Classic and Competition Car 117 June 2020

The 21st Century magazine about cars and motorsport of the past and present

Issue 117 June 2020

Classic and Competition Car Founded 2010

GP Live 2007 Donington Park Loton Park 1982

Longridge circuit

Whittington Street Meet 2019

Contents

Page 5

News.

Page 12 Race from the Past.

Page 20 Aston Martin V12 Speedster

Page 4

Photo of the Month.

Page 24 Circuits of the UK - Longridge

1983 Donington 500 Page 30 Archive Photo of the Month Page 31 This Time Last Year Whittington Street Meet.

Page 49 Ford GT40 Roadster

Page 52 Mazda Centenary

Page 62 British Hill

Climb Championship 1982 Loton Park Front Cover: Katsuaki Kubota Lotus 88B at GP Live, Donington Park 2007 © Motorsport Imagery.

Loton Park 1982 © Simon Wright Longridge Circuit © Peter McFadyen Whittington Street Meet 2019 © Simon Wright.

Classic and Competition Car

Page 38 GP Live 2007 Donington Park

Page 68 Closing Shot

Our Team Simon Wright-Editor. Janet Wright-Staff Photographer.

Independent Freelance contributors in this issue.

Pete Austin, Peter McFadyen, Syd Wall, Plus David Goose & Stuart Yates of Motorsport-Imagery.

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All content is copyright classicandcompetitioncar.com unless otherwise stated. All photographs are copyright and cannot be used for commercial purposes unless by prior approval of the original copyright holder. We try to ensure accurate and truthful reporting but if you spot an error, please contact us and will we verify and correct accordingly. We do not organise any events which are mentioned and we are not responsible if the event does not take place or is cancelled. Please contact the event organiser before making a long trip

Missed an issue.

With no current events to keep you occupied, when not check out some of previous reports and photographs. All our back issues are available to read online or download from our web site at www.classicandcompetitioncar.com Just click on Previous issues on the Menu bar. Over 9 years of previous magazines covering some of the best motorsport action and car shows in the UK.

Classic and Competition Car is published by simonwrightphotos.com High View Drive, Kingswinford, West Midlands DY6 8HT E-mail simonwright57@hotmail.com As well as this magazine, you can follow us on Twitter @classcompcarand join our Facebook Group : Classic and competition car Instagram : Classcompcar Flickr: Classcomp

For future motoring events check out The motoring Diary web site www.themotoringdiary.com We do not organise any events which are mentioned and we are not responsible if the event does not take place or is cancelled. Please contact the event organiser before making a long trip.

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June 2020

To Subscribe for free and be notified when the next issue is published please email simon.wright@classicandcompetitioncar.com To check out our web site with additional photos please visit www.classicandcompetitioncar.com

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Photo of the month

Tom Walkinshaw Racing joined forces with Jaguar in 1982, running the Jaguar XJS in the European Touring Car Championship for 3 years. Tom Walkinshaw, seen here at Donington in 1983, took the European Touring Car title driving the Jaguar XjS in 1984.

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Š Simon Wright

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News

Event Event updates. updates.

Š Janet Wright

Motorsport is back.

Motorsport is set to return at the beginning of July, but not as we know it. Motorsport UK has unveiled plans to bring motorsport back after the enforced layoff due to the Covid-19 pandemic, but initially all events will be run behind closed doors, with no spectators present. Teams will be very limited in the number of team members that can be present and social distancing of 2 metres must be maintained. Marshals shall be limited to a maximum of 2 per post, one in the box and one flag/signaller. Club level race meetings, sprints and hill climbs will start in July, but larger national meetings such as BR+TCC and British GT won’t start until the beginning of August. Unfortunately, with current guidelines on social distancing, Rallying is not possible at present as co-drivers cannot be in the car next to the driver.

Grand Prix racing is due to start their 2020 season in Austria on 5th July 2020, followed by a second race the following weekend at the same venue. Both races will be without spectators.

Shelsley Walsh is planning its first hill climb meeting of the year at the end of July, also behind closed doors.

Due Due to to the the ongoing ongoing pandemic pandemic situation, situation, several more several more events events have have been been cancelled. cancelled.

The The 30 30thth anniversary anniversary Silverstone Silverstone Classic Classic which which was was due due to to take take place at Silverstone place at Silverstone from from the the 31 31stst July July to to nd nd of August 2020 the 2 the 2 of August 2020 has has been been cancelled. cancelled.

The The organisers organisers had had planned to postponed, planned to postponed, but but with with current current restrictions restrictions itit was was felt felt the only option was the only option was to to cancel cancel until until 2021.

2021. The The Practical Practical Classics Classics Classic Classic Car Car & & Restoration Restoration show show has has also been cancelled also been cancelled after after the the show show had had been postponed been postponed until until August.

August.

Š Simon Wright

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Bicester Sunday Scramble date moved again.

© Janet Wright

The Sunday Scramble that had been rescheduled for June from April, has now moved to Sunday 4th October 2020 due to the current pandemic restrictions. Bicester Heritage will now be holding a virtual event on 21st June 2020. The April meeting was moved online and was a huge success, with over 1000 vehicles images ranging from vintage Bugattis to World War 2 tanks, shared by enthusiasts through Bicester Heritage Sunday Scramble Facebook and Instagram channels. Tickets must be purchased in advance, and all tickets purchased for the April and June 2020 scrambles will be valid for the October event.

Historic F1 car could be insured for less than a Ford Sierra.

Hagerty have investigated the cost to run and race a historic Formula 1 car.

Classic and useable F1 cars can now be bought from as little as £200,000 for a 1970s Formula 1 car right up to £6 million for an ex Michael Schumacher Ferrari.

Single seaters from the 1970s to the mid-1990s are amongst the most user-friendly, and an early 1990s Ford Cosworth engine needs a rebuild every 1200 miles with a rebuild costs of around £35,000. The cost of a team running a historic F1 car at a race weekend with two races and practice plus qualifying should be around £10,000. This is significantly less than running a modern GT3 class sports car.

Hagerty experts reckon to insure something like a Benetton B192 could cost as little as £600 a year, less than the cost to insure a Ford Sierra RS500.

© Simon Wright

Celebrating two decades of the Hyundai Santa Fe. Unveiled in 2000 and sold in Europe since 2001 and now in its fourth generation, the Santa Fe marked a milestone in the history of Hyundai, making the company one of the pioneers in the SUV market, and is Hyundai’s longest running model in Europe. It has undergone significant evolution in its design, safety and technology over the years as a flagship of new features. By the end of 2020, Hyundai will launch an enhanced version of the current generation model with new electrified powertrains and major design updates.

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First car off the 12 cylinder line after the lockdown was a Ferrari 812 GTS Spider The first Ferrari Monza SP2 off the production line after the lockdown

Ferrari back to full capacity production.

The first week of May saw Ferrari production at Maranello and Modena gradually return to full production after the Italian lockdown because of the Covid-19 pandemic.

After seven weeks of suspended production, the first car off the Special Series lines was a Ferrari Monza SP2 with a black and grey livery. In the following few days a 812 GTS Spider and a F8 Tributo were among the first cars completed on the 12 and 8 cylinder lines. These three cars are now ready to be delivered to their new owners in the USA, Germany and Australia respectively.

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This Ferrari F8 Tributo was first off the 8 cylinder production line after lockdown.

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Brabham Automotive deliver first BT62.

The first BT62 Competition model has been built and delivered to Horsepower Racing in the UK to compete in this years Britcar Endurance Championship, driven by owner/driver Paul Bailey and Ross Wylie. The company continue to produce the seventy only track and road variants of the BT62 design during the Covid-19 pandemic because of the teams resilience, planning and commitment to maintaining operations across its vertically integrated capabilities in a safe manner, along with a strong engagement with suppliers on continuity planning. The production run is limited to just 70 vehicles hand built to order, enhancing the exclusivity for customers.

This customer engagement is important to Brabham’s philosophy and gives customers the

Classic and Competition Car

chance to visit the facility to fit parts to their car during the build process.

This is similar to how Sir Jack Brabham and Ron Tauranac used to work with customers in the 1960s when Brabham was the largest manufacturer of track cars in the World, producing over 500 vehicles.

The Brabham BT62 Competition uses a naturally aspirated V8 engine, producing 700 hp, connected to a 6 speed sequential drive train. The lightweight chromoly safety cell is surrounded by a carbon fibre body. The chassis is FIA compliant and ready for racing with onboard data and telemetry systems. It comes with lightweight wheels shod with Goodyear slick racing tyres (with wets supplied). For more information visit www.brabhamautomotive.com

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John Peter Wakefield took the win and a further two victories Villoresi on his way to victory on the in France at Albi and Targa Florio in the Maserati 4CL Picarde.

