Magneto Magazine issue 5: Spring 2020 by Hothouse Media

ISSUE

5 SPRING 2020

+ STEVE MCQUEEN LAND ROVER | PHIL HILL | FERRARI MODULO MEETS LANCIA STRATOS ZERO | BRABHAM BT52B | 50 GREATEST EVENTS

Holy Scaglione,

it’s the BAT cars

£10.00 |

SPRING 2020

PRINTED IN THE UK

2001 Ferrari 550 GTS Prodrive Chassis no. ZFFZR49B000108418 As seen at the 2004 Spa 24 Hours where it finished 1st overall. Courtesy of Motorsport Images

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A SELECTION OF 21 OF THE WORLDâ&#x20AC;&#x2122;S MOST ICONIC AND DESIRABLE MOTOR CARS

1969 Alfa Romeo Tipo 33/3 Chassis no. 105 800 23 Giovanni Galli racing the Alfa Tipo 33/3 for Autodelta SpA at the 1970 24 Hours of Le Mans. Courtesy of Motorsport Images

9 MAY 2020

MONACO

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ITALY +39 02 9475 3812 UK +44 (0) 20 7851 7070 GERMANY +49 (0) 800 000 7203 FRANCE +33 (0) 1 76 75 32 93

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R A C I N G Organized by

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ISSUE

20 COMING SOON Monaco, La Jolla, Round the World and many more events for 2020

31 S TA R T E R News and views, from Bentley’s Birkin Blower Continuation project and the Nasamax DM139 eco-racer to the $3.74 Bullitt Mustang and other auction updates

106

H O LY S C A G L I O N E , I T ’S T H E A L FA R O M E O B AT C A R S

PHIL HILL – HAMLET IN A HELMET

ON THE TRAIL OF THE BLOODHOUND LSR CONTENDER

LOST AND FOUND; STEVE MCQUEEN’S LAND ROVER

The story of Bertone’s Berlinetta Aerodinamica Technica trio, and the impact these icons made

Racing legend’s superb photography skills hint at the cultured American hero’s hidden depths

Land Speed Record chaser is back on track thanks to engineer and classic car enthusiast Ian Warhurst

King of Cool’s Series II, and how it went from Solihull to Southern California – and beyond

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MAGNETO

116

128

134

150

512S MODULO M E E T S S T R AT O S HF ZERO

THE ROAD TO LE MANS CLASSIC

HOW BMW CLASSIC R E B U I LT T H E BRABHAM BT52B

THE TOP 50 G R E AT E S T E V E N T S IN THE WORLD

Ferrari, Lancia, Lingotto... together at last, Italian legends celebrate a golden era of style and optimism

Building up to the race of the year, with three famous cars from Aston Martin, Jaguar and Ferrari

The first turbo to take the World Championship roars again – we followed it from workshop to track

Concours, rallies, races, shows... we round up the very best classic and collector car events

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M A R K E T WAT C H : M A S E R AT I M C 12

168

M A R K E T A N A LY S I S : 3 0 0 S L G U L LW I N G

170

KNOWLEDGE: TOOL KITS

150

172

COLLECTIONS: PASS IT ON

174

LEGAL: IMPORT ADVICE

176

HISTORIC RACING: MODERN CLASSICS

134

178

BEHIND THE LEGEND: JPS LOTUS MAGNETO

E DI TOR ’ S

W E LCOM E

Issue 5 That stunning picture of BAT 7 on the cover of this issue was shot late at night in the heart of London’s Mayfair, where the three BAT cars had been reunited in public for the first time since 2005. When the exhibition space was reopened the following day, we witnessed the awestruck reactions of visitors – from those who’d never previously heard of the Alfa Romeo BATs to hardened car dealers. The BAT cars had been reunited in the main gallery of Phillips auction house by J Philip Rathgen of Classic Driver – a rare chance to see them together before they were returned to private storage in the US. During the four days of the exhibition, social media was flooded with pictures of the three – so we add to that deluge with the full story; from early designs to their later, rather troubled, lives. Elsewhere in this issue, Massimo Delbò and Evan Klein bring together two more iconic concept cars: the Ferrari Modulo and Lancia Stratos HF Zero. And Doug Nye describes that ‘Hamlet in a Helmet’ Phil Hill, not just America’s first F1 World Champion but also a photographer and car restorer who set Pebble Beach Concours d’Elegance (which celebrates its 70th anniversary in 2020) on the path to its current status as one of the greatest automotive events. Speaking of which, we also chart the Top 50 collector car events. You may agree or disagree with the placings, but what the list proves more than anything else is the incredible variety of concours, racing, rallies and shows in our world. Roll on 2020.

