was not over-enthrall<strong>in</strong>g, however After<br />
Ludwig had forced a new Kremer Porsche 935K3 ahead<br />
for <strong>the</strong> first two laps, Joest slotted his 908-4 <strong>in</strong>to <strong>the</strong><br />
lead shortly before <strong>the</strong> ends this third tour, and with<br />
<strong>the</strong> assistance of co-driver Volkert Merl kept it firmly<br />
out front ft <strong>the</strong> rema<strong>in</strong>der of <strong>the</strong> six hours! Ludwig and<br />
Plankenhorn gave constant chase <strong>in</strong> <strong>the</strong> Kremer Porsche,<br />
so <strong>the</strong>re was at least a semblance of a race, but it was to<br />
no avail. They were a lap or two beh<strong>in</strong>d for most of <strong>the</strong><br />
event, and took <strong>the</strong> flag two laps down.<br />
Tony Charnell and Mart<strong>in</strong> Raymond <strong>in</strong>herited a<br />
f<strong>in</strong>e class w<strong>in</strong>n<strong>in</strong>g third place with a 2-litre Chevron-<br />
Ford B36 after John Cooper and Pel Lovett had seen <strong>the</strong>ir<br />
chances evaporate when <strong>the</strong>ir ex-de Cadenet Lola-DFV<br />
broke its steer<strong>in</strong>g l<strong>in</strong>kage <strong>in</strong> <strong>the</strong> last half hour. Ala<strong>in</strong> de<br />
Cadenet himself fell from contention when his Frew<br />
co-driver Francois Migault was brought to an abrupt<br />
halt by a tyre’s dis<strong>in</strong>tegration on <strong>the</strong> fastest part of <strong>the</strong><br />
circuit. Their DFV powered De Cadenet was eventually<br />
persuaded back to life but could f<strong>in</strong>ish no higher than<br />
sixth, a place beh<strong>in</strong>d <strong>the</strong> works Lancia Beta Montecarlo<br />
Turbo that had been third at one stage, but which had<br />
suffered all sorts of niggl<strong>in</strong>g problems, <strong>in</strong>clud<strong>in</strong>g a m<strong>in</strong>or<br />
collision.<br />
The British event also saw <strong>the</strong> actual race debut of<br />
<strong>the</strong> March built BMW Ml that had failed to qualify at Le<br />
Mans. Driven by Manfred W<strong>in</strong>kelhock, <strong>the</strong> very special<br />
monocoque M1 lay an impressive <strong>four</strong>th for much of<br />
<strong>the</strong> first hour but <strong>the</strong>n spun <strong>in</strong>to retirement because of a<br />
hiccup <strong>in</strong> its spark-box soon after ris<strong>in</strong>g to second place.<br />
After that, it was only left for <strong>the</strong> championship<br />
to fizzle out at Vallelunga, where <strong>the</strong>re was ano<strong>the</strong>r<br />
<strong>in</strong>different field, most of it not eligible for championship<br />
po<strong>in</strong>ts anyway. March sent <strong>the</strong>ir Oxford built Ml and<br />
Lancia fielded two works Montecarlos for <strong>the</strong> first time,<br />
but nei<strong>the</strong>r was it luck. The BMW crashed, this time<br />
because of brake failure, one Lancia suffered gearbox<br />
failure and <strong>the</strong> o<strong>the</strong>r went out with serious overheat<strong>in</strong>g<br />
At <strong>the</strong> end of six hours, Group 6 mach<strong>in</strong>es flled <strong>the</strong> top<br />
six positions, with Leila Lombardi aril Giorgio Francia<br />
shar<strong>in</strong>g first place <strong>in</strong> a works Osella-BMW PA7, ahead<br />
of two o<strong>the</strong>r 2-litre Osellas and a Chrysler eng<strong>in</strong>ed<br />
Chevron B36. It was a dreary end to a generally dreary<br />
championship, and it was really of only academic<br />
<strong>in</strong>terest that Porsche (naturally) took <strong>the</strong> FISA title with<br />
120 po<strong>in</strong>ts to Lancia’s 50, BMW’s 38 and Ford’s 30. One<br />
can only hope this com<strong>in</strong>g <strong>year</strong> sees a revival of <strong>the</strong><br />
series, but it seel unlikely <strong>in</strong> view of Porsche’s virtual<br />
abandonment of Group 5 rac<strong>in</strong>g. Lancia will run two<br />
works Montecarlos, ,and March <strong>the</strong>ir quasi-works M1<br />
but o<strong>the</strong>rwise prospects are even dimmer than a <strong>year</strong><br />
ago. — J.C.T.
FORMULA ONE TREND<br />
OF DESIGN<br />
Steer<strong>in</strong>g Gear<br />
THE FORMULA ONE designers are unanimous on one<br />
design feature, and that is <strong>the</strong> use of an enclosed rackand-p<strong>in</strong>ion<br />
steer<strong>in</strong>g gear. Apart from be<strong>in</strong>g mechanically<br />
efficient this mechanism fits neatly <strong>in</strong>to <strong>the</strong> front end<br />
layout of a s<strong>in</strong>gle-seater rac<strong>in</strong>g car. In <strong>the</strong> position and<br />
mount<strong>in</strong>g of <strong>the</strong> steer<strong>in</strong>g rack <strong>the</strong>re is some difference of<br />
op<strong>in</strong>ion; while one designer mounts it beh<strong>in</strong>d <strong>the</strong> centrel<strong>in</strong>e<br />
between <strong>the</strong> front wheels, ano<strong>the</strong>r mounts it ahead<br />
of <strong>the</strong> centre-l<strong>in</strong>e. and while this divergence of op<strong>in</strong>ion<br />
is sometimes due to <strong>in</strong>dividual ideas on geometry, more<br />
often than not it is a question of space requirements.<br />
Most of those who mount it beh<strong>in</strong>d <strong>the</strong> centre-l<strong>in</strong>e,<br />
like Lotus, Tyrrell. Williams and Arrows, have <strong>the</strong><br />
rack runn<strong>in</strong>g across <strong>the</strong> monocoque above <strong>the</strong> driver’s<br />
knees, and <strong>the</strong> short track-rods at each end of <strong>the</strong> rack<br />
lie directly beh<strong>in</strong>d and <strong>in</strong> l<strong>in</strong>e with <strong>the</strong> upper suspension<br />
members. Ligier and McLaren have <strong>the</strong>ir rack mounted<br />
a bit lower, with <strong>the</strong> track-rods <strong>in</strong> <strong>the</strong> air stream between<br />
<strong>the</strong> upper and lower suspension members. Ferrari strikes<br />
an <strong>in</strong>dividual note <strong>in</strong> hav<strong>in</strong>g <strong>the</strong> rack mounted on <strong>the</strong><br />
floor of <strong>the</strong> cockpit, under <strong>the</strong> driver’s knees, but beh<strong>in</strong>d<br />
<strong>the</strong> suspension centre-l<strong>in</strong>e. The track-rods lie between<br />
<strong>the</strong> suspension members, and near to <strong>the</strong> lower ones.<br />
Brabham and Renault are agreed that <strong>the</strong> steer<strong>in</strong>g<br />
rack should be mounted ahead of <strong>the</strong> front suspension<br />
assembly centre-l<strong>in</strong>e, and both designs have <strong>the</strong> trackrods<br />
<strong>in</strong> front and level with <strong>the</strong> upper suspension<br />
members. In all cases <strong>the</strong> rack hous<strong>in</strong>g is clamped to <strong>the</strong><br />
monocoque and does noth<strong>in</strong>g else than steer <strong>the</strong> car. but<br />
Tony Southgate used a novel layout on <strong>the</strong> last Shadow<br />
design he did, where he used <strong>the</strong> steer<strong>in</strong>g rack cast<strong>in</strong>g<br />
to carry lugs from which <strong>the</strong> upper front suspension<br />
members were hung. When he left Shadow to start <strong>the</strong><br />
Arrows team this was one of <strong>the</strong> design features he took<br />
with him and used on <strong>the</strong> Al Arrows, and it was part<br />
of <strong>the</strong> lawsuit between Shadow and Arrows, which<br />
Shadow won. so <strong>the</strong> Arrows A2 design featured a more<br />
conventional unstressed rack assembly.<br />
The mechanism for jo<strong>in</strong><strong>in</strong>g <strong>the</strong> steer<strong>in</strong>g wheel to <strong>the</strong><br />
rack-and-p<strong>in</strong>ion varies accord<strong>in</strong>g to <strong>the</strong> space available,<br />
<strong>the</strong> driv<strong>in</strong>g position required and <strong>the</strong> location of <strong>the</strong><br />
rack. Lotus use 3 short, straight steer<strong>in</strong>g column runn<strong>in</strong>g<br />
direct from <strong>the</strong> wheel to <strong>the</strong> rack, with a spl<strong>in</strong>ed muff<br />
jo<strong>in</strong>t between <strong>the</strong> column and <strong>the</strong> p<strong>in</strong>ion shaft. Ligier and<br />
McLaren use a short column runn<strong>in</strong>g to a universal jo<strong>in</strong>t<br />
and <strong>the</strong>n ano<strong>the</strong>r short shaft <strong>in</strong>to <strong>the</strong> p<strong>in</strong>ion hous<strong>in</strong>g.<br />
The Arrows A2 uses a similar layout, with a mere stub<br />
of shaft out of <strong>the</strong> p<strong>in</strong>ion hous<strong>in</strong>g, Williams use a similar<br />
layout to <strong>the</strong> Lotus. Brabham use a short column from <strong>the</strong><br />
steer<strong>in</strong>g wheel to a universal jo<strong>in</strong>t and <strong>the</strong>n ano<strong>the</strong>r shaft<br />
runn<strong>in</strong>g downwards, at an angle to <strong>the</strong> primary column,<br />
and <strong>in</strong>to <strong>the</strong> forward mounted rack and p<strong>in</strong>ion Renault<br />
use two universal jo<strong>in</strong>ts <strong>in</strong> <strong>the</strong>ir steer<strong>in</strong>g column, one<br />
beh<strong>in</strong>d <strong>the</strong> <strong>in</strong>strument panel which allows <strong>the</strong> secondary<br />
shall to run downwards and <strong>the</strong> second one directly onto<br />
<strong>the</strong> p<strong>in</strong>ion hous<strong>in</strong>g.<br />
On <strong>the</strong> Ferrari <strong>the</strong>re is a very short primary column<br />
to a universal jo<strong>in</strong>t beh<strong>in</strong>d <strong>the</strong> <strong>in</strong>strument panel and<br />
<strong>the</strong>n a secondary column runn<strong>in</strong>g downwards almost<br />
vertically <strong>in</strong>to <strong>the</strong> p<strong>in</strong>ion hous<strong>in</strong>g under <strong>the</strong> floor. This<br />
secondary column is <strong>in</strong> <strong>the</strong> cockpit and <strong>the</strong> driver sits<br />
with his legs on each side of it, <strong>the</strong> column be<strong>in</strong>g virtually<br />
between his knees.<br />
Most of <strong>the</strong> designers use a proprietary steer<strong>in</strong>g<br />
wheel of about ten <strong>in</strong>ches diameter with a heavily<br />
padded rim and three spokes, and many of <strong>the</strong>m are<br />
quickly detachable by means of a clamp or lock<strong>in</strong>g p<strong>in</strong>.<br />
This is done ei<strong>the</strong>r to allow easy <strong>in</strong>gress, or easy egress <strong>in</strong><br />
<strong>the</strong> case of an accident. It has on occasion proved a mixed<br />
bless<strong>in</strong>g, as for example when a driver sp<strong>in</strong>s off <strong>in</strong>to <strong>the</strong><br />
rough and out of a race and detaches <strong>the</strong> wheel to get<br />
out and does not bo<strong>the</strong>r to put it back on aga<strong>in</strong>. When<br />
<strong>the</strong> mechanics collect <strong>the</strong> car after <strong>the</strong> race <strong>the</strong> wheel<br />
has gone, whisked away by a light-f<strong>in</strong>gered spectator.<br />
Push<strong>in</strong>g a rac<strong>in</strong>g car back to <strong>the</strong> paddock without a<br />
steer<strong>in</strong>g wheel is a tiresome bus<strong>in</strong>ess, for which <strong>the</strong><br />
driver gets no thanks. The thoughtful driver br<strong>in</strong>gs <strong>the</strong><br />
wheel with him back to <strong>the</strong> pits. — D.S.J.