In the second half of the 1930s, the Targa Florio was held at Palermo on a circuit designed within the Favorita Park, over a total of 40 laps.

Villoresi, the pre-race favourite, was first to the chequered flag, setting a new record for the race with an average speed of 142.288 km/h and a lap speed of 147.201 km/h.

Another driver, in his first season, was Alberto Ascari in another Maserati. This was the last race inEurope before 80th Anniversary of Maserati’s Targa Florio the second World War. After the war, the Maserati took victory. more wins, with Villoresi winning the 1946 Nice Grand Prix.

More victories followed for Frenchman Raymond Sommer, To celebrate the 80th anniversary of a fantastic four wins in English driver Reg Parnell and Tazio Nuvolari in 1946 and a row on the Targa Florio course on 23rd May 1940, 1947. In 1948 the 4CL was replaced with the 4CLT which Maserati returned to Siciliy with one of their MC20 featured a new tubular chassis and intake system with a prototypes and drove it round some of the roads where the double-stage turbocharger. historic race took part. The race winner in 1940 was Luigi The MC20 marks (Gigi) Villoresi driving a Maserati Tipo 4CL. the start of a new The 4CL was created in 1939, brainchild of Ernestp era for the Italian Maserati, the youngest of the founding Maserati brothers. It car maker in both was designed to be competitive in the Voiturette class of style and racing. The 4CL was built on the chassis of the 6CM but technology. The with a brand new 1491cc four cylinder engine, with 4 MC20 will be valves per cylinder. This was the first 4 valve Maserati launched in engine. The engine was very advanced for its time, with September and ‘square’ internal dimensions of 78x78mm, which with the uses a new aid of a volumetric turbocharger, developed 220 hp at engine, brimming 8,000 rpm. On the car’s racing debut, Villoresi took pole with innovative position at the 1939 Libyan Grand Prix at Tripoli. It took its technology, built first victory two Grand Prix later in Naples. Englishman

by Maserati.

Maserati MC20 Prototype, Floriopoli 9 June 2020 Grandstands, Sicily Classic and Competition Car

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initial production goal of 200 vehicles per year to 5,824 vehicles in 1960. The next major model

Suzuki tribute to Sir Stirling Moss.

2020 is the 100th Anniversary of Suzuki, which first started in business in 1920 with the manufacture of textile looms.

Initial development of the first Suzuki car began in 1937 but was shelved with the outbreak of the Second World War. The Suzuilight made its debut in 1955 and there was a rapid rise in production of mini vehicles in the 1960s, from an

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was the Suzulight Fronte FEA in March 1963.

Straight after its launch, the Fronte appeared in the first Japanese Grand Prix at Suzuka International Racing Course, taking 1st, 2nd and 4th places in the mini vehicle category.

In August 1968 a driving test was conducted on the Autostrada del Sol to prove the high performance capabilities of the recently launched Fronte SS. Suzuki’s own motorcycle racer Mitsuo

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Ito, the first Japanese rider to win the Isle of Man TT 50cc class in 1963, was joined by famous racing driver Stirling Moss to drive the 462 miles from Milan to Naples. The only speed limits on the road were at certain bends and tunnels, so Moss and Ito arrived at the first transit point in Rome in four hours and twenty seven minutes at an average speed of 77 mph. They then continued to Naples, averaging 75 mph for the entire trip, demonstrating the high performance and endurance of the car with an engine capacity of just 360cc, producing under 25 hp and a kerb weight of only 420 kg.The Fronte SS 360 was a new concept for Suzuki, with rear engine and rear wheel drive with a uniquely rounded body design, known as the ‘coke bottle’ line. This allowed enough interior space to accommodate four passengers in response to increasing demands for family use.

Classic and Competition Car

Louise Aitken-Walker to star at Historic Rally Festival’s Weston Park Stage.

She will drive a Peugeot 205 at the inaugural Historic Rally Festival on the 30th anniversary on becoming the first British Female driver to win a World title, the FIA Ladies World Rally Champion in 1990. Louise returns to Weston Park on the 25th October 2020. Weston Park was a stage from her first Lombard RAC Rally. She began her 14 year rallying career in 1979 and competed for Ford, Peugeot, Nissan and Vauxhall which also included a spell in the British Touring Car Championship in 1989. Her first Lombard RAC Rally was in 1981 driving a Ford Escort RS2000, finishing 19th overall.

For more information see www.historicrallyfestival.com

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Race from the Past.

Donington 500,

Donington Park, 30th April - 1st May 1983

By Simon & Janet Wright

The race winning TWR Jaguar XJS of Martin Brundle, John Fitzpatrick and Enzo Calderari.

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Š Simon Wright

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© Simon Wright

© Janet Wright

Quester won at Monza with Rossi, but only managed 2nd at Donington paired with Heyer in the Schnitzer BMW 635 CSi

Philippe Ménage & PierreAlain Thibaut, in the RAS car won the Div 1 class and finished an excellent 10th overall

The 1983 European Touring Car Championship had started in Italy with the opening round at Monza in March which was won by the Schnitzer BMW 635 CSi of Dieter Quester and Carlo Rossi. This was followed by Vallelunga in April, which was won by the Eggenberger BMW Italia of Helmut Kelleners and Umberto Grano. The 3rd round of the 1983 European Touring Car Championship for Group A cars took place Jeff Allam and Steve round the sweeping curves of Soper shared this TWR Rover Vitesse Donington Park in England at the beginning of May. The race was set to be a fantastic battle between local team Tom Walkinshaw Racing Jaguar XJ-S against the multiple BMW teams for honours in what was definitely a local race for Jaguar. First blood went to

Classic and Competition Car

the Jaguar team, locking out the front row, with British drivers Tom Walkinshaw and Chuck Nicholson on Pole position with a time of 1 minute 18.230 seconds while the second XJ-S of Martin Brundle, John Fitzpatrick and Swiss driver Enzo Calderari was a whole second slower than their sister car. They were over a second faster than the first of the BMW 635 © Janet Wright CSi’s driven by Italian Umberto Grano and German Helmut Kelleners who qualified 3rd.

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After dry qualifying, the race started on a wet track, with rain being the order of the day. With the help of soft wet weather tyres, Walkinshaw soon built up a lead of over seventeen 13

seconds over Kelleners BMW. After the first hour, the lead had grown to forty seconds over Kelleners, with Heyer in 3rd and the second Jaguar of Fitzpatrick in 4th. Kelleners pitted first from the leading group followed by Walkinshaw, who had a long pit stop of 56 seconds. This gave the lead to Heyer in the Schnitzer BMW, while his team mate Stuck, who had taken over the second car from Brun, lost a wheel.

He managed to get back to the pits to continue. Next problem was to the Walkinshaw/Nicholson Jaguar XJ-S that arrived back in the pit lane being pushed by Nicholson as it had run out of fuel. This dropped them out of contention for victory, but the second Jaguar was being driven very quickly by a young Martin Brundle, and the Walkinshaw Jaguar became very wide after un-lapping itself from the Quester BMW. This slowed the BMW and Brundle took the lead, according to German press by passing under a yellow flag. The Schnitzer team did put in a protest which was rejected.

© Janet Wright

Walkinshaw and Nicholson Jaguar XJ-S ahead of Stuck and Brun BMW 635 CSi

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Eggenberger BMW Italia BMW 635 CSi Helmut Kelleners and Umberto Grano

© Simon Wright

After 160 laps of action round the Leicestershire circuit, it was the local hero’s Brundle, Fitzpatrick and adopted ‘Englishman’ Calderari who took the victory in the Jaguar XJ-S. They beat the Team Schnitzer Eterna BMW 635 CSi driven by Austrian Dieter Quester and German Hans Heyer, who were followed by their team mates HansJoachim Stuck from Germany and Walter Brun from Switzerland. Maintaining BMW’s grip on the championship in 4th place was another BMW 635 CSi driven by Czech crew of Zdenek Vojtech and Tomáš Enge. They were the last car to complete the full 160 lap race distance.

Jaguar team boss Tom Walkinshaw and Chuck Nicholson had qualified on Pole position but were classified 5th overall in the other Jaguar XJ-S, 4 laps down at the chequered flag after their earlier problems. In 6th place was the BMW Italia 635 CSi of Italian Carlo Rossi and Swiss driver Marco Vanoli a further lap back.