David Lillywhite Editorial director

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Contributors DOUG NYE We’ve said it before and we’ll say it again; we view Doug Nye as the world’s greatest living motor sport historian – and his mighty two-volume tome, Inside Track – Phil Hill, Ferrari’s American World Champion, made him the perfect choice for a comprehensive feature on Hill, the racer, photographer and restorer.

WINSTON GOODFELLOW When all three Alfa Romeo BAT cars were shown together in London in late 2019, they caused a flurry of excitement. So what better time for the definitive story of these world-changing cars, written by world authority Winston Goodfellow and shot by photographer Sam Chick?

NICK DIMBLEBY If you know Land Rovers, you know photographer Nick Dimbleby, who has covered them ever since photographing the 1996 Camel Trophy. And if Magneto is going to feature a Land Rover, it’s going to be rather special. So when Nick uncovered the Series II once owned and modified by Steve McQueen, he came to Magneto for the exclusive feature.

JOHAN DILLEN Johan, like so many of us, remembers the turbo era of F1 with great affection – so he was excited to be able to witness the rebuild of BMW Classic’s Brabham BT52B and its subsequent track test in the hands of former BMW works driver Marc Surer. His feature explains the genesis of the first turbocharged championship winner.

MAGN E TO

Britain’s finest multi-class concours d’elegance Entries are now open for the inaugural British International Concours d’Elegance A U T O R O YA L E

17-19 July 2020 Althorp Estate, Northamptonshire

For more information visit

www.autoroyale.org

AUTO R OYA L E A

W HO

C O N TAC T

Editorial director

Managing director

David Lillywhite

Geoff Love

Art director

Advertising sales

Peter Allen

Sue Farrow, Rob Schulp

Production editor

Lifestyle advertising

Sarah Bradley

Sophie Kochan

West Coast USA contributor

Australian editor

European editor

Winston Goodfellow

James Nicholls

Johan Dillen

Contributors Sam Chick, Robert Dean, Massimo Delbò, Nick Dimbleby, Barry Feinstein, Neil Godwin-Stubbert, Rob Gould, Sam Hancock, Tyler Heatley, Matthew Howell, Liam Jackson, Dirk de Jager, Samantha Jones, Evan Klein, John Mayhead, Doug Nye, Andy Reid, Clive Robertson, John Tallodi Single issues & subscriptions Please visit www.magnetomagazine.com or call +44 (0)1371 851892 For US orders or renewal www.imsnews.com/publications/motorsports/magneto or call 757 428 8180 Single issue with P&P £12.50 (UK), €16.50 (Europe), $20 (USA), AUS $28 (Australia and New Zealand) Annual subscription £38 (UK), €52 (Europe), $60 (USA), AUS $80 (Australia and New Zealand) Subscriptions managed by ESco Business Services. US subscriptions managed by IMS News

HOTHOUSE MEDIA Geoff Love, David Lillywhite, George Pilkington Castle Cottage, 25 High Street, Titchmarsh, Northants NN14 3DF, UK Printing Buxton Press, Palace Road, Buxton, Derbyshire SK17 6AE, UK Printed on Finesse Silk from Denmaur Paper Specialist newsstand distribution Pineapple Media, Select Publisher Services Contact For subscriptions and business enquiries geoff@magnetomagazine.com For editorial enquiries david@magnetomagazine.com For advertising enquiries sue@flyingspace.co.uk or rob@flyingspace.co.uk

©Hothouse Media Ltd. Magneto and associated logos are registered trademarks of Hothouse Media Ltd. All rights reserved. All material in this magazine, whether in whole or in part, may not be reproduced, transmitted or distributed in any form without the written permission of Hothouse Media Ltd. Hothouse Media Ltd. uses a layered privacy notice giving you brief details about how we would like to use your personal information. For full details, please visit www.magnetomagazine.com/privacy/

Magneto [mag-nee-toh] noun, plural mag·ne·tos 1. Electrical generator that provides periodic high-voltage pulses to the spark-plugs of an internal-combustion engine, used mostly pre-World War One although still fitted for emergency back-up of aircraft ignition systems. 2. Fictional character appearing in American comic books published by Marvel Comics. 3. Great new quarterly magazine featuring the most important cars in the world.