RACING CAR<br />
DEVELOPMENT<br />
FEW PEOPLE with a rac<strong>in</strong>g car arc satisfied with its<br />
performance, <strong>the</strong>y always want more; more acceleration,<br />
more brak<strong>in</strong>g, more speed, which after all is all part of<br />
rac<strong>in</strong>g. The rac<strong>in</strong>g driver, designer or eng<strong>in</strong>eer is never<br />
satisfied, he is always striv<strong>in</strong>g to improve. S<strong>in</strong>ce <strong>the</strong><br />
“bolt-toge<strong>the</strong>r” concept came <strong>in</strong>to be<strong>in</strong>g, personified<br />
and accelerated by <strong>the</strong> Lotus 49 <strong>in</strong> 1967. it has not been<br />
too difficult to assemble rac<strong>in</strong>g cars, and ra<strong>the</strong>r than<br />
make major changes people have built new cars <strong>in</strong> <strong>the</strong>ir<br />
entirety. Before that it was generally a case of mak<strong>in</strong>g a<br />
new rac<strong>in</strong>g car out of <strong>the</strong> best parts of an old one, ei<strong>the</strong>r<br />
past its prime, or at <strong>the</strong> limit of its development. The<br />
special builder is <strong>the</strong> genius at this sort of th<strong>in</strong>g and by its<br />
very nature a “one-off” special is never f<strong>in</strong>ished; from <strong>the</strong><br />
moment <strong>the</strong> wheels turn <strong>the</strong> builder will have thought of<br />
an improvement.<br />
Over <strong>the</strong> <strong>year</strong>s <strong>the</strong>re have been a number of rac<strong>in</strong>g<br />
cars that underwent such a major development that<br />
<strong>the</strong> orig<strong>in</strong>al car has been destroyed for all time, and <strong>the</strong><br />
series of features start<strong>in</strong>g with this issue shows some<br />
of <strong>the</strong> more <strong>in</strong>terest<strong>in</strong>g ones. It will also serve to nudge<br />
<strong>the</strong> “restorers and rebuilders” who have developed<br />
a remarkable faculty for “f<strong>in</strong>d<strong>in</strong>g” long lost historic<br />
rac<strong>in</strong>g cars. The orig<strong>in</strong>al cars depicted <strong>in</strong> this series have<br />
been destroyed or altered beyond all reclaim, unless<br />
everyth<strong>in</strong>g is made new, and if anyone produces a car<br />
said to be one of <strong>the</strong>se we shall know it for what it is; a<br />
fake, a replica, or a resurrection, call it what you will.<br />
Today, old rac<strong>in</strong>g cars are considered to be worth a<br />
lot of money and <strong>the</strong>re are many people, well-mean<strong>in</strong>g or<br />
avaricious, who are produc<strong>in</strong>g old rac<strong>in</strong>g cars that ei<strong>the</strong>r<br />
never existed or at best have been destroyed. Examples<br />
of Maserati 250F, Type 35 Bugatti, Ferrari D<strong>in</strong>o 246. ERA<br />
and Alfa Romeo are among <strong>the</strong> “illegitimate”, which is<br />
to say <strong>the</strong>y are apparent historic entities, but <strong>in</strong> fact have<br />
no genu<strong>in</strong>e parenthood. That <strong>the</strong>y exist now, you cannot<br />
deny, but at best <strong>the</strong>y were conceived “on <strong>the</strong> wrong side<br />
of <strong>the</strong> blanket”.<br />
It is to be hoped that no-one will be naive enough<br />
to claim <strong>the</strong>y have found any of <strong>the</strong> cars <strong>in</strong> <strong>the</strong> upper of<br />
our two photographs <strong>in</strong> this series. We have a long list of<br />
cars for <strong>the</strong> series, but would be <strong>in</strong>terested to hear from<br />
readers of any cars <strong>the</strong>y th<strong>in</strong>k might not be <strong>in</strong> our list.<br />
In 1935 Chris Staniland acquired <strong>the</strong> Monoposto<br />
Tipo B Alfa Romeo number 5003 from Raymond<br />
Sommer, after <strong>the</strong> Frenchman had driven it <strong>in</strong> <strong>the</strong><br />
Don<strong>in</strong>gton Grand Prix of that <strong>year</strong>. It was blue at <strong>the</strong><br />
time and Sommer had bought it trom <strong>the</strong> Scuderia<br />
Ferrari, it be<strong>in</strong>g one of <strong>the</strong> orig<strong>in</strong>al 1932 Alfa Romeo<br />
factory team cars. Alter rac<strong>in</strong>g it <strong>in</strong> British events <strong>in</strong><br />
1936 and 1937. Staniland realised it was becom<strong>in</strong>g<br />
outdated, though <strong>the</strong> eng<strong>in</strong>e was still very competitive,<br />
especially <strong>in</strong> British handicap races, so a major rebuild<br />
and design was undertaken by J. S. Worters with <strong>the</strong><br />
back<strong>in</strong>g of W. C. Deveraux of Lockheed, and <strong>the</strong> result<br />
was renamed <strong>the</strong> Multi-Union, as a play on <strong>the</strong> name<br />
of <strong>the</strong> German Auto-Union which was very much to<br />
<strong>the</strong> fore <strong>in</strong> those days.<br />
Staniland raced <strong>the</strong> Multi-Union dur<strong>in</strong>g 1938 and<br />
before <strong>the</strong> 1939 season it underwent ano<strong>the</strong>r major<br />
rebuild and became <strong>the</strong> Multi-Union II, <strong>in</strong> which form it<br />
still exists. The orig<strong>in</strong>al Alfa Romeo front axle assembly<br />
mounted on leaf spr<strong>in</strong>gs was changed for a proprietary<br />
Italian <strong>in</strong>dependent layout known as Tecnauto which<br />
used coil spr<strong>in</strong>gs <strong>in</strong> twist with trail<strong>in</strong>g arm geometry.<br />
The Alfa Romeo rear axle, with its tw<strong>in</strong> torque tubes and<br />
tw<strong>in</strong> propeller shafts, was reta<strong>in</strong>ed but <strong>the</strong> half-elliptic<br />
spr<strong>in</strong>gs were replaced by coil spr<strong>in</strong>gs and <strong>the</strong> axle was<br />
located laterally by a Panhard rod. A completely new<br />
supercharger and <strong>in</strong>let manifold layout was made, new<br />
oil and water radiators, new tanks, a new body and <strong>the</strong><br />
rod-operated brakes were replaced by new Lockheed<br />
hydraulics, with new drums, back plates and shoes. The<br />
three-speed gearbox was changed for a new <strong>four</strong>-speed<br />
unit. Of <strong>the</strong> orig<strong>in</strong>al Monoposto Alfa Romeo <strong>the</strong> chassis<br />
side rails rema<strong>in</strong>ed, <strong>the</strong> rear axle, <strong>the</strong> eng<strong>in</strong>e and <strong>the</strong><br />
steer<strong>in</strong>g gear. — D. S. J.<br />
Br<strong>in</strong>g<strong>in</strong>g Back <strong>the</strong> Rudge<br />
RUDGE, one of <strong>the</strong> great names of motorcycl<strong>in</strong>g, is<br />
to reappear on a new motorcycle alter a gap of about<br />
forty <strong>year</strong>s.<br />
The prototype, a rac<strong>in</strong>g mach<strong>in</strong>e to be completed<br />
early this <strong>year</strong>, will be a 500 c.c. s<strong>in</strong>gle-cyl<strong>in</strong>der <strong>four</strong>stroke<br />
with a <strong>four</strong>-valve head, <strong>in</strong> true Rudge tradition. A<br />
road version will follow, along with a 50 c.c. Road Racer<br />
The men beh<strong>in</strong>d Rudge Motorcycles Ltd. are<br />
Mike Cook, a rac<strong>in</strong>g motorcyclist for many <strong>year</strong>s and<br />
responsible lor <strong>the</strong> 50 c.c Road Rac<strong>in</strong>g Association, and<br />
Ron Gardner, familiar <strong>in</strong> <strong>the</strong> motorcycle world for his<br />
connections with <strong>the</strong> Gardner Carburetter Co. and <strong>the</strong><br />
Ron Gardner Rac<strong>in</strong>g Team. Both men are <strong>in</strong>volved with<br />
plastic and mach<strong>in</strong>e tools and <strong>the</strong> Rudge Co. will be part<br />
of Cook’s firm C.K. Consultants (Plastics) Groups <strong>in</strong><br />
Welwyn Garden City<br />
Could <strong>the</strong> re-appearance of this famous name<br />
start a turnabout <strong>in</strong> <strong>the</strong> dreadful fortunes of <strong>the</strong> British<br />
motorcycle <strong>in</strong>dustry?<br />
• The official SMM&T Motor Show will be held <strong>in</strong><br />
<strong>the</strong> Birm<strong>in</strong>gham NEC site “for at least <strong>the</strong> next decade”,<br />
accord<strong>in</strong>g to <strong>the</strong> SMM&T A new 10.000 square metre hall<br />
is to provide much-needed extra space lor <strong>the</strong> biennial<br />
exhibition, which next takes place from October I7th-<br />
26th. <strong>1980</strong>.<br />
• Vauxhall say that <strong>the</strong>ir styl<strong>in</strong>g exercise on a<br />
Chevette that features 0.25”-0.5” thick rubber skirt<strong>in</strong>g all<br />
round, shows up well <strong>in</strong> w<strong>in</strong>d tunnel tests. Compared<br />
to a production 1.256 c.c. Chevette a massive 20.42%<br />
reduction <strong>in</strong> aerodynamic drag is reported. Even aga<strong>in</strong>st<br />
<strong>the</strong> front and rear spoiler-equipped HS2300 a 12.14%<br />
improvement was measured. This was us<strong>in</strong>g 3.25” deep<br />
skirts, now on sale through DTV Sportparts, but with <strong>the</strong><br />
ra<strong>the</strong>r impractical 6” depth fitted for fur<strong>the</strong>r tests even<br />
better results were recorded, Perhaps you could f<strong>in</strong>ance<br />
<strong>the</strong> <strong>in</strong>evitable <strong>in</strong>crease <strong>in</strong> skirt wear and tear by charg<strong>in</strong>g<br />
local councils a road sweep<strong>in</strong>g fee?