There were a clutch of cars completing 153 laps. Adding a little variety to the mass of BMWs in the class, the TL

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Alfa GTV6 37 of Giorgio Francia & Marco Micangeli finihsed 14th overall and won the class

© Simon Wright

of 11th placed Votex Team Seikel Audi 80 driven by Austrian Lothar Schörg and German Peter Seikel who were 2nd in class.

The final class winners in 14th overall were the Italian crew of Giorgio Francia and Marco Micangeli in the Luigi Racing Alfa Romeo Alfetta GTV6, who completed 151 laps to win Division 2. They were a lap ahead of the 2nd placed car in the class, the Jolly Club Milano Alfetta GTV6 of Italian Roberto Marazzi, Yugoslavian Dagmar Suster and Giancarlo Naddeo from Italy who were 15th overall. © Simon Wright

Racing AB Volvo 240 Turbo driven by Swedish crew of Thomas Lindström and Stanley Dickens finished 7th. They finished ahead of the Lucky Strike Team BMW 635 CSi of the Belgian crew of Michel Delcourt and Dany Swyssen.

Another local team was the Austin Rover Group Rover Vitesse driven by British drivers Steve Soper and Jeff Allam, which finished 9th. They were just ahead of the class winning Belgian VW Club Volkswagen Scirocco driven by Thibaut and Menage who won Division 1 ahead Audi 80 of Peter Seikel and Lothar Schörg finished 2nd in class and 11th overall

Eggenberger unsponsored BMW 635 Csi of Rossi and Vanoli.

Making it a clean sweep in the class were the other Luigi Racing Alfetta GTV6 of Emilio Zapico from Spain and Maurizo Micangeli from Italy, who were 16th overall and a further lap back.

© Janet Wright

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After the race at Donington, the European Touring Car Championship returned to Italy for the next two rounds at the Autodromo Enna di Pergusa and then Mugello in May. The Enna race was won by Walkinshaw and Nicholson in the Jaguar XJ-S, while Mugello saw the Eggenberger/ BMW Italia BMW 635 CSI of Kelleners and Grano first to 15

© Simon Wright

Les Blackburn and Terry Nichols Ford the flag. June saw races at Capri III 3.0S failed to finish the race.

Brno in the Czech Republic and the Red Bull Ring is Austria. Brno saw Walkinshaw and Nicholson dominate in the Jaguar XJ-S and at the Osterrichring Walkinshaw teamed up with Brundle to take another easy victory, leading a Jaguar 1-2 from Calderari and Pierre Dieudonné in the second car.

July saw the series head to the Nurburgring in Germany where BMW took the top 6 places, headed by the Team Schnitzer Eterna BMW 635 CSi of Quester and Manfred Winkelhock. In 2nd place was the Eggenberger/BMW Italia car of Kelleners and Grano and 3rd place went to Vanoli and Christian Danner, in the second Eggenberger Motorsport BMW 635 CSi. Returning to Austria the following weekend, this time to the Salzburgring, and Walkinshaw took another win, back with Nicholson in a single entry Jaguar XJ-S. The big race of the season was next, the 24 Hours of Spa-Francorchamps in Belgium.

Both Jaguars were back but retired and the victory went to

the Bastos Juma Racing Team BMW 635 CSi of Thierry Tassin, Hans Heyer and Armin Hehne by eight laps. In 2nd was the Team Schnitzer Eterna BMW 635 CSi driven by Quester, Winkelhock and Carlo Rossi who suffered with a slipping clutch towards the end of the race. Taking a fantastic 3rd place was the Austin Rover Group TWR Rover Vitesse of Jeff Allam and Pete Lovett with a little help from Steve Soper. The series returned to the UK in September for the RAC © Simon Wright

Hamish Irvine and David Palmer Mazda RX7 that eventually finished 18th overall.

© Janet Wright

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Tourist Trophy at Silverstone where the Rover Vitesse really came into its own. After a thrilling race that started in the wet, the Hepolite Glacier Racing with Esso Rover Vitesse took the win with Steve Soper and René Metge 16

© Janet Wright

Hans Stuck at the wheel of the 635CSi he shared with Walter Brun and finished 3rd overall.

from France just beating new European Formula 2 Champion Jonathan Palmer and James Weaver in the Autosport & Design BMW 635 CSi and the Hartge Motorsport BMW 635 CSi of Vojtech and Enge in 3rd, all less than 1 second apart at the flag. The final race of the season at Zolder in Belgium saw Kelleners and Grano take a last lap victory in the Eggenberger BMW Italia 635 CSi when the Hartge Jurgen Voigt and Peter Herdick failed to qualify in their VW Golf GTi Motorsport BMW 635 CSi of of local crew Marc Duez, Michel De Deyne and Philippe Haezebrouck almost ran out of fuel on the last lap and dropped to 2nd. At the end of the season, it was Austrian Dieter Quester driving the BMW 635 CSi who won the drivers title

from Walkinshaw in 2nd place and Kelleners in 3rd. The manufacturers award went to Alfa Romeo in Division 2 from 2nd placed Volkswagen in Division 1 and 3rd place went to BMW in Division 3.

The cars that failed to qualify for the main race had their own, shorter, Non-Qualifier race which saw the Alfa Romeo Deutschland Alfetta GTV/6 of Toni Fischhaber and Mario © Simon Wright

© Janet Wright

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Alfa Romeo Deutschland Alfa Romeo GTV of Toni Fischhaber and Mario Ketterer won the non qualifier race

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© Simon Wright

© Janet Wright

The Jolly Club Alfa Romeo Alfetta GTV/6 comprised of Former GP lady driver Lella Lombardi with Giancarlo Naddeo, plus Dagmar Suster and Roberto Marazzi

Ingmar Persson/Per Stureson Volvo 240 Turbo failed to Qualify

Ketterer take victory. They beat the Opel Kadett GT/E of Robert Schumacher and Herman Tilke. A lap down on the winner was the BMW 528i of Brestislav Enge and Milos Bychi in 3rd place, also winning the Division 1 class. The

other two finishers were the Mazda RX-7 of Fritz Müller and Heinz Kühn-Weiss and in 5th position and winning Division 3 was the BMW 635 Csi of Philippe Haezebrouck and Dominique Fornage in 5th.

© Simon Wright

© Simon Wright

The Non-Qualifier race winning Alfetta of Fischhaber and Ketterer spins infront of the Opel Kadett GT E of Robert Schumacher and Herman Tilka finished 2nd in the Non-Qualifiers race

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Bretislav Enge and Milos Bychi failed to qualify in their BMW 528i finished 3rd in the Non-Qualifier race

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© Simon Wright

BMW 635 CSi of Jean-Louis Bos and Jean-Christian Duby failed to finish.

Newman and Sugden Ford Capri III 3.0S failed to finish

Alfa Romeo Alfetta GTV 6 heads down towards the iconic Dunlop Bridge Grace International entered BMW of Frank Sytner and Brian Muir qualified 10th overall but failed to finish the race.

© Janet Wright

Toyota Corolla GT of Patrick Baert failed to qualify

© Simon Wright

© Simon Wright © Janet Wright

© Simon Wright

© Simon Wright

Hartge Motorsport BMW 635 CSi Zdenek Vojtech and Bretislav Enge

TWR Rover Vitesse shared by Eddy Joosen and Pete Lovett.

© Janet Wright

RAS Sport Belgium VW Club VW Scirocco GTi Philippe Menage and Pierre-Alain Thibaut

© janet Wright

Belgium BMW 528i of Willems failed to qualify

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Aston Martin V12 Speedster

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Palmer, the V12 Speedster is an incredible demonstration of the breadth of capability and determination from the ‘Q

by Aston Martin’ team who have created a stunning two seater sports car aimed at our most determined and enthusiastic customers.

The car uses Aston Martin’s latest bonded aluminium architecture, the V12 Speedster utilising elements from both the DBS Superleggera and Vantage models to create its own unique platform. It has independent double wishbone front suspension and a multi-link rear suspension with coil springs and adaptive dampers, offering Sports, Sports+ and Track modes. The car runs on 21 inch forged alloy, centre lock wheels, while braking features carbon ceramic brakes front and rear. The bespoke body is constructed almost entirely of carbon fibre, fitted to the unique chassis. The body design shows clear lineage from the 1959 Le Mans winning DBR1 and the Centenary celebration CC199 Speedster concept from

Aston Martin V12 Speedster.

A limited edition V12 speedster has recently been unveiled at the companies Gaydon headquarters. Only 88 examples of the open two-seater design will be built. Created by the luxury British marques bespoke customisation service ‘Q

by Aston Martin’, it is a true driver’s car which is inspired by the companies rich racing heritage and aeronautical design. The car shown is a conceptual F/A-18 livery.