ISSN Number 2631-9489. Magneto is published quarterly by Hothouse Publishing Ltd. Great care has been taken throughout the magazine to be accurate, but the publisher cannot accept any responsibility for any errors or omissions that might occur. The editors and publishers of this magazine give no warranties, guarantees or assurances, and make no representations regarding any goods or services advertised in this edition.

MAGNE TO

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CONCOURS O N S AV I L E R O W We are organising an exclusive concours in conjunction with the tailors on London’s famous Savile Row, July 2-3. See page 49 for details.

ISSUE 1 REPRINT

ISSUE 2 REPRINT

The original print run sold out months ago. This is your chance to pre-order a reprint of issue 1, which features 100 years of Zagato, Alfa Romeo 8C, McLaren P1 vs Senna, BRM V16 and much more. Limited-edition pre-order for £15 plus p&p on www.magnetomagazine.com

As with issue 1, the second issue of Magneto is now out of stock. It features Doug Nye’s sublime feature on Enzo Ferrari, the Shah of Iran’s Miura, the 50 greatest motor sport innovations, and more. Limited-edition pre-order for £15 plus p&p on www.magnetomagazine.com

THE CONCOURS YEAR

MAGNETO SLIPCASES

This beautiful 240-page hardback is the first-ever yearbook documenting the world’s best concours. It also features Lalique, interviews and a 2020 diary. Standard edition from £58.20 plus p&p. Slipcase edition £78.20 plus p&p. Publisher’s edition with limited-edition print £125. www.concoursyear.com

Protect your precious copies of Magneto! Slipcases are now available to pre-order, each one designed to hold four issues. You can also pre-order the first four issues of Magneto complete with slipcase. Slipcase £35 plus p&p. Slipcase with four issues £85 plus p&p. www.magnetomagazine.com

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C O M I N G S O O N SUMMER

WINTER

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SPRING

GRAND PRIX DE MONACO HISTORIQUE May 8-10, 2020 The most glamorous of GP locations must surely be Monte Carlo, and this year will mark the 12th running of the prestigious Monaco Historic Grand Prix. More than 220 of the very best heritage race cars will tackle the world-famous street circuit, on which 80 percent of the straights and turns remain the same as in 1929. Each of the seven races will be named after a driver who made an impact in period. Can anything beat the evocative sight of pre-war GP cars drifting round La Rascasse in Race A, Louis Chiron? Maybe the front-engined 1946-’60 GP cars in Race B, Juan Manuel Fangio, or 1977-’80 F1 cars in Race G, Gilles Villeneuve? Spectating opportunities are legion and span all pockets; paddock access is available during lunch and the Historic GP uses the same grandstand set-up as the modern-day F1 World Championship, while there’s the opportunity to rent properties lining the circuit or even charter yachts to obtain the ultimate off-shore viewpoint. Numerous further attractions including auctions from the likes of RM Sotheby’s add to the spectacle. www.acm.mc/en/accueil

MAGNETO

ROUND THE WORLD LONDON TO CASABLANCA May 23-June 9, 2020

GERARD BROWN

As the name suggests, this epic three-part competitive adventure from Rally the Globe will take crews right around the planet, starting at London’s Old Royal Naval College, Greenwich, in May and continuing in three parts over the following 13 months. At 35,000km, it’s the longest rally ever attempted; longer than the previous equivalent completed 20 years ago. Participants can cover one, two or all three of the legs. The 17-day first leg travels from the UK, by ferry to Bilbao, down through Spain and across into North Africa’s desert and dunes. Incorporating overnight stays in the Atlas Mountains, Ouarzazate and Marrakech, the journey will include tests and timed sections, and the ultimate destination in Casablanca will witness a celebratory grand finale. Part two of the trilogy will commence in Boston in September. It follows a path across the US and Canada, and again will feature plenty of back-road regularities, timed sections and circuit tests before finishing after 21 days in Vancouver on Canada’s west coast. May 2021 will see rally crews hook up once again, this time in Vladivostok to face a long, tough crossing of Asia and Europe, again incorporating timed sections, and arriving back in London 42 days later via Russia, Kazakhstan, Kyrgyzstan, Belorussia, Poland, Germany and the Netherlands. This challenge is not for the fainthearted, but it promises manifold rewards. www.rallytheglobe.com