LOMBARD RAC RALLY<br />
OF GREAT BRITAIN<br />
RALLY REVIEW<br />
STATISTICS, it is said, can be made to prove anyth<strong>in</strong>g, but<br />
he would be a very clever statistician <strong>in</strong>deed who could<br />
produce figures, with anyth<strong>in</strong>g approach<strong>in</strong>g accuracy,<br />
to give a measure of <strong>the</strong> massive spectator attendance<br />
around <strong>the</strong> route of November’s Lombard RAC Rally<br />
of Great Brita<strong>in</strong>. Vast crowds turned up everywhere, at<br />
special stages, service areas, time controls and even at<br />
roundabouts and crossroads on comparatively dull parts<br />
of <strong>the</strong> route where cars were likely to do no more than<br />
slow down or stop briefly.<br />
Service areas were thronged with people anxious<br />
to watch amaz<strong>in</strong>g feats of mechanical <strong>in</strong>genuity, whilst<br />
special stages were often l<strong>in</strong>ed by spectators along <strong>the</strong>ir<br />
entire lengths, all eager to see what is undoubtedly <strong>the</strong><br />
f<strong>in</strong>est display of high speed driv<strong>in</strong>g on loose-surfaced<br />
roads that could be envisaged.<br />
Attendance estimates have run <strong>in</strong>to millions<br />
and, hav<strong>in</strong>g been associated with <strong>the</strong> event <strong>in</strong> various<br />
capacities over many <strong>year</strong>s, we consider that, if anyth<strong>in</strong>g,<br />
<strong>the</strong>y err on <strong>the</strong> conservative side. The editor went out<br />
to see a forest stage <strong>in</strong> Wales and got himself so snarled<br />
up <strong>in</strong> a vastly over-populated and under-sized park<strong>in</strong>g<br />
area <strong>in</strong> Radnor fores that we doubt whe<strong>the</strong>r he will want<br />
to repeat <strong>the</strong> experience, whilst a straight-faced D.S.J,<br />
attempted an estimate of attendance by a head count<br />
on <strong>the</strong> photograph on this page and some extremely<br />
empirical multiplication.<br />
This splendid event, toge<strong>the</strong>r with its overtures<br />
and f<strong>in</strong>ale, spans close on a week and puts a f<strong>in</strong>e,<br />
mobile spectacle right under <strong>the</strong> gaze of those who<br />
choose to go out to see — and many of <strong>the</strong>m brave<br />
fog, ice and ram to stand on bleak Yorkshire moors or<br />
w<strong>in</strong>dswept Welsh mounta<strong>in</strong>sides to do just that, even<br />
m <strong>the</strong> middle of <strong>the</strong> night.<br />
Forest stages are far more excit<strong>in</strong>g and have<br />
considerably more atmosphere than those on <strong>the</strong><br />
somewhat artificial roads of private estates and parks,<br />
but it is regrettable that <strong>the</strong> former have noth<strong>in</strong>g like <strong>the</strong><br />
available park<strong>in</strong>g spaces of <strong>the</strong> latter. In recent <strong>year</strong>s this<br />
has prompted <strong>the</strong> organisers not to disclose to <strong>the</strong> public<br />
<strong>the</strong> locations of most of <strong>the</strong> forest stages. Their motives<br />
were sensible, for no-one would thank <strong>the</strong>m lor allow<strong>in</strong>g<br />
traffic jams and <strong>in</strong>discrim<strong>in</strong>ate park<strong>in</strong>g to disrupt <strong>the</strong><br />
progress of competitors who, after all, are <strong>the</strong> people <strong>the</strong><br />
spectators want to see, hut this selective funnell<strong>in</strong>g of<br />
spectators <strong>in</strong>to just some of <strong>the</strong> available places has itself<br />
created congestion. Mak<strong>in</strong>g more such places known to<br />
<strong>the</strong> public would lessen <strong>the</strong> con¬centration by spread<strong>in</strong>g<br />
<strong>the</strong> spectators out a little more. It would certa<strong>in</strong>ly not<br />
attract a greater number of spectators for that reason<br />
alone, for already <strong>the</strong>y travel substantial distances to<br />
watch <strong>the</strong> event, whilst <strong>the</strong> knowledgeable and astute<br />
among <strong>the</strong>m (and <strong>the</strong>re are many thousands) are-able to<br />
f<strong>in</strong>d <strong>the</strong> locations of secret stages and go <strong>the</strong>re to watch,<br />
partly to get away from crowds and partly to witness<br />
what <strong>the</strong>y consider to be <strong>the</strong> best action. Ironically, so<br />
many do this that crowds <strong>in</strong>variably ga<strong>the</strong>r, but at least<br />
<strong>the</strong>y are largely enthusiasts who know exacrly what <strong>the</strong>y<br />
are about.<br />
The rally itself was just <strong>the</strong> k<strong>in</strong>d of contest which has<br />
produced this enviable reputation throughout <strong>the</strong> world.<br />
Indeed, it is an attraction not only for spectators, but for<br />
many competitors from o<strong>the</strong>r countries who, if <strong>the</strong>y are<br />
unable to compete, consider it entirely worthwhile to<br />
come along just to watch. This <strong>year</strong> we met several such<br />
people from Europe and Scand<strong>in</strong>avia, and even from<br />
South Africa.<br />
What is more, <strong>the</strong> event has even become a Mecca<br />
for organisers of o<strong>the</strong>r <strong>in</strong>ternational rallies, all anxious to<br />
publicise <strong>the</strong>ir own events among <strong>the</strong> largest ga<strong>the</strong>r<strong>in</strong>g<br />
of <strong>in</strong>ternational competitors to take place dur<strong>in</strong>g <strong>the</strong><br />
<strong>year</strong>. Meet<strong>in</strong>gs, receptions, film shows and <strong>the</strong> like have<br />
become so numerous <strong>in</strong> <strong>the</strong> few days before <strong>the</strong> start<br />
that it is quite impossible for anyone to visit all of <strong>the</strong>m,<br />
although it is ra<strong>the</strong>r useful that <strong>the</strong> base town of <strong>the</strong> RAG<br />
Rally has become recognised as a distribution po<strong>in</strong>t for<br />
<strong>in</strong>formation concern<strong>in</strong>g o<strong>the</strong>r rallies.<br />
The RAC Rally is considered by manu¬facturers’<br />
teams to be one of <strong>the</strong> big publicity plums of <strong>the</strong> <strong>year</strong>,<br />
along with <strong>the</strong> Safari and, although not now as much<br />
as <strong>in</strong> <strong>the</strong> past, <strong>the</strong> Monte-Carlo Rally. Be<strong>in</strong>g part of <strong>the</strong><br />
World Championship is of secondary importance; what<br />
really matters is <strong>the</strong> event itself, for it generates far more<br />
publicity around <strong>the</strong> world than <strong>the</strong> championship of<br />
which it is part.<br />
S<strong>in</strong>ce 1972 it has always been won by Ford Escorts,<br />
which says much for <strong>the</strong> suitability of those cars for <strong>the</strong><br />
style of “forest rac<strong>in</strong>g” to be found <strong>in</strong> Brita<strong>in</strong>, for <strong>the</strong> skill<br />
and rallymanship of those who drive <strong>the</strong>m, and for <strong>the</strong><br />
dedication and <strong>in</strong>genuity of those who build and service<br />
<strong>the</strong>m. Indeed, so successful have Escorts been <strong>in</strong> Brita<strong>in</strong><br />
(elsewhere too, of course) that it has become as| common<br />
to say that it’s hard to beat <strong>the</strong> Escorts <strong>in</strong> Brita<strong>in</strong> as it has<br />
that it’s hard to beat <strong>the</strong> F<strong>in</strong>ns <strong>in</strong> F<strong>in</strong>land.<br />
Fortunately, <strong>the</strong> event has never become regarded<br />
as an Escort preserve, and manu-facturers o<strong>the</strong>r than<br />
Ford cont<strong>in</strong>ue to make determ<strong>in</strong>ed bids to topple<br />
Boreham from its pedestal. It’s a k<strong>in</strong>d of cha<strong>in</strong> reaction,<br />
<strong>the</strong> more teams who want to challenge Ford, <strong>the</strong> more<br />
popular and competitive <strong>the</strong> event becomes, and that<br />
gives rise to a greater attraction for even more teams.<br />
It was all sparked off <strong>in</strong> <strong>the</strong> first place, of course, by<br />
<strong>the</strong> negotiations of some <strong>twenty</strong> <strong>year</strong>s ago which resulted<br />
<strong>in</strong> <strong>the</strong> roads of Brita<strong>in</strong>’s State Forests becom<strong>in</strong>g available<br />
for use as special stages; superbly eng<strong>in</strong>eered roads,<br />
well founded and cambered, along which it is a positive<br />
delight to drive a car with spirit, determ<strong>in</strong>ation and<br />
precision, or to see one so driven. Drivers, particularly<br />
Scand<strong>in</strong>avians, were quick to realise that British forest<br />
roads were so satisfy<strong>in</strong>g and exhilarat<strong>in</strong>g at high speed,<br />
and as professionalism advanced <strong>in</strong> rally<strong>in</strong>g, so <strong>the</strong><br />