The car was conceived just over 12 months ago and has undergone an intensive development programme, going from drawing board to production in a relatively short period of time.

According to the Aston Martin President and Group CEO, Dr Andy

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2013. There is also a touch of the 1953 DBS3S in the midsection. The design is also inspired by fighter jets.

Miles Nurnberger, Director of Design at Aston Martin Lagonda, said that the car looks into our past for inspiration. With no roof or windscreen, a big V12 engine, low bodywork, twin humps and a spine separating the driver and passenger and a bold front grill with unique headlights and bonnet nostrils, it has an iconic look.

The interior uses a mix of traditional and modern materials.

Structural satin carbon fibre contrasts with traditional hand crafted saddle leather, chrome and aluminium. To help reduce mass, there is no glovebox, but instead there is a removable leather bag, with additional space under the rear humps for luggage.

The heart of the car is the 5.2 litre Twin-turbo 48 valve all alloy V12

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engine which produces 700 hp and 753 Nm of torque. It is matched to a ZF 8 speed automatic transmission with a limited-slip differential driving the rear wheels. It accelerates from 0-62 mph in just 3.5 seconds and has a limited top speed of 186 mph (300 km/h). The bespoke stainless steel exhaust system with exits centrally into the rear diffuser, gives a rousing, characterful sound, adding to the overall driver experience.

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Only 88 will be built and orders are being taken, with prices starting at ÂŁ765,000 including VAT, with deliveries expected to begin in the first quarter of 2021.

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© Peter McFadyen

Circuits of the UK. Longridge

By Peter McFadyen

Minis and Ford Escorts were popular mounts in Longridge’s Special Saloon Car races but Derek Walker’s Fiat 850, car number 62 on the second row, was often in there with them

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© Peter McFadyen

© Peter McFadyen

Brian Murphy (Jaguar E) and Jon Fletcher (Lotus Elan) were regular visitors to Longridge and enjoyed an excellent and close race at the inaugural meeting in 1973.

Longridge 29 April 1973 saw the first motor race meeting at a remarkable, some say unique, circuit in Lancashire. Unique because it was situated in a disused quarry, Tootle Heights Quarry, at Longridge near Preston. th

Although it had been used for sprints before, the Lancashire Automobile Club (LAC) were the first to organise actual races on the 0.43 mile (0.69 km) circuit which was essentially an oval, a bit squashed in on one side to form what was known as ‘The Esses’. Hairpin bends at each end were labelled Quarry Bend and Weighbridge Corner and joined by Rock Straight, all alluding to the venue’s previous function. From high above the straight, spectators could look down from the sheer cliff to see the whole circuit and, indeed, the amphitheatre setting of the old quarry workings afforded excellent viewing all round.

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At the September 1973 meeting, Kim Mather (BRM P153) leads from the start of the Formule Libre final pursued by John Kent’s FF1600 Royale RP16, Jack Lord’s Lotus 23 Special and David Aukland’s Chevron B18 with its high front wing

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Initially, the circuit’s licence permitted just six cars per race but on such a compact circuit, racing was still fast and furious. Motor cycles and karts also had their own race meetings at Longridge. There was minimal run-off at the two hairpins and elsewhere cars were confined, literally, between a rock and a hard place, Armco barrier lining the inside of the oval to provide a safe haven for officials and the two-storey race control building.

Races were mainly for special saloons, modified sports cars (ModSports) and Formula Ford with the fastest cars usually appearing in the ‘anything goes’ Formule Libre category. At that first meeting in April 1973, Brian Murphy established the lap record in his ModSports Jaguar E-Type with a time of 25.6 seconds, an average speed of 60.5mph, during an enthralling race with John ‘Plastic’ Pearson’s fibreglass-bodied Jaguar XK120. At the July meeting, a day after setting a new saloon car lap record at Oulton Park, Cheshire, Chris Meek driving his Princess Ita-entered Ford Escort in the Special Saloon Cars race lowered that to 25.4 seconds (timing was still by hand-operated stop watch so, unlike today, only reported to a fifth of a second).

The following month, competing in a sprint at Longridge, St Helens driver Kim Mather, whose talent would take him as far as international Formula 2 races, turned a lap in 25.2 seconds. He was driving an ex-F1 BRM P153 (historic racing had not really taken off at this stage) and he brought © Peter McFadyen

At the opening meeting in April 1973, John Kent who had many successes at Longridge leads Stuart Baird and Terry Horrocks round Weighbridge Corner in a Formula Ford race watched by spectators perched high above and, less perilously, around the circuit

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© Peter McFadyen

© Peter McFadyen

Two pre-war Lagondas fight it out in a rare appearance at Longridge of historic cars Alan Stringer from Knaresborough has the winner’s laurels after one of his many successes at Longridge in his Formula Ford Crossle 16F

the same car to the final race meeting of the year on 30 September and, on his way to winning the F. Libre race, set a new lap record in a stunning 23.6s or 65.6mph.

That record would stand for six years until the circuit closed although it was equalled by David Orbell driving a Clubmans Formula Mallock U2 in May 1975 and again by Warren Booth who became a regular winner at Longridge with his F2 Lotus 69. th

In each of Longridge’s first two seasons, LAC had organised all four race meetings and they continued their involvement as they were joined as organisers in 1975 by the Lancashire & Cheshire Car Club. The local Longton & District Motor Club who currently run hill climbs at Loton Park, Shropshire, ran sprints at Longridge as did others including Liverpool MC.

© Peter McFadyen

For 1974, everything having gone well in the opening season, Longridge was permitted to host eight cars per race and later this was further increased to ten cars.

The circuit was very popular

Lancastrian F1 and sports car ace Brian Redman looks pleased with the experience of being driven around Longridge in a pre-war Lagonda Le Mans car

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Stuart McCrudden in car 7 gets little consideration from his team mate in car 37 during the Renault 5 race at the July 1974 meeting sponsored by local Renault agents J.H. Nightingale Ltd. Mike Reid in car number 1 has a grandstand view of the actionStuart McCrudden in car 7 gets little consideration from his team mate in car 37 during the Renault 5 race at the July 1974 meeting sponsored by local Renault agents J.H. Nightingale Ltd. Mike Reid in car number 1 has a grandstand view of the action

with local club racers and the main categories, still FF1600, ModSports, Special Saloons and F Libre, generally raced in a series of heats and finals to accommodate the numbers.

As plans were already advanced for the 1979 racing season, there came the shock news that the quarry had been sold and the site was to be developed as a static caravan site bringing an abrupt end to six years of enjoyable motor sport at this highly individual venue.

Lap record holder Kim Mather in his BRM P153 seen in August 1973

© Peter McFadyen

© Peter McFadyen

Classic and Competition Car

Circuit commentator David Taylor whose Datsun dealership sponsored several of LAC’s meetings at Longridge interviews race winner Joe Applegarth whose Brabham’s windscreen seems to have seen better days

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© Peter McFadyen

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© Peter McFadyen

Peter Jurgens (Austin A40) holds off Colin Flynn’s Mini at Weighbridge Corner in the Special Saloons race which he won in April 1974

© Peter McFadyen

© Peter McFadyen

In September 1975, Mike Hailwood, recovering from a racing accident, came to Longridge to officially unveil paintings of himself which adorned the circuit clubhouse. © Peter McFadyen

Warren Booth (Scott F2, car 85) and Joe Applegarth (Brabham BT30) enjoyed one of their many encounters at the May 1975 meeting. Both were frequent and popular competitors at Longridge

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Manchester DJ Peter Jurgens was a frequent and popular winner in his ex-Peter Cartlidge Austin A40

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Archive Photo of the Month.

By Pete Austin.

Š Pete Austin

Classic and Competition Car

June 2020

"I've just finished reading the new biography of Niki Lauda

by Maurice Hamilton which apart from anything else, gives a good insight into his relationships with the teams he drove for, his team mates and other drivers he competed against. After spells with March, BRM and Ferrari (for whom he won two championships) he joined the Brabham team in 1978. Gordon Murray came up with two innovative concepts with the BT46. Initially this had surface cooling rather than conventional radiators (which didn't work) and the then the infamous 'fan' car which Niki is shown testing here at Brands Hatch.

The car went on to win the 1978 Swedish Grand Prix but was subsequently banned on the grounds that the fan constituted a moveable aerodynamic device although Murray insisted that the primary purpose was cooling!"

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This time last year.

Whittington Street Meet, The Manor House at Whittington, 22nd May 2019

By Simon Wright.