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LA JOLLA CONCOURS D’ELEGANCE April 17-19, 2020 La Jolla is Spanish for ‘the jewel’, and we can’t think of a better way to describe this exquisite concours in San Diego on America’s west coast. The shimmering Pacific Ocean, stunning coastline and blue skies provide the ideal backdrop for a distinguished array of classic and collector cars. The exclusive concours is presented by the La Jolla Historical Society, and in a nod to its roots as the more humble La Jolla Motor Car Classic which first took place 16 years ago, it runs adjacent to a free car show that is open to the public. Among last year’s winners were a 1931 Cadillac V16 and 1951 Maserati A6G, while the Best in Show award went to a characterful 1935 Duesenberg Gurney Nutting. What will this year’s judges choose? www.lajollaconcours.com

MAGNETO

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AU T U M N

WINTER

SPRING

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BELOW Canossa Events’ long-established Stella Alpina rally is renowned for its spectacular views.

LONDON CLASSIC CAR SHOW

SYDNEY HARBOUR CONCOURS

February 20-23, 2020

March 5-7, 2020

For its sixth year, this is moving from the efficient but slightly soulless ExCeL exhibition centre to the historic Olympia venue in west London – and with it comes a new format, without the central demonstration area. Features will include 40 years of Audi Quattro, plus Car Stories on Lotus 49, Porsche 962C and Maserati 250F – plus an extensive car sales area.

It’s touted as: “The most exclusive, rare and valuable showcase of automobiles ever curated in the Southern Hemisphere.” Last year’s inaugural event certainly lived up to the hype; can this year’s follow-up on the lawns of Lindesay overlooking Sydney Harbour exceed expectations?

www.thelondonclassiccarshow.co.uk

AMELIA ISLAND CONCOURS

S E B R I N G V I N TA G E CLASSIC February 27-March 1, 2020 Dating back to 1950, Sebring International Raceway in Florida is North America’s oldest and most loved continuously operated road-racing facility. Highlights of this year’s Sebring Vintage Classic include Historic Trans-Am (HTA) racers joining their contemporary counterparts to celebrate at the very place where Trans-Am began all the way back in 1966, while the International GT Series will launch its 2020 racing season. www.svra.com

ICE ST MORITZ February 29, 2020 An exciting new event, the ICE St Moritz – or the International Concours of Elegance – brings together top vintage, classic and racing cars on the frozen lake of St Moritz, the most iconic, cosmopolitan and luxurious location in the Swiss Alps. Promising to be a most refreshing take on the tried-and-tested concours d’elegance formula, there’s nothing quite like it – so get set for a unique ice party at the ‘top of the world’. www.theicestmoritz.ch

MAGNE TO

www.sydneyharbourconcours.com

March 5-8, 2020 As an established favourite, Amelia Island is guaranteed to serve up a broad selection of world-class machinery. This year it also celebrates the cars of GM designer Harley Earl, as well as honouree Roger Penske. The itinerary features an RM Sotheby’s auction, and also includes the free-to-enter Cars & Coffee featuring classics and exotics from local auto clubs. www.ameliaconcours.org

CLASSIC MOTOR HUB V E D AY C E L E B R AT I O N May 3, 2020 Open to military and pre-1950 vehicles, this one-off celebrates the 75th anniversary of VE Day on the former RAF Bibury Airfield in The Cotswolds. Display entry is by pre-registration only, as parking spaces at The Hub are limited. www.classicmotorhub.com

R A L LY E P È R E - F I L L E

STELLA ALPINA

May 15-17, 2020

June 26-28, 2020

Rallye Père-Fille – Father & Daughter – runs in parallel with the established Rallye Père-Fils. The regularity race is open to GT machinery of all periods, and brings together diverse generations of related pilots and copilots with cars from across the decades. The unique weekend event kicks off in glamorous Saint-Tropez, and takes in Grasse and Cassis as well.