works teams followed <strong>the</strong> paths trodden by <strong>the</strong> men <strong>the</strong>y<br />
had hired to drive for <strong>the</strong>m.<br />
But it has all become very costly, and nowadays <strong>the</strong><br />
Forestry Commission has a stand<strong>in</strong>g charge based on <strong>the</strong><br />
number of starters and <strong>the</strong> distance to be covered which<br />
all rally organisers, from <strong>the</strong> smallest to <strong>the</strong> biggest, must<br />
pay for <strong>the</strong> use of its roads. The RAC Rally, for <strong>in</strong>stance,<br />
with 175 starters, was obliged to pay well over £100 for
every mile of forest road used, and that represents a huge<br />
chunk out of any budget.<br />
The levy is <strong>in</strong>tended as fixed compensation for road<br />
surface damage, and we see no reason why it could not be<br />
dropped <strong>in</strong> lieu of a support<strong>in</strong>g government grant which<br />
rally<strong>in</strong>g, as both a prestigious and <strong>in</strong>come-br<strong>in</strong>g<strong>in</strong>g sport<br />
and a f<strong>in</strong>e shop w<strong>in</strong>dow for British car makers, deserves<br />
so much. Damage to roads must be put right, but this<br />
could so easily be covered by a paper transfer of funds<br />
so that <strong>the</strong> books of <strong>the</strong> Forestry Commission would not<br />
show a loss.<br />
Ford’s challengers this <strong>year</strong> were as numerous as<br />
ever, <strong>in</strong>clud<strong>in</strong>g three o<strong>the</strong>r British makes Vauxhall, Talbot<br />
and Triumph. Even some foreign makes were represented<br />
by British-based dealer consortiums or factory-backed<br />
offshoots The o<strong>the</strong>r works teams were those of Saab,<br />
Datsun, Toyota, Opel, Audi, Lada, Wartburg and Fiat,<br />
<strong>the</strong> latter with both Lancia Autobianchi as well.<br />
The Saab team has been <strong>the</strong> most faithful of<br />
overseas visitors to <strong>the</strong> RAC Rally, and even is <strong>the</strong> quiet<br />
time when <strong>the</strong> attentions of development eng<strong>in</strong>eers<br />
were turn<strong>in</strong>g from <strong>the</strong> 96 V4 to <strong>the</strong> Turbo <strong>the</strong>y always<br />
came. Indeed, s<strong>in</strong>ce Erik Carlsson notched up those three<br />
consecutive two-stroke victories at <strong>the</strong> start of <strong>the</strong> ‘sixties<br />
<strong>in</strong> November out<strong>in</strong>g to <strong>the</strong> British forests has become<br />
almost a tradition <strong>in</strong> Trollhattan.<br />
Although Harry Kallstrom won twice with<br />
Fulvias <strong>in</strong> 1969 and 1970. Lancia has never won with<br />
a Stratos even though <strong>the</strong> team has tried many times.<br />
Many old Lancia loyalties have been smo<strong>the</strong>red by <strong>the</strong><br />
Fiat take-over, but this ambition persisted to such an<br />
extent that one of <strong>the</strong> very few rema<strong>in</strong><strong>in</strong>g Stratos, a<br />
model now officially retired, was taken from beneath<br />
its wraps, refettled and brought over <strong>in</strong> a last ditch<br />
attempt to w<strong>in</strong> an event which has eluded <strong>the</strong>re for<br />
<strong>year</strong>s. Alas, <strong>the</strong>y got no more than fifth, whilst <strong>the</strong><br />
team’s Fiat 131 Abarth f<strong>in</strong>ished even fur<strong>the</strong>r down <strong>the</strong><br />
list. Vauxhall had two Chevettes driven by a Scot and<br />
a F<strong>in</strong>n, Triumph five of <strong>the</strong>ir TR7 V8s driven by two<br />
Englishmen, a Swede, a F<strong>in</strong>n and an American, and<br />
Talbot a lone Sunbeam Lotus driven by Brita<strong>in</strong>’s Tony<br />
Pond, It was a shame that <strong>the</strong> factory entered only one<br />
of <strong>the</strong>se spirited little cars, for it performed so well<br />
that seasoned professionals among o<strong>the</strong>r teams were<br />
heard to remark that it was <strong>the</strong> most significant new<br />
car to appear <strong>in</strong> <strong>in</strong>ternational rallies for quite some<br />
time. Alas, Pond hit ice, slid <strong>in</strong>to a bridge, left <strong>the</strong> road,<br />
overturned and re<strong>in</strong>ed from <strong>the</strong> rally.<br />
Two Datsun Violets came from <strong>the</strong> Milton<br />
Keynes base of Team Datsun Europe, and three Toyota<br />
Celicas from <strong>the</strong> Cologne base of Toyota Team Europe.<br />
It seems that <strong>the</strong>se Japanese factories both feel that<br />
<strong>the</strong> way to operate is to set up an outfit <strong>in</strong> <strong>the</strong> area<br />
where rally<strong>in</strong>g is most concentrated, Europe. Nei<strong>the</strong>r<br />
is actually owned by its factory; <strong>the</strong>y are both separate<br />
entities with contracts to operate on behalf of <strong>the</strong><br />
manufacturers.<br />
An Ascona came from Brita<strong>in</strong>’s Dealer Opel Team,<br />
provid<strong>in</strong>g Brian Culcheth with his last major drive<br />
before giv<strong>in</strong>g up compet<strong>in</strong>g <strong>in</strong> favour of a managerial<br />
post, whilst a Kadett came from <strong>the</strong> dealer consortium <strong>in</strong><br />
Sweden, where such dealer operations first began many<br />
<strong>year</strong>s ago, to be copied <strong>in</strong> many o<strong>the</strong>r countries.<br />
Audi, a company which has been <strong>in</strong>creas<strong>in</strong>g its<br />
rally<strong>in</strong>g activities of late and plans an even greater<br />
<strong>in</strong>crease <strong>in</strong> <strong>the</strong> future, brought three of <strong>the</strong>ir f.w.d. 80s,<br />
whilst <strong>the</strong>re were <strong>the</strong> <strong>in</strong>evitable Ladas from Russia’s<br />
Avtoexport organisation and Wartburgs from East<br />
Germany, <strong>the</strong> only cars now left <strong>in</strong> rally<strong>in</strong>g to herald<br />
<strong>the</strong>ir approach by that characteristic r<strong>in</strong>g-a-d<strong>in</strong>g-dong<br />
sound which, <strong>in</strong> Saab % days, was always likened to a<br />
swarm of bees.<br />
Ford had <strong>the</strong> biggest team of <strong>the</strong> lot with no less<br />
than seven Escorts be<strong>in</strong>g looked after by <strong>the</strong> leapfrogg<strong>in</strong>g<br />
fleet of service vehicles. Such a big team always<br />
presents a headache, for if loo many of <strong>the</strong>m arrive too<br />
close to each o<strong>the</strong>r at a service po<strong>in</strong>t <strong>the</strong> mechanics arc<br />
hard pressed to give each one <strong>the</strong> attention it needs. They<br />
don’t always need attention, of course, but refuell<strong>in</strong>g and<br />
tyre chang<strong>in</strong>g are always necessary, whilst it is better to<br />
spend a few m<strong>in</strong>utes here and <strong>the</strong>re hav<strong>in</strong>g precautionary<br />
checks than to waste a much bigger chunk of time hav<strong>in</strong>g<br />
some broken part replaced.<br />
Servic<strong>in</strong>g is now such a large scale operation for<br />
every team and no doubt every private entrant that<br />
<strong>the</strong> number of vehicles <strong>in</strong>volved is far greater than <strong>the</strong><br />
number of compet<strong>in</strong>g cars. Before such support became<br />
so sophisticated it was possible to stop and have your<br />
car fettled by mechanics at any convenient lay-bay, verge<br />
or forecourt, but when <strong>the</strong> number of support vehicles<br />
began <strong>in</strong>creas<strong>in</strong>g <strong>the</strong> RAC began to regulate such<br />
matters. At first <strong>the</strong>y specified where servic<strong>in</strong>g could not<br />
be carried out, but nowadays <strong>the</strong>y clearly def<strong>in</strong>e where<br />
it can, to <strong>the</strong> exclusion of all o<strong>the</strong>r places except private<br />
premises with <strong>the</strong>ir owners’ permission, and <strong>the</strong>n only<br />
on certa<strong>in</strong> roads.<br />
Teams overcame <strong>the</strong> carly rules by hav<strong>in</strong>g service<br />
cars sitt<strong>in</strong>g just off those parts of <strong>the</strong> official route on<br />
which service was forbidden. They were not on <strong>the</strong><br />
actual route, so <strong>the</strong> rule was not be<strong>in</strong>g broken. Nowadays<br />
<strong>the</strong>re is no such loophole, but that does not stop teams<br />
us<strong>in</strong>g unmarked supervisory cars and support cars<br />
(<strong>the</strong> latter have to be registered with <strong>the</strong> organisers and<br />
display official numbers) to “patrol” sections of <strong>the</strong> route<br />
which are officially forbidden to service cars. If <strong>the</strong>y are<br />
caught actually assist<strong>in</strong>g a compet<strong>in</strong>g car, <strong>the</strong>n that car<br />
can be excluded, but if <strong>the</strong> car is ail<strong>in</strong>g and would retire<br />
anyway if not given immediate attention, <strong>the</strong>n <strong>the</strong> risk is<br />
considered worthwhile.<br />
It can often be quite amus<strong>in</strong>g to watch first<br />