Classic and Competition Car

Š Simon Wright

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This Time Last Year.

A lot has changed in the last 12 months due to the current Covid-19 pandemic, and public gatherings and sporting events are currently prohibited. So we are currently revisiting some of the events we have covered in the past, but with all new photos, never published before in Classic and Competition Car magazine. He hope you enjoy the trip down memory lane.

Held regularly during the summer months, the Street meetings at the Manor House at Whittington near Kidderminster, usually attract a good selection of American vehicles, hot rods and classic cars. Held on Wednesday evenings, the meetings are free to attend on the large open car park, in the middle of the countryside. The lovely

Š Simon Wright

summer weather brought out around forty vehicles, most of which were American and included cars, SUVs and pickups.

Before the advent of the SUV, the Americans really like their Station Wagon, or Estate car. A typical example was a 1957 Mercury Commuter, finished in a two tone pink and white colour scheme, complete with plenty of chrome and fins, typical of the period. Mercury was the entry level premium

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brand for the Ford group and produced the Commuter model from 1957 right through to 1968. The Commuter was the cheapest of the three Mercury full size Station wagons. This car was powered by the 5.2 litre (312 cu in) V8 engine, again the smallest of the four engine sizes available. Š Simon Wright

Showing how designs had become more subdued over ten year period, the 1965 Oldsmobile Vista Cruiser station wagon still had the typical large 5.4 litre Rocket V8 engine. The Vista Cruiser was manufactured from 1964 to 1977 in three different versions. The first and second generations were noted for their fixed glass roof mounted skylights over the second row seating, complete with sun visors. The raised roof continued behind the skylights with lateral glass panels over the rear cargo area and the optional third row of forward facing passenger seats.

The final station wagon of note was a 1966 Pontiac Catalina Station Wagon, with an even bigger 6.4 litre 32

© Simon Wright

easily identified as the majority of models had 4 headlights on the Challenger and only 2 on the Barracuda (except the 1971 Barracuda). This first generation Challenger was built between 1970 and 1974 as a rival to the Mercury Cougar and aimed at the young, affluent buyer. Unfortunately, by the time the Challenger came to the market, sales of Pony cars were starting to decline. Only a total of 165,437 first generation Challengers were sold. The performance model was the R/T (Road/Track) which originally came with the 6.3 litre (383 cu in) which produced 335 hp, fitted to a 3 speed manual transmission. This car was fitted with the optional 7.2 litre V8 engine which produces 390 hp. The R/T also was available as a convertible. The air scoop on the bonnet was not available after 1971.

Not all American cars were Pony cars, some were luxurious engine. This was a third generation model of the Catalina, that was built between 1965 and 1970. The standard model was the 6.4 litre (389 cu in) with twin barrel carburettors, producing 256 hp, with a 3 speed manual transmission.

There was also a 290 hp version with the Turbo Hydramatic transmission.

Moving on to the typical American muscle cars, one of the most striking in appearance is the 1970 Dodge Challenger R/T pony car, complete with 7.2 litre V8 engine. Built using the Chrysler E platform, it shared many components with the Plymouth Barracuda, but the two © Simon Wright could be

Classic and Competition Car

© Simon Wright

saloons, such as the Cadillac Fleetwood Brougham d’Elegance. This model was built between 1977 and 1986 and then continued until 1992 just using the name Brougham. Cadillac used the name Fleetwood as a prefix between 1934 and 1976 on several of its most expensive models, always designated an elevated level of luxury.

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Between 1958 and 1961, the name Brougham was used for its exclusive four door Eldorado models.

© Simon Wright

© Simon Wright

A fine example of American ‘Fins & Chrome’ was the Chevrolet Bel Air. This was a popular model brand for Chevrolet, running from 1950 right through to 1981. The car at Whittington was a very distinctive fourth generation model, built from 1958 through to 1960. For the second time in as many years, the Bel Air was a totally new design that resembled nothing else on the road. The most distinctive feature was the new flat, wing shaped tail-fins. It was 11 inches longer and 3 inches wider than the previous version, making it the longest car in the low-priced range.

The model was available with a range of engines, from a 3.9 litre straight 6 through to a 5.7 litre V8 with a maximum power output of 315 hp. Production of this model was 447,100.

Classic and Competition Car

Showing how aerodynamics have changed car designs over the last few decades, the 1995 Pontiac Trans Am has a much more streamlined shape than previous American cars. The American’s retain their love for large engines, with this powered by a 5.7 litre Chevrolet V8 engine, similar to the engine in the Chevrolet Corvette C4. This is a fourth generation model that was produced between 1993 and 2002. This model included dual airbags, four wheel antilock brakes, rack and pinion power steering and several composite body panels.

The most popular American car in the UK has to be the Ford Mustang. The first generation Mustang was manufactured from March 1964 until 1973 and it basically created a new class of automobile © Simon Wright known as the

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Pony car. It shared its heritage with the Ford Falcon. The yellow car at Whittington was a 1965 model powered by a 4.7 litre V8 engine with a two-barrel carburettor which produced 200 hp. With a 4 barrel Autolite carburettor fitted the power increased to 225 hp. The GT model was introduced as the GT Equipment Package and featured grille-mounted fog lamps, disc brakes and rocker panel stripes. All 1965 Mustangs included adjustable driver and passenger bucket seats, an Am radio and a floor mounted ‘Shifter’ In 1965 over 15,000 Mustangs were built that featured the GT Equipment Group.

Also present was a blue 1968 5 litre Mustang, which was a significant redesign of the original model. The ‘1967’ model was larger than its predecessor so it could accommodate up to a 7 litre V8 engine. Exterior changes included a side scoop, concave tail lights and chrome side ornamentation, and square rear view mirrors. The 1968 model was also the first Mustang to feature 3 point lap and shoulder seat belts instead of the previous lap only belts. Also the FORD name was removed from the bonnet.

© Simon Wright

Classic and Competition Car

© Simon Wright

Another popular vehicle all across America is the pick-up truck. Obviously, these have to be very large and have big engines, some with V8 power-plants. A good example was a 1995 US Army Chevrolet GMT400 C/K series pickup truck with one of the last 6.2 litre diesel engines. This was a fourth generation truck that was in production between 1988 and 2002.

It wasn’t just American cars on display, with several British classic cars making an appearance.

One car that stood out was an immaculate 1964 Ford Cortina Mk1 © Simon Wright

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Deluxe in the iconic red and gold Alan Mann racing colour scheme. It has been modified with a 5 litre 302 Mustang V8 engine complete with a 4 barrel Holly carburettor and a full rebuild. This includes lowered RS2000 leaf springs and a Ford baby atlas axle with a 3.9 diff. The front has Sierra front struts discs and callipers. Other modifications include a Mercedes V8 radiator and twin Range Rover cooling fans. The interior has 220 Rover leather seats, plus new carpets and a re-trimmed dashboard.

An unusual kit car was the Typhoon Mojo. The Mojo was originally a Sylva Mojo from 2002 to 2008 when it passed to Meggt. Then Typhoon Sports Cars from Cambridge, took over manufacturing of the Mojo 2 from 2011.

Unfortunately Typhoon production ceased in 2012. A total of 85 vehicles were built from the three manufacturers of this vehicle.

© Simon Wright

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Ford Model A Hot Rod

Ariel Atom

© Simon Wright

© Simon Wright

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Classic British line-up

© Simon Wright

© Simon Wright

Different approach to Hot Rods, Jago Hot Rod and Ford Model A

© Simon Wright

© Simon Wright

Pontiac Trans Am Kawasaki ZX12R

Apal Porsche Speedster

Chevrolet Camaro

© Simon Wright © Simon Wright

Classic and Competition Car

1950 Ford Hot Rod

© Simon Wright

Plymouth Belvedere II © Simon Wright

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Š Motorsport-Imagery

GP Live 2007

Donington Park

By David Goose of Motorsport Imagery

Hubertus Bahlsen's Arrows A4 leads the field into Redgate corner

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© Motorsport-Imagery

in May each year, even the first years event was almost cancelled with just a couple of days to go. Rumour at the time was that on the afternoon before the event Pink Floyd’s Nick Mason stepped in to support the event financially to ensure the doors opened the following day.

Because of the event uncertainty, an untold number of exhibiting and competing cars did not turn up for the event.