The Stella Alpina regularity rally runs through the bewitching roads of Trentino in the heart of the Dolomites, and offers a mix of motor sport, passion, panoramas, hairpin bends and superb hospitality. The 500km route includes both timed trials and average-speed trials. Can drives get any more spectacular? There’s only one way to find out... www.stellaalpinastorica.it

www.happyfewracing.com

VA L L E T TA C O N C O U R S May 31, 2020

A U T O R OYA L E July 17-19, 2020

Staged in St George’s Square within the 16th century walls of Valletta, the capital city of Malta, this year’s concours d’elegance will host more than 80 pre-war and post-war automobiles invited from collections across the island and much further afield. Last year’s running of the event, which has become an annual staple in the Maltese Islands, saw a 1961 Jaguar E-type Roadster crowned Best of Show; what will be the supreme winner this year?

A new event is always exciting, and this one has a trick up its sleeve; the location is the Althorp Estate in Northamptonshire, UK, ancestral home to the Spencer family (ie Princess Diana) for over 500 years. It promises a high-class concours d’elegance, Supercar Lawn, Trader Village, car club area and Entertainment Precinct. Special concours classes include 90 years of Pininfarina, 100 years of Voisin, 110 years of Alfa Romeo, 130 years of Peugeot and 150 years of Vanden Plas. We are really looking forward to it.

www.vallettaconcoursdelegance.com

www.autoroyale.org

SUMMER

AU T U M N

WINTER

SPRING

C O M I N G S O O N

There’s no Road to Happiness Happiness is the Road BELOW Canossa Events’ long-established Stella Alpina rally is renowned for its spectacular views.

LONDON CLASSIC CAR SHOW

SYDNEY HARBOUR CONCOURS

February 20-23, 2020

March 5-7, 2020

www.thelondonclassiccarshow.co.uk

AMELIA ISLAND CONCOURS March 5-8, 2020

February 27-March 1, 2020 Dating back to 1950, Sebring International Raceway in Florida is North America’s oldest and most loved continuously operated road-racing facility. Highlights of this year’s Sebring Vintage Classic include Historic Trans-Am (HTA) racers joining their contemporary counterparts to celebrate at the very place where Trans-Am began all the way back in 1966, while the International GT Series will launch its 2020 racing season.

As an established favourite, Amelia Island is guaranteed to serve up a broad selection of world-class machinery. This year it also celebrates the cars of GM designer Harley Earl, as well as honouree Roger Penske. The itinerary features an RM Sotheby’s auction, and also includes the free-to-enter Cars & Coffee featuring classics and exotics from local auto clubs. www.ameliaconcours.org

CLASSIC MOTOR HUB V E D AY C E L E B R AT I O N

May 3,DI 2020CANOSSA TERRE

www.svra.com

ICE ST MORITZ

th pre-1950 Open to military10 and Edition vehicles, this one-off celebrates th th the 75th anniversary of VE Day on the former RAF Bibury Airfield in The Cotswolds. Display entry is by pre-registration only, as parking spaces at The Hub are limited.

April 16 - 19 2020

February 29, 2020 An exciting new event, the ICE St Moritz – or the International Concours of Elegance – brings together top vintage, classic and racing cars on the frozen lake of St Moritz, the most iconic, cosmopolitan and luxurious location in the Swiss Alps. Promising to be a most refreshing take on the tried-and-tested concours d’elegance formula, there’s nothing quite like it – so get set for a unique ice party at the ‘top of the world’.

STELLA ALPINA

www.classicmotorhub.com th th

June 26 - 28 2020

FALL RALLYE NEW ENGLAND October 14th - 17th 2020

www.theicestmoritz.ch

MAGNE TO

CANOSSA GRAND TOURS April - November 2020

R A L LY E P È R E - F I L L E

STELLA ALPINA

May 15-17, 2020

June 26-28, 2020

www.happyfewracing.com

MODENA CENTO AORE U T O R OYA L E

V A L L20 E TthTAnniversary A CONCOURS

May 31, 2020

June 2 - 7 2020

nd th Staged in St George’s Square within the 16th century walls of Valletta, the capital city of Malta, this year’s concours d’elegance will host more than 80 pre-war and post-war th th automobiles invited from collections across the island and much further afield. Last year’s running of the event, which has become an annual staple in the Maltese Islands, saw a 1961 Jaguar th E-type Roadster crowned Best of Show; what will be the supreme winner this year?