<strong>the</strong> convoy of official service cars travell<strong>in</strong>g to <strong>the</strong>ir<br />
prearranged locations, and <strong>the</strong>n <strong>the</strong> unofficial ones<br />
prowl<strong>in</strong>g around forests exits and lurk<strong>in</strong>g <strong>in</strong> pub car<br />
parks, <strong>the</strong>ir crews endeavour<strong>in</strong>g to appear as nonchalant<br />
as possible whilst all <strong>the</strong> lime <strong>the</strong>ir very presence is lor<br />
a most def<strong>in</strong>ite purpose. They are all l<strong>in</strong>ked by radio, of<br />
course, and some of <strong>the</strong>m now use codewords for <strong>the</strong>ir<br />
positions <strong>in</strong> order not to give anyth<strong>in</strong>g away on a radio<br />
channel which might have listeners o<strong>the</strong>r than those<br />
<strong>in</strong>tended to hear.<br />
Each team has a most <strong>in</strong>volved operation, and it<br />
takes a military strategist to co-ord<strong>in</strong>ate it all efficiently<br />
and to produce written <strong>in</strong>structions for every man<br />
concerned, from team manager to sandwich maker.<br />
When <strong>the</strong>re are so many teams tak<strong>in</strong>g part, each with<br />
<strong>in</strong>tricate plans overlapp<strong>in</strong>g, <strong>the</strong> whole th<strong>in</strong>g becomes a
very complicated cavalcade as it moves <strong>in</strong> leap-frogg<strong>in</strong>g,<br />
meander<strong>in</strong>g groups of formations from one part of <strong>the</strong><br />
country to ano<strong>the</strong>r.<br />
For Ford it was a successful, if somewhat tense<br />
rally almost from <strong>the</strong> start. We say almost, for <strong>the</strong><br />
positions achieved dur<strong>in</strong>g <strong>the</strong> daytime on <strong>the</strong> Sunday,<br />
<strong>the</strong> first day, were little more than academic. The stages<br />
were relatively short, all <strong>in</strong> private parks and estates,<br />
and penalty differentials were so marg<strong>in</strong>al that th<strong>in</strong>gs<br />
changed almost as soon as <strong>the</strong> event got <strong>in</strong>to real forests<br />
<strong>in</strong> Yorkshire.<br />
However, for Bjorn Waldegard. keen to keep his<br />
substantial lead over Hannu Mikkola for <strong>the</strong> title of<br />
World Champion for 1979. that first day was disastrous.<br />
On <strong>the</strong> first stage he ran wide <strong>in</strong>to a ditch, across <strong>the</strong> grass<br />
and over a tree stump w<strong>in</strong>ch did considerable damage to<br />
his rear axle and left rear hub. His time was not so much<br />
greater than those of his rivals, but <strong>the</strong> <strong>in</strong>cident had a<br />
ra<strong>the</strong>r demoralis<strong>in</strong>g effect on his stride and he was never<br />
quite <strong>in</strong> his customary form. Much later <strong>in</strong> <strong>the</strong> event he<br />
went off aga<strong>in</strong>, and even suffered a broken jack as he was<br />
chang<strong>in</strong>g a wheel after a puncture, <strong>the</strong> latter com<strong>in</strong>g just<br />
before <strong>the</strong> long, important stages <strong>in</strong> Kielder Forests. He<br />
started <strong>the</strong>m <strong>in</strong> quite <strong>the</strong> wrong frame of m<strong>in</strong>d, and this<br />
must have contributed to his f<strong>in</strong>ish<strong>in</strong>g position of n<strong>in</strong>th.<br />
In contrast Hannu Mikkola had an untroubled run<br />
from start to f<strong>in</strong>ish, <strong>the</strong> car behav<strong>in</strong>g perfectly and <strong>the</strong><br />
F<strong>in</strong>nish driver always appear<strong>in</strong>g unruffled, perfectly<br />
composed and supremely confident For him and Arne<br />
Hertz it was <strong>the</strong>ir second successive victory <strong>in</strong> <strong>the</strong> RAC<br />
Rally, although Hertz has won it once before, as Stig<br />
Blomqvist’s partner <strong>in</strong> a Saab 96 <strong>in</strong> 1971.<br />
Mikkola’s ten championship po<strong>in</strong>ts br<strong>in</strong>gs him<br />
with<strong>in</strong> strik<strong>in</strong>g distance of Waldegard whose score of<br />
two po<strong>in</strong>ts was his lowest of <strong>the</strong> <strong>year</strong> and could not<br />
even be counted at all s<strong>in</strong>ce it was his eighth score, and<br />
only <strong>the</strong> best seven can count. Waldegard still leads,<br />
of course, but all now depends on <strong>the</strong> outcome of<br />
December’s Bandama Rally <strong>in</strong> <strong>the</strong> Ivory Coast, alas too<br />
late <strong>in</strong> <strong>the</strong> month to be recorded <strong>in</strong> this issue of MOTOR<br />
SPORT. Both will have driven Mercedes 450 SLC for<br />
<strong>the</strong> factory team, and Mikkola needs a high place, with<br />
Waldegard not too close beh<strong>in</strong>d him, <strong>in</strong> order to snatch<br />
<strong>the</strong> title from <strong>the</strong> man who has led <strong>the</strong> series for most<br />
of <strong>the</strong> <strong>year</strong>.<br />
Saab had a tough time, for both <strong>the</strong>ir Turbos were<br />
out <strong>in</strong> <strong>the</strong> first night of <strong>the</strong> rally, hav<strong>in</strong>g had steer<strong>in</strong>g and<br />
drive shaft jo<strong>in</strong>t breakages, a few clouts with trees and<br />
water pump failure. The Stratos, although it did lead<br />
tor a time, had as much trouble as <strong>the</strong> Fiat, but both did<br />
struggle to <strong>the</strong> f<strong>in</strong>ish, Markku Alen do<strong>in</strong>g ra<strong>the</strong>r well<br />
CO recover to fifth place. Leyland, or ra<strong>the</strong>r, BL cars,<br />
had an equally troubled rally, <strong>the</strong> highest of <strong>the</strong>ir TR7s<br />
be<strong>in</strong>g that of Per Eklund who f<strong>in</strong>ished thirteenth. Pentti<br />
Airikkala’s Chevette never sounded right from <strong>the</strong> start,<br />
and its overheat<strong>in</strong>g and low oil pressure was a constant<br />
source of worry that it would expire <strong>in</strong> a cloud of smoke<br />
and steam at any moment. But <strong>the</strong> F<strong>in</strong>n ploughed on.<br />
us<strong>in</strong>g his brakes so little <strong>in</strong> order to compensate for lack<br />
of power that he nudged almost every k<strong>in</strong>d of obstacle<br />
he encountered and f<strong>in</strong>ished with a car which hardly<br />
had an undamaged body panel on it. Amaz<strong>in</strong>gly, he was<br />
eleventh.<br />
Two Toyota Celica’s stopped, one with clutch<br />
failure and both with <strong>in</strong>jection pump troubles, leav<strong>in</strong>g<br />
Tapio Ra<strong>in</strong>io, <strong>the</strong> former Saab F<strong>in</strong>land driver, to f<strong>in</strong>ish<br />
<strong>in</strong> eleventh place. Of <strong>the</strong> two Datsuns one had various<br />
bo<strong>the</strong>rs <strong>in</strong>clud<strong>in</strong>g a roll, but Timo Salonen took his, a Gp<br />
2 car it should be noted, to a f<strong>in</strong>e third place which must<br />
have pleased <strong>the</strong> Tokyo eng<strong>in</strong>eers immensely<br />
The dist<strong>in</strong>ction between Gp 3 and Gp 4 does not<br />
exist <strong>in</strong> <strong>the</strong> RAC Rally, tor <strong>the</strong>se groups are l<strong>in</strong>ked <strong>in</strong> <strong>the</strong><br />
same classes. However, <strong>the</strong> Op 1 cars are always <strong>in</strong>volved<br />
<strong>in</strong> a hot contest and <strong>the</strong> w<strong>in</strong>ner on this occasion was New<br />
Zealander Alan Carter whose Escort RS2000 f<strong>in</strong>ished <strong>in</strong><br />
n<strong>in</strong>eteenth place overall.<br />
We must not forget <strong>the</strong> highest placed British<br />
driver, Russell Brookes who took a commendable second<br />
place after a tussle with Tony Pond ended when <strong>the</strong> latter<br />
driver’s Sunbeam Lotus went off <strong>the</strong> road. Ari Vatanen<br />
had been second <strong>in</strong> his Escort, but dropped a lew places<br />
dur<strong>in</strong>g <strong>the</strong> second leg <strong>in</strong> Wales as a result of book<strong>in</strong>g <strong>in</strong><br />
too early at <strong>the</strong> Machynlleth time control.<br />
It is easy to f<strong>in</strong>d fault with someth<strong>in</strong>g which stands<br />
out <strong>in</strong> <strong>the</strong> public eve. ra<strong>the</strong>r like <strong>the</strong> old say<strong>in</strong>g that<br />
politicians make <strong>the</strong> best Aunt Sallies merely because <strong>the</strong>y<br />
are ready targets, and <strong>in</strong>deed we have done so ourselves.<br />
But we have done so not just to po<strong>in</strong>t out shortcom<strong>in</strong>gs,<br />
more so that <strong>the</strong>se little matters can be put right <strong>in</strong> <strong>the</strong><br />
future. The rally rema<strong>in</strong>s a superb competition and we<br />
commend all those thousands of volunteers who worked<br />
hard to make it possible, and those who tackled <strong>the</strong><br />
enormous adm<strong>in</strong>istration. — G.P.