The aim initially was to make GP Live the equivalent to the Goodwood festival but for Grand Prix Cars. © Motorsport-Imagery

Richard Eyre Williams FW08 leads from Aaron Hsu McLaren MP4-1C going round Goddards

GP Live 2007 - Donington Park Billed as a spectacular festival of all things Formula 1, GP Live in its first year promised the world but sadly ended up being a one year wonder. Aimed at being an annual event © Motorsport-Imagery

Andrew Wareing's BRM P261 leads the charge

The weekend was supposed to feature many attractions both on and off the circuit, with the attendance of many motorsport celebrities. Among the many racing stars to attend were Stirling Moss, Mario Andretti, Tony Brooks, Martin Brundle and his son Alex, Michael Ammermuller and Jo Ramirez. Around the paddock displays were planned for both static and demonstration cars but again due to the uncertainty surrounding the event and a clash of dates with other meetings, some cars again were missing, as were other celebrities.

Frits van Eerd, Tyrrell V8

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© Motorsport-Imagery

Mario Andretti, mixed with the crowds over the weekend

Peter Sowerby, Williams FW07C at Donington. Mario Andretti had a one off race in a Williams FW07C at the 1982 US Grand Prix West at Long Beach. He was out of the race after a collision on lap 14.

All this however didn’t detract from the sound of a collection of Grand Prix cars at racing speeds over more than three days at the Leicestershire circuit.

Race action comprised grids from four Grand Prix series, Force and Euroboss from the recent era, and the FIA Historic F1 Championship and Moss Trophy for slightly older cars dating back to the 1950’s at the earliest. Because of the wide range of ages of cars, there were some racing duels through the field, however many races were more demonstration parades at high speed, The sight and sound of such an iconic collection of cars at the Leicestershire circuit was still impressive.

Many of the cars running in the Stirling Moss Trophy, Force and FIA Historic F1 races cans still be seen in the UK at select meetings in 2020 such as the Silverstone Classic, but the EuroBoss cars are rarely seen running competitively in recent years in the UK. Eight races were run over the event, with mostly practising and qualifying on day one, racing on days two and three. The EuroBoss © Motorsport-Imagery

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© Motorsport-Imagery

© Motorsport-Imagery

Abba Kogan's Saudia Williams FW06

Andrea Bahlsen, Tyrrell 008 © Motorsport-Imagery

© Motorsport-Imagery

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Ferrari

June 2020

David White's Cooper Bristol

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© Motorsport-Imagery

© Motorsport-Imagery

Peter Wuensch in the Wolf WR1, ran quick times throughout the weekend

Race winner Klaas Zwart in the EuroBoss Ascari V10

series at the time featured mostly ex Formula 1 cars, such as V8 and V10 powered Benetton’s, Ascari, Reynard, Arrows and Tyrrell, with a limited number of ex-Indy cars such as the G Force. Clearly more modern and more powerful than the other cars present, Nigel Greensall in the 1994 Benetton V8 and Klaas Zwaart in the V10 Ascari put in competitive race laps of © Motorsport-Imagery around 58 seconds around the National circuit.

Compare this to the Force cars, with Nico Bindells in the 1977

Lotus 77, Steve Hartley in the 1975 Hesketh 308C, Peter Wuensch in the 1977 Wolf WR1 and Abba Kogan in the 1978 Williams FW06 all running at around 1 min 6 seconds, good competitive racing but still almost 10 seconds per lap slower than the Euroboss Cars only 17 years more modern. © Motorsport-Imagery

Steve Hartley, Hesketh 308C

The FIA Historic F1 cars is a long established series for ex Formula One cars from between 1966 to 1985. With such a wide range of cars included the field can get stretched with

Henry Buettner, Reynard V8 EuroBoss

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© Motorsport-Imagery

© Motorsport-Imagery

Mauro Pane's iconic 6 wheel Tyrrell P34

Katsuaki Kubota's Lotus 88B

cars of varying capabilities being raced to their maximum potential in most cases. These cars are not run as museum pieces. Several drivers completed the circuit in an impressive 1 minute 3 seconds across the weekend including Peter Sowerby, Williams FW07C, Dean Lanzante, McLaren MP4-1B, Katsuaki Kubota, Lotus 88B, Hubertus Bahlsen, Arrows A4/3, Joaquin Folch, Brabham BT49D,

Richard Eyre, Williams FW08 and John Wilson Tyrrell 011.

The secret of the FIA Masters F1 series is that it goes back to the days when races were won by car designers without the huge expense currently invested in car design.

Changes were ongoing and tested on the circuits not in wind tunnels, consequently races depended more on driver ability, allowing smaller teams to be very competitive.

Terry Sayles in the Surtees TS20

© Motorsport-Imagery

© Motorsport-Imagery

The final two races over the weekend were by the drivers for the Stirling Moss Trophy. These races were for Grand

Classic and Competition Car

Joaquin Folch in the Brabham BT49D

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© Motorsport-Imagery

A1 GP car did demonstration laps between races © Motorsport-Imagery

Lorina McLaughin, 1976 McLaren M23_ © Motorsport-Imagery

Dan Collins, 1961 Lotus 21

Classic and Competition Car

© Motorsport-Imagery

Steve Hartley in the Arrows A6

© Motorsport-Imagery

Dan Collins in the JPS Lotus 91

© Motorsport-Imagery

© Motorsport-Imagery

Rodrigo Gallego, Minardi F1-185 David Abbott, Ensign N180 © Motorsport-Imagery

Jeff Lewis in the Tyrrell 007

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© Motorsport-Imagery

Terry Grany entertained the crowds at lunch

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© Motorsport-Imagery

© Motorsport-Imagery

Start of the Stirling Moss Trophy race

Prix cars from the 1950’s and early 1960’s and therefore the cars were much more traditional in design. Quickest over the weekend was Nigel Bancroft in the 1959 Cooper Climax, with best laps of 1 minute 21 seconds, almost 4 © Motorsport-Imagery

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The late great Stirling Moss took a Van Wall round the circuit on demonstration laps

Barry Cannel, 1957 Cooper Climax

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© Motorsport-Imagery

© Motorsport-Imagery

Rick Carlino, 1971 Surtees TS9B

Adrian van de Kroft in the HWM Alta 4

seconds per lap quicker than the next best times of Dan Collins in the 1961 Lotus 21. Or to put it more bluntly the quickest 1959 GP car was 23 seconds per lap slower than the quickest 1994 car over the weekend.

Overall, many spectators were left scratching their heads.

The event promised a lot, it was expensive to visit, there was not as much to see and do as there should have been

and overall the event was not a raging success, but still people despite their grumbles, did enjoy the event and many looked forward to the wrongs being righted the following year. Maybe with a change of management and possibly a broadening of the scope of the event, it certainly had the ability to become a Grand Prix version of the likes of the Silverstone Classic or the Goodwood Festival of Speed, but for the time being, it will be regarded as a one hit wonder. © Motorsport-Imagery

© Motorsport-Imagery

Classic and Competition Car

M Windsor-Price, Emeryson Climax

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The famous Dunlop bridge bought by DJ Chris Evans for under £300 for charity in 2012

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© Motorsport-Imagery

© Motorsport-Imagery

Colin Stone's 1985 Skoal RAM Hart 03 Alex and Martin Brundle © Motorsport-Imagery

© Motorsport-Imagery

Nigel Greensall won the second Euroboss race in the Kockney Koi Benetton

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Stirling Moss getting comfortable in the VanWall

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Jodie Hemming's Jordan V10 in the Euroboss race

© Motorsport-Imagery

© Motorsport-Imagery

Peter Mann Frazer Nash

Jo Ramirez.

Mexican Jo Ramirez is one of the few non-drivers who is a member of the Grand Prix Drivers Club after his long and distinguished career in Grand Prix Racing. Best known for his 18 years at McLaren from 1983 as Team coordinator. He started in Grand Prix with Dan Gurney’s Eagle Team before joining Tyrell for 3 years and then working at the Fittipaldi Copersucar F1 team.

© Motorsport-Imagery

Terry Sayles, Osella FA1C © Motorsport-Imagery

Steve Allen in the Copersucar Fitipaldi F5A

Ex McLaren Engineering Boss, Jo Ramirez © Motorsport-Imagery

© Motorsport-Imagery

John Delane in the Tyrrell 001

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© Motorsport-Imagery

Aaron Hsu, McLaren MP4-1C

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A BARGAIN BASEMENT FORD: THE GT40 ROADSTER CHASSIS GT/109

By Syd Wall, with photos by Pete Austin.

The history of Ford’s GT40 is well known, especially after last year's excellent film “Le Mans ’66”. In a fit of pique after Ferrari rejected Ford’s takeover bid, Henry Ford II vowed “If I can’t buy Ferrari, I’m going to beat Ferrari” and the Ford GT40 was born.