July 17-19, 2020 A new event is always exciting, and this one has a trick up its sleeve; the location is the Althorp Estate in Northamptonshire, UK, ancestral home to the Spencer family (ie Princess Diana) for over 500 years. It promises a high-class concours d’elegance, Supercar Lawn, Trader Village, car club area and Entertainment Precinct. Special concours classes include 90 years of Pininfarina, 100 years of Voisin, 110 years of Alfa Romeo, th 130 years of Peugeot and 150 years of Vanden Plas. We are really looking forward to it.

RALLYE OF ENCHANTMENT May 11 - 16 2020

ARABIAN ROADS

November 16 - 27 2020

www.vallettaconcoursdelegance.com

www.autoroyale.org

www.canossa.com

Dates to be confirmed

S E B R I N G V I N TA G E CLASSIC

www.sydneyharbourconcours.com

THE EX â&#x20AC;&#x201C; J.P. JARIER, 3RD IN THE 1974 MONACO GRAND PRIX 1974 SHADOW DN3 Driven by Jean-Pierre Jarier in the 1974 Formula 1 World Championship, taking a superb 3rd overall at the Monaco Grand Prix. Sold by Shadow to Roger Springett and raced for him by Mike Wilds at events including the 1976 British Grand Prix. With a continuous ownership history throughout, this car has always remained complete. Bought by the current owner in 2011 and sympathetically restored to racing condition by Virtuoso Performance in California. Pole sitter at the 2018 Rolex Reunion at Laguna Seca. With fresh bag tanks and crack testing, the Shadow is surely one of the ultimate choices for the upcoming Monaco Historic Grand Prix.

THE EX â&#x20AC;&#x201C; PHILIP MORRIS, MARLBORO PRESS CAR 1974 LANCIA STRATOS STRADALE The third Lancia Stratos Stradale ever produced and sold to Philip Morris Ciragrettes in 1974 before being used by them in Marlboro livery as a press carthrough the 1970s, present at many race, rally and show events. Sold to England in 1980, 1003 is only in its second ownership since. Recently subject of extensive work including engine rebuild, suspension rebuild and repaint. As one of the earliest remaining Lancia Stratos Stradale and one of only ahandful of cars to ever be owned by Philip Morris, wearing the iconic Marlboro livery, 1003 sits in a special group of historically significant Lancia.

T. +44 (0)1285 831 488 / E. cars@williamianson.com / www.williamianson.com

SUMMER

AU T U M N

WINTER

SPRING

C O M I N G S O O N

BELOW Canossa Events’ long-established Stella Alpina rally is renowned for its spectacular views.

LONDON CLASSIC CAR SHOW

SYDNEY HARBOUR CONCOURS

February 20-23, 2020

March 5-7, 2020

THE EX – HEINZ-HARALD FRENTZEN, SAN MARINO GRAND PRIX WINNING, 2ND IN www.sydneyharbourconcours.com THE WORLD CHAMPIONSHIP 1997 WILLIAMS FW19

Winner of the San Marino Grand Prix, with pole position at the Monaco Grand Prix and six podiums, FW19-05 is a stunning example Williams’ A M E L I A winning I S L A N Dmodel. Campaigned by Heinz-Harald Frentzen in 14 of the 17 Grand Prix of 1997, he last FIA Formula 1 World Championship C OWorld N C O UChampionship RS and largely contributed to Williams winning the Constructors’ World Championship S E Bclaimed R I N G 2nd V I Noverall T A G E in the Drivers’ March 5-8, 2020 that year. Remaining in the sole ownership of Williams Grand Prix Engineering, FW19-05 is offered as freshly restored with Renault V10 and CLASSIC As an established Amelia Williams STELLA ALPINA R A L LYHeritage E P È R EProgramme. -FILLE entry favourite, to the impressive

www.thelondonclassiccarshow.co.uk

February 27-March 1, 2020

Dating back to 1950, Sebring International Raceway in Florida is North America’s oldest and most loved continuously operated road-racing facility. Highlights of this year’s Sebring Vintage Classic include Historic Trans-Am (HTA) racers joining their contemporary counterparts to celebrate at the very place where Trans-Am began all the way back in 1966, while the International GT Series will launch its 2020 racing season. www.svra.com