HISTORIC PREPARATION<br />
UNLIKE today’s Formula One teams, who have to beg<strong>in</strong><br />
preparation for <strong>the</strong> next season as soon as <strong>the</strong> present one<br />
is f<strong>in</strong>ished, those people <strong>in</strong>volved <strong>in</strong> historic car rac<strong>in</strong>g<br />
have a clear period of some months <strong>in</strong> <strong>the</strong> w<strong>in</strong>ter to<br />
prepare for <strong>the</strong> next season. We paid a visit to some of <strong>the</strong><br />
places where historic cars are be<strong>in</strong>g rebuilt or overhauled<br />
<strong>in</strong> read<strong>in</strong>ess for “old car rac<strong>in</strong>g” <strong>in</strong> <strong>1980</strong>, whe<strong>the</strong>r it be<br />
VSCC club events, or sponsored historic championship<br />
rac<strong>in</strong>g, and <strong>the</strong> colour section of photographs shows<br />
some of <strong>the</strong>m.<br />
There never seems to be a shortage of historic cars<br />
for rac<strong>in</strong>g, and as we h<strong>in</strong>ted last month, if you cannot<br />
f<strong>in</strong>d one you can make one and <strong>the</strong>n produce <strong>the</strong> letters,<br />
photographs, race reports and so on afterwards to prove<br />
its au<strong>the</strong>nticity. If you are surrounded by sufficient<br />
unknowledgeable and gullible people and your story<br />
sounds reasonable you have an historic car that isn’t<br />
questioned. It is only if someone starts delv<strong>in</strong>g <strong>in</strong>to <strong>the</strong><br />
past that you are likely to be found out and even than it<br />
is surpris<strong>in</strong>g what a bit of bluff can do. Popular remarks<br />
are “. . . it is one of <strong>the</strong> best documented cars . . .” or “. . .<br />
history was very grey around that period . , .”or”. . . noone<br />
really knows . . .”. Two cars that will be reappear<strong>in</strong>g<br />
<strong>in</strong> rac<strong>in</strong>g <strong>in</strong> <strong>1980</strong> after long sojourns <strong>in</strong> museums are <strong>the</strong><br />
Talbot-Lago and <strong>the</strong> Tipo B “monoposto” Alfa Romeo<br />
illustrated <strong>in</strong> colour on pages 68 and 69.<br />
The 4.5-litre Talbot-Lago Type 26C is number<br />
110007, of <strong>the</strong> l948 series, and was raced by-Louis<br />
Chiron for Paul Vallee’s Ecurie France, w<strong>in</strong>n<strong>in</strong>g <strong>the</strong><br />
1949 French GP. It <strong>the</strong>n went to Australia where Doug<br />
Whiteford raced it and came to England some <strong>year</strong>s<br />
ago. After a time of rest <strong>in</strong> <strong>the</strong> Don<strong>in</strong>gton Collection it<br />
passed through various hands <strong>in</strong> <strong>the</strong> used-car trade until<br />
it went to rest aga<strong>in</strong> <strong>in</strong> <strong>the</strong> Midland Motor Museum <strong>in</strong><br />
Bridgnorth. It has now been bought by Robert Cooper,<br />
of Sw<strong>in</strong>don, who will be rac<strong>in</strong>g it this season. It is hav<strong>in</strong>g<br />
a cheek-over by Nigel Arnold-Forster at Bassett-Down<br />
Eng<strong>in</strong>eer<strong>in</strong>g and among <strong>the</strong> jobs to do is a modification<br />
to <strong>the</strong> cockpit side and <strong>the</strong> steer<strong>in</strong>g column to enable<br />
<strong>the</strong> tall Cooper to get <strong>in</strong> and out more easily. Orig<strong>in</strong>ally<br />
<strong>the</strong>se cars had Solex downdraught carburetters but at<br />
some time <strong>in</strong> its life this one was fitted with horizontal<br />
Weber carburetters.<br />
The Tipo B Alfa Romeo is one of <strong>the</strong> classic<br />
“monoposto” models, so often erroneously called a P3<br />
by casual journalists. This one belongs to Neil Corner<br />
and it has been sitt<strong>in</strong>g <strong>in</strong> <strong>the</strong> Don<strong>in</strong>gton Park rac<strong>in</strong>g<br />
car museum for many <strong>year</strong>s, <strong>in</strong> fact, s<strong>in</strong>ce <strong>the</strong> museum<br />
opened <strong>in</strong> 1973. It is number 5006 and was one of <strong>the</strong> first<br />
batch of cars built <strong>in</strong> 1932, but was uprated to comply<br />
with <strong>the</strong> new Formula rules that came <strong>in</strong>to be<strong>in</strong>g <strong>in</strong><br />
1934. The Scuderia Ferrari, who were runn<strong>in</strong>g <strong>the</strong>se Alfa<br />
Romeos at <strong>the</strong> rime, sold <strong>in</strong> to “Georges Raph” a French<br />
driver and <strong>in</strong> 1938/39 it came to England when it was<br />
bought by Mrs. Jill Thomas It <strong>the</strong>n passed to Anthony<br />
Powys-Lybbe who raced it <strong>in</strong> numerous Irish events<br />
and <strong>the</strong>n it passed <strong>in</strong>to <strong>the</strong> ownership of various VSCC<br />
members. The last time we saw it <strong>in</strong> action was when<br />
Peter Waller drove it for Neil Corner <strong>in</strong> VSCC races <strong>in</strong><br />
1972 so its reappearance <strong>in</strong> <strong>the</strong> hands of Vic Norman will<br />
be most welcome. It is one of <strong>the</strong> most orig<strong>in</strong>al of <strong>the</strong><br />
“monoposto” cars, though <strong>the</strong> eng<strong>in</strong>e had to be rebuilt<br />
us<strong>in</strong>g some sports-car components. It is now hav<strong>in</strong>g<br />
a complete eng<strong>in</strong>e rebuild <strong>in</strong> read<strong>in</strong>ess for <strong>the</strong> com<strong>in</strong>g<br />
season and <strong>the</strong> chassis is seen await<strong>in</strong>g this work to be<br />
done. It carries Scuderia Ferrari emblems on its bonnet<br />
as a legacy of <strong>the</strong> days when it was part of Enzo Ferrari’s<br />
team of Alfa Romeos.<br />
The historic rac<strong>in</strong>g scene should be enlivened this<br />
<strong>year</strong> if we have Cooper’s car rac<strong>in</strong>g aga<strong>in</strong>st <strong>the</strong> Talbot-<br />
Lagos of Paul Grist and Richard Pilk<strong>in</strong>gton <strong>in</strong> <strong>the</strong> postwar<br />
category and Corner’s Alfa Romeo rac<strong>in</strong>g aga<strong>in</strong>st de<br />
Cadenet’s similar car and <strong>the</strong> Maseratis of David Black<br />
and Bill Summers <strong>in</strong> <strong>the</strong> pre-war category.<br />
Although people have built replica Bugattis,<br />
Maseratis, Alfa Romeos. Mercedes-Benz and so forth, no<br />
one has vet produced a replica ERA, though one is said<br />
to be near<strong>in</strong>g completion and ano<strong>the</strong>r is mooted! ERA<br />
history is very well documented and each car’s history<br />
is totally known, <strong>the</strong>re are none of <strong>the</strong> convenient “grey<br />
areas” beloved of <strong>the</strong> restorers. R10B was <strong>the</strong> ERA<br />
bought new by Peter Whitehead <strong>in</strong> 1936 and raced very<br />
regularly by him and Peter Whitehead up to <strong>the</strong> war<br />
<strong>in</strong> 1939. It <strong>the</strong>n passed to Graham Whitehead, Peter’s<br />
half-bro<strong>the</strong>r, who ran it for a number of <strong>year</strong>s. As with<br />
all ERAs it ended up <strong>in</strong> <strong>the</strong> ranks of <strong>the</strong> VSCC and is<br />
now owned by American member Joel F<strong>in</strong>n, who keeps<br />
it <strong>in</strong> England. It is undergo<strong>in</strong>g a total rebuild by Tula<br />
Eng<strong>in</strong>eer<strong>in</strong>g and has been returned to its orig<strong>in</strong>al black<br />
colour, hav<strong>in</strong>g spent many <strong>year</strong>s pa<strong>in</strong>ted dark green.<br />
It was black <strong>in</strong> <strong>the</strong> days of <strong>the</strong> Whitehead Walker<br />
partnership and was notable <strong>in</strong> those days for <strong>the</strong> way<br />
it was cornered on opposite lock with <strong>the</strong> tail well out<br />
of l<strong>in</strong>e and <strong>the</strong> rear wheels sp<strong>in</strong>n<strong>in</strong>g, when Peter Walker<br />
was at <strong>the</strong> controls. As can be seen <strong>in</strong> our photographic<br />
feature <strong>the</strong> chassis and body are f<strong>in</strong>ished and it just<br />
awaits <strong>the</strong> eng<strong>in</strong>e and gearbox.<br />
Among <strong>the</strong> many specialist activities at Bassett-<br />
Down Eng<strong>in</strong>eer<strong>in</strong>g is <strong>the</strong> rebuild<strong>in</strong>g of v<strong>in</strong>tage rac<strong>in</strong>g<br />
eng<strong>in</strong>es and <strong>the</strong> more complex and challeng<strong>in</strong>g <strong>the</strong> more<br />
<strong>the</strong>y seem to like <strong>the</strong>m. One that has just been completed<br />
and is seen ready to be put on <strong>the</strong> dynomometer is <strong>the</strong><br />
1.5-Litre Eldridge-Anzani, dat<strong>in</strong>g from around 1923/4.<br />
Ernest Eldridge, a skilled eng<strong>in</strong>eer of <strong>the</strong> v<strong>in</strong>tage <strong>year</strong>s<br />
built his own Eldndge Special rac<strong>in</strong>g car and evolved<br />
this eng<strong>in</strong>e us<strong>in</strong>g a side-valve 1.5-litre Anzani eng<strong>in</strong>e as<br />
a basis. A tw<strong>in</strong> overhead camshaft layout was devised,<br />
driv<strong>in</strong>g <strong>the</strong> camshafts by roller-cha<strong>in</strong>s from <strong>the</strong> rear of<br />
<strong>the</strong> crankshaft, with an alum<strong>in</strong>ium hous<strong>in</strong>g dove-tail<strong>in</strong>g<br />
neatly <strong>in</strong>to <strong>the</strong> Anzani crankcase The cyl<strong>in</strong>der head<br />