The 1964 in-house programme couldn’t have been worse with no success to speak of and by the end of the year, Ford had entrusted Carroll Shelby with the development of the GT40. What followed was racing folklore, starting with the Ford trouncing of Ferrari at Le Mans 1966, the GT40s fulfilling Henry Ford II’s dream with a 1-2-3 finish and carrying on with victory in the next three years.

Goodwood’s Festival of Speed and the Revival meetings, but few will have viewed the rare roadster versions.

In late 1964, Ford ordered the first two of five open topped versions, chassis numbers GT/108 and GT/109.

GT/108 was for road use only, while GT/109 was a development chassis, receiving numerous improvements as the other race cars clocked up victories throughout early 1965. This all led up to its final prep for the 1965 Le Mans. It was painted in Ford France’s racing colours, white paint with a dark blue centre stripe bordered in red and was entrusted to Andre Simon and Jo Schlesser for initial testing. By race weekend, the entry was made for the ageing French star Maurice Trintignant (his last major victories had been at Le Mans in 1953 and 1954) and the up and coming Guy Ligier. A relatively successful qualifying saw the roadster line up 14th, ahead of a number of Ford’s mammoth 6 car entry, but as in 1964, the race was a disaster with Trintingant’s

Many of us will have seen these historic cars at

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© Pete Austin

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gearbox failing after 11 laps and the other 5 cars retired before the race was a quarter way through. Part of GT/109 did manage to continue further into the race when the Herbert Müller/Ronnie Bucknum GT40 lost its right hand door. The door from GT/109 was quickly inserted, hardly an exact fit coming from a roadster, but it filled most of the hole! This must have been dreadfully uncomfortable for the drivers, but they didn’t have long to suffer as this GT40 retired on lap 29 with head gasket failure.

The GT40 roadsters were intended to be lighter than their roofed brethren, but the open-air design presented drawbacks despite the weight savings. Aerodynamic drag was an issue, and while Ford experimented with different windscreen shapes and heights for the GT40 roadsters, it remained problematic throughout the car's development.

Chassis flex impeded handling, and even before the victory at Le Mans, the GT40 roadster program had essentially been abandoned.

After Le Mans, the car was returned to America for service and was used as a development vehicle for the J-Car project (built to the FIA’s Appendix J regulations brought in at the start of 1966). The J-Car ended up as the Ford MkIV which won at Le Mans in 1967. While the MkI/II GT40s were built at Ford Advanced Vehicles in England, the J-car/MkIV was an all American development at Ford’s Kar Kraft subsidiary.

Incidentally, the GT40 MkIII was a road car only series.

Chassis GT/109 was the only roadster to race at Le Mans and chassis GT/110 was the only roadster to win a major international race, the 1966 Sebring 12 Hours.

After participation in the J-Car project, GT/109 was returned to Shelby American and left outside for about 2 years before being dumped and forgotten about at a Ford warehouse in Detroit.

It was here that an extraordinary event took place. In 1968, Hollywood stunt driver and car customiser Dean Jeffries visited Detroit with AJ Foyt to meet with Ford’s racing director Jacques Passino. Foyt’s latest Indy car needed time in the

Classic and Competition Car

Detroit wind tunnel and between sessions, Jeffries spotted the discarded GT40, without engine and transmission, and asked if it would ever be for sale. Incredibly, Passino told him to “just take it” as it was no good and Ford were long done with the roadster programme.

Not only that, he was told to take whatever parts he needed. He came back with his truck and along with GT/ 109, he took away a treasure trove of spares including a complete Ford 289cu.in. V8, two transmissions and a pair of unused four cam 255cu.in V8s which had been part of Ford’s Indy Car program and had once been considered for use in the GT40.

Later, Carroll Shelby gave him another 289cu.in. engine, but this ‘pot of gold’ was the Shelby built engine used in the car at the ’65 Le Mans!

Dean’s initial idea was to customise his purchase into a unique street road, but didn’t find the time (thankfully). He found more parts for it and as time went on and the value of genuine GT40s sky rocketed, he realised the car should be restored to original condition. A prospective English buyer once offered $5 million but was refused.

The restoration of GT/109 wasn’t completed until 2003 using one of the four cam Indy engines, and Ford borrowed it to display at the Monterey Motorsports Reunion. It remained in his ownership until his death in 2013, after which his son sold everything to Dana Mecum of the famous Mecum Auctions company. Dana commissioned a concours-quality restoration and at the 2016 Pebble Beach Concours D’Elegance, it finished 2nd to the 1966 GT40 Le Mans winner. A week later, GT/109 won Best of Show at the Milwaukee Concours d’Elegance.

The restored car, back with the original Shelby race engine, was offered for sale at the January 2019 Mecum sale at Kissimmee. High hopes were held for the sale, with GT/108 having made $6.9 million at auction in 2014. Bids reached a high point of $10 million but the reserve price was not met. I’ve not been able to uncover anything on the

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car since then - presumably it’s still in Mecum ownership but it will surely resurface for sale when the time is right.

Unfortunately, Classic & Competition Car has no photos of chassis GT/109 but we do have Pete Austin’s photos of roadster chassis GT/111 taken at Goodwood Revival meetings and of course, this car has an interesting history too. The newly built Ford Advanced Vehicles chassis was sent to the Le Mans trials in April 1965 along with three coupe GT40s. British & European Saloon Car Champion Sir John Whitmore drove the roadster and a coupe, finding the roadster 5 seconds per lap slower. Despite the performance difference between the two, GT/111 was chosen to do the Targa Florio. The Italian marathon runs for 10 laps totalling 440 miles of public roads on the island of Sicily and the idea was that the open cockpit would be more suited to the island's hot conditions. Only running on 7 cylinders, Whitmore ran as high as third before a front wheel spinner and then the wheel came off on lap 5. Their race was run until a policeman spotted a souvenir hunter with the spinner and ‘persuaded’ him to hand it over. Whitmore was on his way again and immediately pitted for Bob Bondurant to take over. He made progress through the field until a last lap slide on loose gravel tore the same wheel off.

GT/111 was returned to England and just like GT/109, it languished in a forgotten corner with the roadster programme canned. Eventually, a scrap merchant was told to clear the area and it was some time later that Ford Advanced Vehicles realised GT/111 had gone too. It was presumed destroyed for more than 40 years, though I have seen a report that it was seen in South Africa in 1990.

The documented story of GT/111 picks up again at the 2006 Goodwood Revival. Mechanics from Derby’s GT40 experts Gelscoe Motorsport Limited were working on a GT40 in the paddock when a passer by remarked that he'd a GT40 for years, it was in need of restoration and it was for sale.

Subsequent discussions led to the car being examined by

Gelscoe in a lockup garage in Stratford, East London where it had been resting on an old mattress! They immediately thought it looked unusual with the roof missing and the top of the windscreen apparently cut away. But closer examination along with the chassis plate showed it was a roadster, one of the original 12 prototypes. The current owner (who was looking for a restoration project) was contacted and he agreed to buy it, subsequent to inspection by renowned GT40 expert, Ronnie Spain. He was sceptical, having examined a number of discoveries which ultimately turned out to be nothing of the sort. But his report showed everything about this car to be original and genuine. The car was purchased and a nine month restoration by Gelscoe had the car prepared for a debut at the 2007 Good Revival.

After some teething troubles, GT/111 has had success at a number of historic race meetings. Our photographs were taken at the 2009 and 2011 Revivals before the car went up for auction in May 2011 but a high bid of €2,100,000 failed to reach the low estimate of €2,400,000 and did not sell. The last appearance I can find is at the 2018 Le Mans Classic.

After learning so much about these two cars, I shall be keeping an eye out for them at all the UK’s leading historic events.

© Pete Austin

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Mazda Centenary.

Photos courtesy of Mazda Motor Corporation

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The 1991 Le Mans winning Mazda 787B driven by Jonny Herbert, Volker Weidler and Bertrand Gachot achieved two other note-able firsts. It was the first Japanese manufacturer to win the iconic Le Mans 24 hours race, and the first non-piston engined cars to win, using the 2.6 litre 4 rotor Mazda R26B engine.

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Mazda celebrate a century of defying convention.

after the atomic bomb was dropped on Hiroshima.

This year, Mazda Motor Corporation celebrated their centenary, going from Hiroshima cork producer to global car manufacturer in 100 years. During this period, Mazda have often defied convention and have come up with pioneering design, style and engineering innovations. The company has had the courage to question common practices and forge new paths in engineering. They commercially launched the rotary engine in the iconic Cosmo Sport 110S, were the first Asian company to win the World famous Le Mans 24 hours in 1991 and created the World’s best selling two seater roadster, the Mazda MX5, which has sold over 1 million cars since it was launched in 1989. They continue to lead the technical advances with their new Skyactiv-X engine, the World’s first production compression ignition petrol engine.