was fitted with two spark<strong>in</strong>g plugs to each cyl<strong>in</strong>der<br />
and <strong>the</strong>se were fired by tw<strong>in</strong> magnetos mounted at <strong>the</strong><br />
front of <strong>the</strong> camshafts. The vertical supercharger at <strong>the</strong><br />
front of <strong>the</strong> eng<strong>in</strong>e was normal Anzani practice, <strong>the</strong><br />
supercharged side-valve eng<strong>in</strong>es giv<strong>in</strong>g a very good<br />
power-to-weight output. The Eldridge tw<strong>in</strong>-cam layout<br />
for this eng<strong>in</strong>e produced a very lively 1.5-litre v<strong>in</strong>tage<br />
rac<strong>in</strong>g eng<strong>in</strong>e. The Eldridge Special itself seems to have<br />
been broken up many <strong>year</strong>s ago and <strong>the</strong> eng<strong>in</strong>e was<br />
<strong>in</strong> a ra<strong>the</strong>r special Frazer Nash chassis some 35 <strong>year</strong>s<br />
ago. The present owner <strong>in</strong>tends to <strong>in</strong>stall it <strong>in</strong> a chassis<br />
built by Parry Thomas <strong>in</strong> <strong>the</strong> v<strong>in</strong>tage <strong>year</strong>s, to concoct a<br />
ra<strong>the</strong>r nice “period-piece”.
Ano<strong>the</strong>r v<strong>in</strong>tage “period-piece” seen <strong>in</strong> <strong>the</strong><br />
background <strong>in</strong> <strong>the</strong> Talbot-Lago photograph is <strong>the</strong><br />
Becquet Special, which Arnold Forster is hop<strong>in</strong>g to get<br />
completed this <strong>year</strong> lor himself. The Frenchman Becquet<br />
built his first special <strong>in</strong> 1920, us<strong>in</strong>g a 1914 Grand Prix<br />
Alda chassis, <strong>in</strong>to which he put a V8 Hispano-Suiza<br />
aero-eng<strong>in</strong>e of 1918/1919. This very compact and light<br />
aeroplane eng<strong>in</strong>e had a shaft-driven overhead camshaft<br />
to each bank of cyl<strong>in</strong>ders and was of 100 x 150 mm. bore<br />
and stroke giv<strong>in</strong>g 9,427 c.c. Becquet built this special for<br />
French hill-climbs and any free formula races that might<br />
be held.<br />
In 1923 Delage built a 2-litre V12 unsupercharged<br />
car for <strong>the</strong> Grand Prix, but it was not successful and a<br />
totally new design produced for 1924, still us<strong>in</strong>g <strong>the</strong><br />
V12 eng<strong>in</strong>e. In 1925 <strong>the</strong>se cars were supercharged and<br />
became one of <strong>the</strong> landmarks <strong>in</strong> Grand Prix design. The<br />
1923 car was abandoned and <strong>in</strong> 1925 Monsieur Becquet<br />
acquired it. Less eng<strong>in</strong>e, and <strong>in</strong>stalled his V8 Hispano-<br />
Suiza aero-eng<strong>in</strong>e <strong>in</strong> it, throw<strong>in</strong>g away his primitive<br />
1914 chassis. He ran it <strong>in</strong> verious free-formula events,<br />
such as <strong>the</strong> Spanish GP <strong>in</strong> 1926 and <strong>in</strong> French races and<br />
hill-climbs As a Grand Prix Delage <strong>the</strong> car had a rear<br />
fuel tank that formed part of <strong>the</strong> long shapely tail, but<br />
Becquet removed all this and fitted a bolster tank and<br />
crude bodywork around it. The car rested <strong>in</strong> Switzerland<br />
for many <strong>year</strong>s and some time ago was acquired by<br />
Arnold Forster and with it came <strong>the</strong> orig<strong>in</strong>al Delage fuel<br />
tank, so it has not been too difficult, hav<strong>in</strong>g <strong>the</strong> scuttle<br />
and <strong>the</strong> tank to build a new body as near to <strong>the</strong> orig<strong>in</strong>al<br />
Delage one as can be seen by eve Various small parts<br />
were miss<strong>in</strong>g off <strong>the</strong> Hispano-Suiza eng<strong>in</strong>e but ano<strong>the</strong>r<br />
one came to light recently so Bassett-Down Eng<strong>in</strong>eer<strong>in</strong>g<br />
have <strong>the</strong> <strong>in</strong>terest<strong>in</strong>g job of build<strong>in</strong>g up this V8 eng<strong>in</strong>e. It<br />
is wider and slightly bulkier than <strong>the</strong> orig<strong>in</strong>al V12 Delage<br />
eng<strong>in</strong>e, so that <strong>the</strong> cyl<strong>in</strong>der heads protrude from <strong>the</strong> sides<br />
of <strong>the</strong> bonnet, but what is fasc<strong>in</strong>at<strong>in</strong>g is that this 9-litre V8<br />
eng<strong>in</strong>e weighs almost <strong>the</strong> same as <strong>the</strong> 2-litre V12 Delage<br />
eng<strong>in</strong>e. When completed this v<strong>in</strong>tage “period-piece” will<br />
enliven <strong>the</strong> VSCC paddock, even if it doesn’t get as far as<br />
<strong>the</strong>. start<strong>in</strong>g grid.<br />
The expression “... a total strip and rebuild . . .” is<br />
exemplified by Vic Norman’s 250F Maserati shown on<br />
stands <strong>in</strong> his workshop. At <strong>the</strong> time of call<strong>in</strong>g <strong>in</strong> only<br />
needed <strong>the</strong> removal of <strong>the</strong> fuel tank-cum-tail, for <strong>the</strong><br />
space-frame chassis to be laid completely bare. This is<br />
Maserati number 2527, which was <strong>the</strong> first of <strong>the</strong> famous<br />
trio of “lightweight” cars that formed <strong>the</strong> works team<br />
for Fangio, Behra and Schell <strong>in</strong> 1957. The first two cars,<br />
2527 and 2528, were actually completed before <strong>the</strong> end<br />
of 1956 for <strong>the</strong>y were <strong>the</strong>n put on a boat and sent to<br />
South America for <strong>the</strong> Argent<strong>in</strong>e w<strong>in</strong>ter races. The third<br />
car, 2529, was completed later, <strong>in</strong> time for <strong>the</strong> European<br />
season.<br />
These three cars with lightweight chassis frames,<br />
<strong>the</strong> ultimate <strong>in</strong> Maserati drum brakes, five-speed gearbox<br />
and sleek, shapely bodywork are considered to be <strong>the</strong><br />
best 250F Maseratis ever built. After <strong>the</strong>se three Maserati<br />
built some V12-cyl<strong>in</strong>der versions, that were never fully<br />
developed, and <strong>the</strong>n <strong>the</strong> short wheelbase “piccolo” cars,<br />
one of which we illustrated last month, but none of <strong>the</strong>se<br />
were so nicely balanced and forgiv<strong>in</strong>g as <strong>the</strong> trio of 1957<br />
lightweight ears. Norman’s car is hav<strong>in</strong>g a total cleanup<br />
and check-over and <strong>the</strong> gold-pa<strong>in</strong>ted frame is be<strong>in</strong>g<br />
restored to its orig<strong>in</strong>al silver colour, <strong>in</strong> read<strong>in</strong>ess for<br />
ano<strong>the</strong>r season of historic rac<strong>in</strong>g. The second car, 2528, is<br />
owned by Neil Corner, and 2529 is <strong>in</strong> America.<br />
New to <strong>the</strong> historic scene this <strong>year</strong> will be a very<br />
<strong>in</strong>terest<strong>in</strong>g car, photographed at Crossland Eng<strong>in</strong>eer<strong>in</strong>g<br />
<strong>in</strong> Sussex. This is a 1960 Ferrari D<strong>in</strong>o s<strong>in</strong>gle-seater <strong>in</strong>to<br />
which <strong>the</strong> factory <strong>in</strong>stalled a 3-litre V12 sports car eng<strong>in</strong>e<br />
for wealthy New Zealander Pat Hoare. This was done<br />
at <strong>the</strong> end of 1960 for Hoare to use <strong>in</strong> <strong>the</strong> Tasman Races<br />
and <strong>in</strong> <strong>the</strong> recently published book by Doug Nye on <strong>the</strong><br />
complete story of all <strong>the</strong> D<strong>in</strong>o Ferraris this car is illustrated<br />
on page 106. The photograph was taken on October 26th<br />
1960 at <strong>the</strong> Modena autodrome when <strong>the</strong> car was on test.<br />
It was chassis 0007 with which Phil Hill had won <strong>the</strong><br />
Italian GP, us<strong>in</strong>g <strong>the</strong> orig<strong>in</strong>al 2.5-litre V6 eng<strong>in</strong>e, and Nye<br />
gives a complete story on <strong>the</strong> car <strong>in</strong> his excellent book<br />
“D<strong>in</strong>o: The Little Ferrari”. In 1978 Neil Corner acquired<br />
<strong>the</strong> car, by now converted <strong>in</strong>to a sort of road-go<strong>in</strong>g GT<br />
car, and Dick Crossthwaite and his men have put it all<br />
back <strong>in</strong>to pure Tasman s<strong>in</strong>gle-seater form. Fortunately<br />
<strong>the</strong> Kiwi conversion did not destroy much of <strong>the</strong> orig<strong>in</strong>al<br />
car and <strong>the</strong>y kept all <strong>the</strong> body panels and old bits, even<br />
parts of <strong>the</strong> tubular superstructure of <strong>the</strong> chassis around<br />
<strong>the</strong> radiator, so <strong>the</strong> rebuild job has not been as bad as<br />
some. In Corner’s capable hands this <strong>in</strong>terest<strong>in</strong>g car will<br />
be worth see<strong>in</strong>g, especially when he comes up aga<strong>in</strong>st<br />
Willie Green <strong>in</strong> Anthony Bamford’s 2.5-litre V6 D<strong>in</strong>o<br />
Ferrari, that performed so well last season.<br />
Historic car rac<strong>in</strong>g <strong>in</strong> <strong>1980</strong> looks as though it is go<strong>in</strong>g<br />
to be very <strong>in</strong>terest<strong>in</strong>g and while some of <strong>the</strong> entries may<br />
be a bit short on history and a little suspect as to orig<strong>in</strong>s,<br />
we have a hard-core of genu<strong>in</strong>e historic rac<strong>in</strong>g cars that<br />
will give pleasure to everyone, drivers, mechanics and<br />
spectators alike. — D.S.J.
VSCC FROLICS AT<br />
ENSTONE<br />
THIS YEAR <strong>the</strong> VSCC’s December Driv<strong>in</strong>g Tests aga<strong>in</strong><br />
took place on <strong>the</strong> Enstone Airfield Complex near Oxford,<br />
mercifully <strong>in</strong> warmer wea<strong>the</strong>r than <strong>in</strong> 1978. We entered<br />
by a back lane, <strong>the</strong> various frolics to try drivers and cars<br />
laid out on <strong>the</strong> run-ways, over which a glider soared<br />
<strong>in</strong> <strong>the</strong> w<strong>in</strong>ter sky. One wondered whe<strong>the</strong>r <strong>the</strong> cars had<br />
monopolised its land<strong>in</strong>g areas, so that <strong>the</strong> pilot was<br />
hop<strong>in</strong>g for sufficient <strong>the</strong>rmals to last him until <strong>the</strong> last<br />
v<strong>in</strong>tage car had departed. . . .<br />
The entry numbered 46, a substantial two-dozen<br />
down on last <strong>year</strong>’s figure. Oldest car to undertake<br />
<strong>the</strong> ordeal-by-pylon was Reece’s 1911 Renault twoseater,<br />
which puttered happily about on its two 603 cc.<br />
cyl<strong>in</strong>ders. A star attraction, had <strong>the</strong> public been present,<br />
was Ian Young’s ex-MacM<strong>in</strong>nies’ 1918 Morgan Grand<br />
Prix three-wheeler, with side-valve, water-cooled JAP<br />
eng<strong>in</strong>e, an immaculate little car orig<strong>in</strong>al even to its gas<br />
side-lamps and strap-secured one-man hood. It was<br />
driven to <strong>the</strong> venue and had <strong>the</strong> honour to start th<strong>in</strong>gs<br />
roll<strong>in</strong>g, carry<strong>in</strong>g <strong>the</strong> unique competition number “0”,<br />
signify<strong>in</strong>g that <strong>the</strong> Post office had lost Young’s entry.<br />
In this class entries ranged from <strong>the</strong> Renault as <strong>the</strong> only<br />
<strong>four</strong>-wheeled Edwardian to Angela Cherrett who had<br />
wisely come <strong>in</strong> <strong>the</strong> protection of her 1931 <strong>four</strong>-door 1750<br />
Alfa Romeo saloon. In this class, too, Tom Threlfall and<br />
his wife were shar<strong>in</strong>g <strong>the</strong>ir rare 1924 BSA light-car, its<br />
“radiator” completely blanked-off to try to get <strong>the</strong> oil<br />
circulat<strong>in</strong>g <strong>in</strong> <strong>the</strong> air-cooled vee-tw<strong>in</strong> eng<strong>in</strong>e, a crossedguns<br />
mascot rid<strong>in</strong>g high above it all.<br />
The girls had perhaps been attracted by an<br />
<strong>in</strong>novation on <strong>the</strong> part of <strong>the</strong> VSCC, a d<strong>in</strong>ner-dance at<br />
Banbury afterwards. Anyway, Mrs. Harcourt-Smith<br />
was <strong>the</strong>re <strong>in</strong> a nice 12-50 TE Alvis tourer, Janet Giles<br />
was giv<strong>in</strong>g Freddie a day off by conduct<strong>in</strong>g <strong>the</strong>ir TT<br />
Replica Frazer Nash (so ambitiously that she hit a marker<br />
under brak<strong>in</strong>g, at <strong>the</strong> conclusion of <strong>the</strong> third frolic), Mrs.<br />
Costigan was <strong>in</strong> <strong>the</strong> Ulster Aust<strong>in</strong>, Mrs. Hogg was go<strong>in</strong>g<br />
well <strong>in</strong> <strong>the</strong> Edwards’ Ulster Aston Mart<strong>in</strong>, but Mrs. Doey<br />
retired early when <strong>the</strong> cam followers of <strong>the</strong> Coventry-<br />
Climax i.o.e. eng<strong>in</strong>e <strong>in</strong> her 1937 Morgan 4/4 came<br />
unstuck.<br />
Ian Taylor was gett<strong>in</strong>g good results from a wellknown<br />
Aust<strong>in</strong> Seven Chummy, a car <strong>in</strong> decidedly<br />
competition rig, which had arrived <strong>in</strong> an enormous<br />
van, <strong>the</strong> little Renault wore a label read<strong>in</strong>g “This Side<br />
Up — Must Not Be Turned Over”, and it wasn’t, and<br />
we noted that fold-flat w<strong>in</strong>dscreens ranged from that<br />
on <strong>the</strong> Threlfall BSA, stripped of its spare wheel <strong>in</strong> <strong>the</strong><br />
best rac<strong>in</strong>g tradition, to <strong>the</strong> one on Briscoe’s 1933 Alvis<br />
Firefly. Barry Clarke expla<strong>in</strong>ed carefully to us his 1913<br />
S<strong>in</strong>ger, thal <strong>in</strong>spite of its bolster tank, isn’t <strong>the</strong> TT Replica<br />
we thought it was but is simply a very spartan sports<br />
light-car. Peter Harris had forsaken his Bentley lor a<br />
30/98 borrowed from Brenda Rowley but wrong-sided at<br />
one pylon, Tony Jones demonstrated excellent anchorage<br />
<strong>in</strong> his 30/98, and Hill even more so <strong>in</strong> his Morgan 4/4,<br />
which stopped too soon <strong>in</strong> test-3. Marsh was content<br />
with his Oxford-eng<strong>in</strong>ed <strong>four</strong>-speed Morris Sports.<br />
Ano<strong>the</strong>r unpa<strong>in</strong>ted car, with bonnet-rivets as well, was<br />
Swann’s 3-litre Invicta. Horton’s Type 43 Bugatti gave<br />
us <strong>the</strong> au<strong>the</strong>ntic r<strong>in</strong>g of engag<strong>in</strong>g starter-teeth when he<br />
was ready to go, which unnerved <strong>the</strong> stop-watch, so he<br />
was given second stab at test-3, and Ash rode about <strong>in</strong> a<br />
very stark, po<strong>in</strong>ted-tail Alvis 12-50 Special. Nice’s Ulster<br />
Aust<strong>in</strong> was go<strong>in</strong>g well, tail out, as when Di Threlfall<br />
raced it, which caused her husband to pop stronger<br />
valve spr<strong>in</strong>gs <strong>in</strong>to <strong>the</strong>ir Ulster, and Lloyd, chauffeur<strong>in</strong>g<br />
<strong>the</strong> aforesaid Renault, contrived to change-up <strong>in</strong> one of<br />
<strong>the</strong> tests, and <strong>the</strong> Costigan Aust<strong>in</strong> Ulster actually boiled.<br />
It is po<strong>in</strong>tless to try to describe what happened<br />
<strong>in</strong> <strong>the</strong> tests, except that Young bravely pushed his<br />
Morgan backwards when he had to. as no reverse was<br />
provided on this model; <strong>the</strong> eng<strong>in</strong>e was presumably<br />
runn<strong>in</strong>g on Redl<strong>in</strong>e, from a can on <strong>the</strong> runn<strong>in</strong>g-board.<br />
The results must speak for <strong>the</strong>mselves, best performance,<br />
<strong>in</strong>cidentally, be<strong>in</strong>g made by Joseland <strong>in</strong> his Frazer Nash<br />
Fast Tourer, just beat<strong>in</strong>g Hare’s Aust<strong>in</strong> Ulster. — W.B.