1960 Mazda R360 Coupe

100 years ago Mazda was a Hiroshima cork producer until the industrialist Jujiro Matsuda took charge in 1921 and transformed the business into a machine tool producer and then a vehicle manufacturer. The first vehicle was three wheeled truck, the Mazda-Go which went on sale in 1931.

It proved popular and continued to be developed, adding a four speed transmission in 1938 that reduced fuel consumption by 20%. After the second World War, truck manufacturing resumed only a few months

The first passenger car was built in 1960, the Mazda R360 which was a hit in Japan. In 1961 they signed a licensing deal with German manufacturerNSU to develop and produce their new compact, lightweight Wankel rotary engines. The Japanese engineers achieved the impossible and in 1967 the futuristic Mazda Cosmo Sport 110S became the World’s first production model with a rotary engine. This would eventually lead to the Mazda

1959 Typ K360 Lastendreirad

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1968 Cosmo Sport 110S

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MX-5 at a time when 2 seater convertibles had almost died away. Now, after four generations, the MX-5 remains the top selling roadster in history.

Mazda’s have been sold in the UK for over fifty years and the company is still moving ahead with technology with the launch of their first electric vehicle, the Mazda CX-30 which should be available in the UK next year.

1981 Spa winning Mazda RX7

RX-7 and the company sold almost 2 million rotary powered vehicles over the years.

This also led to their success in the iconic 1991 Le Mans 24 Hours race with the four-rotor Mazda 787B, the first Asian car and first victory for a non-piston engined car. The rotary engine has also inspired their latest technological advancement, the Skyactiv Technology range of petrol engines which use compression ignition.

The company isn’t just about the rotary engine. In 1984 the company changed its name to Mazda Motor Corporation and in 1989 launched the lightweight roadster, the Mazda

Mazda CX-30 Skyactiv-X

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1969 R130 Coupe 1966 Mazda 360 4-Door Sedan

Classic and Competition Car

1968 Mazda R100

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1970 Mazda RX2 (Capella in Japan)

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1972 Mazda RX4 1971 Mazda Savanna RX3

Classic and Competition Car

1971 Mazda Grand Familia 818

June 2020

1973 Mazda Grand Familia Coupe 818

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1975 Mazda 929 Coupe

1975 Mazda RX5

175 Mazda Roadpacer AP

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1977 Mazda 929L

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1977 Mazda Luce RX4 (929)

1978 Mazda 323 (Familia)

1978 Mazda Savanna RX7

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1978 Mazda 626 (Capella) 2nd generation

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1978 Mazda 1000 4 door.

1981 Mazda 929

1985 Mazda Cosmo Landau 1979 Mazda Cosmo SGX-MA 2000

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1989 Autozam Carol built by Suzuki from the Suzuki Alto for Mazda.

1987 Mazda Savanna RX7

1988 Mazda Capella Hydrogen Rotary vehicle

Classic and Competition Car

1989 Mazda 323 Familia Astina

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1989 Mazda MX5

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1990 Mazda Eunos Cosmo 2007 Mazda RX-8

1993 Autozam AZ-1 Speed A Spec. Mid-engined Kei Class sports car built by Mazda, using a Suzuki sourced 657cc turbocharged engine

Classic and Competition Car

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2019 Mazda 3 Hatchback

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The Pace Petroleum British Hill Climb Championship, Round 1 - Loton Park.

The Easter National Meeting Loton Park, 12th April 1982.

By Simon Wright

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Š Simon Wright

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British Hill Climb Championship. Making a Pilbeam clean sweep was Martyn Griffiths in his Pilbeam-Hart, which he shared with Max Harvey, was a close 3rd with 50.24 seconds. Now running in the over 1600cc class after getting a Hart engined Pilbeam, Martin Bolsover was 4th overall at 50.74 seconds. Richard Fry in the shared Pilbeam-Hart was 5th at 50.88 seconds. Breaking the Pilbeam-Hart domination was 6th placed Alister DouglasOsborn in his Pilbeam Cosworth with a time of 50.90 seconds. Former Champion Roy Lane, who was champion in 1975 and 1976 and would also take the championship again in 1992 and 1996, took 7th place in his Pilbeam-BMW with a time of 51.61 seconds.

Chris Cramer had a spin on his first Top Ten run ended in 8th place, the highest non Pilbeam finisher, in his Toleman-Hart. Finishing a stunning 9th overall was Richard Jones in his Mallock U2 Sports racing car with a time of 51.91 seconds. The final Top Ten place went to

Martin Bolsover 2.5 Pilbeam MP51 only managed 4th at Loton park, but went on to be British Hill Climb champion by the end of the year.

Š Simon Wright

The Easter National Meeting Loton Park, 12th April 1982.

Hagley & District Light Car Club Ltd staged the 1st round of the Pace Petroleum British Hill Climb Championship on Easter Monday, 12th April 1982 at Loton Park near Shrewsbury. The Hill Climb was also a round of the British Haynes Leaders Championship and the British Award of Merit. It also counted as the second round of The Swinford Motors Porsche Centre/Beacon Radio Midland Hill Climb Championship.

The fastest time of the day went to reigning British Hill Climb Champion Dave Harris in his Pilbeam-Hart with a time of 49.48 seconds, while 2nd place went to young Mark Williams in another Pilbeam-Hart with a time of 49.60 seconds, becoming only the fourth person to break the 50 second climb barrier at this longest course on the

Š Simon Wright

Alister Douglas Osborn 3.4 Pilbeam DFV MP47 at Triangle

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© Simon Wright

Josh Sadler hangs the tail out coming through Triangle in the 3.5 Porsche 911. He went on to win the Midland Hill Climb Championship by the end of the year.

Former champion Roy Lane in the Pilbeam MP51 at Triangle came 6th in the Top Ten Run-off.

© Simon Wright thgirW nomiS ©

© Simon Wright

Terry Bass 1.0 Davrian Imp Turbo on the start line

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Godfrey Crompton 2.5 Toleman TG280 into Triangle

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Richard Jones drove a stunning meeting, making the Top ten Run-offs in his Mallock U2

Max Harvey in another Pilbeam-Hart who set a time of 51.93 seconds.

At the end of the season it was Martin Bolsover who took the British Hill Climb Championship title from Martyn Griffiths by just 2 points after sixteen rounds across the country. Bolsover would take the championship again in 1983 and 1984. Alister Douglas-Osborn finished 3rd, Chris Cramer was 4th, David Harris was 5th and Roy Lane was 6th.

Away from the Top Ten action of the British Hill Climb Championship, there was still plenty of action in the Haynes Š Simon Wright

Š Simon Wright

British Leaders Championship. Top contenders included David Watson with his Maguire Hartwell Imp and Charles Wardle in a clubmans Mallock U2. One of the most popular, and spectacular cars was the 3.5 litre V8 Morris Minor Turbo of Nick Mann. With the car producing around 400 hp, It could smoke the tyres from a standing start and proved to be very quick up the hill.

At the end of the season, it was the spectacularly driven 3.5 litre Porsche 911 of Josh Sadler that took the Midland Hill Climb Championship.

John Meredith 2.1 March 772P

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© Simon Wright

B.F. Blyth 2.4 Ferrari Dino 206

© Simon Wright

David Render 1.6 Lola T460

Pete Wright Cooper Mk6 going off at Triangle

© Simon Wright

Classic and Competition Car

© Simon Wright

June 2020

Mark Joseland 1.4 Frazer Nash Patience at Triangle

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© Simon Wright

Tim Thomson 2.6 Vauxhall Chevette

Jim Thomson 2.5 Pilbeam MP40

Ken Ayers 2.9 March 79S at Triangle © Simon Wright

© Simon Wright

Paul Martin 1.3 Austin Healey Sprite at Triangle

© Simon Wright

© Simon Wright

© Simon Wright

Chris Cramer 2.5 Toleman TG280 at Triangle

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Closing Shot.

By Motorsport Imagery

Grand Prix Live held at Donington Park 2007 was set to be a celebration of all things to do with Grand Prix racing. One of the most unusual cars at the event was the 1973 Tecno Goral E731 driven by Giuseppe Branchini entered in the Force race.

Unfortunately he failed to finish. The car originally appeared in Practice for the British, Dutch and Austrian Grand Prix driven by Chris Amon, but never raced.

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Š Motorsport-Imagery

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