ICE ST MORITZ

Island is guaranteed to serve up a broad selection of world-class machinery. This year it also celebrates the cars of GM designer Harley Earl, as well as honouree Roger Penske. The itinerary features an RM Sotheby’s auction, and also includes the free-to-enter Cars & Coffee featuring classics and exotics from local auto clubs. www.ameliaconcours.org

May 15-17, 2020

June 26-28, 2020

www.happyfewracing.com

VA L L E T TA C O N C O U R S

A U T O R OYA L E July 17-19, 2020

May 31, 2020

A new event is always exciting, and this one has a trick up its Staged in St George’s Square sleeve; the location is the Althorp within the 16th century walls An exciting new event, the ICE Estate in Northamptonshire, UK, of Valletta, the capital city of St Moritz – or the International ancestral home to the Spencer Malta, this year’s concours Concours of Elegance – brings family (ie Princess Diana) for over d’elegance will host more than together top vintage, classic and www.classicmotorhub.com 500 years. It promises a high-class 80 pre-war and post-war racing cars on the frozen lake concours d’elegance, Supercar automobiles invited from of St Moritz, the most iconic, Lawn, Trader Village, car club collections across the island and cosmopolitan and luxurious area and Entertainment Precinct. much further afield. Last year’s location in the Swiss Alps. Believed to abemost the refreshing Calberson liveried Works Group 4 car of Bruno Saby from the 1981 Monte Carlo damaged during the rally Specialwas concours classes include running of the event, which has Rally, which Promising to be 90 in years of Pininfarina, 100Leonidas, years an annual staple in theDebuting takeand on the tried-and-tested bought by Greek Renault importer and preferred client ‘Leonidas’become Alexandros Maniatopoulos. Greece in 1981 with of Voisin, 110 years of Alfa Romeo, Maltese Islands, saw a 1961 Jaguar concours d’elegance formula, it went on to take 8th overall at the 1982 Acropolis World Rally Championship round, and 2nd in the 1982130 Greek Championship. Continually years of Peugeot and 150 years E-type Roadster crowned Best of there’s nothing quite like it – rallied inaGreece, with 200 wins. One of only a few Renault 5 Turbo toShow; scorewhat a WRC topthe 10supreme finish. In its fourth ownership and in its of Vanden Plas. We arepresented really will be so get set for unique ice party looking forward to it. winneruse thissince year?engine rebuild. at the ‘top of the world’. original FINA livery with minimal February 29, 2020

THE EX –LEONIDAS, ACROPOLIS WRC RALLY, 2ND IN THE GREEK CHAMPIONSHIP 1981 RENAULT 5 TURBO GROUP 4

www.theicestmoritz.ch

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www.vallettaconcoursdelegance.com

www.autoroyale.org

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SELL YOUR CARS WHERE THE BIDDERS ARE 35 World Record sales were set by the 1,400 pre-qualified bidders at Barrett-Jackson’s 2019 Palm Beach Auction.

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S T A R T E R BELOW Canossa Events’ long-established Stella Alpina rally is renowned for its spectacular views.

LONDON CLASSIC CAR SHOW

SYDNEY HARBOUR CONCOURS

February 20-23, 2020

March 5-7, 2020

www.thelondonclassiccarshow.co.uk

AMELIA ISLAND CONCOURS

ICE ST MORITZ

Dismantling the Birkin Bentley – and the unexpected features that have been revealed

www.sydneyharbourconcours.com

R A L LY E P È R E - F I L L E

STELLA ALPINA

May 15-17, 2020

June 26-28, 2020

www.happyfewracing.com

VA L L E T TA C O N C O U R S

A U T O R OYA L E July 17-19, 2020

May 31, 2020

A new event is always exciting, and this one has a trick up its Staged in St George’s Square sleeve; the location is the Althorp within the 16th century walls An exciting new event, the ICE Estate in Northamptonshire, UK, of Valletta, the capital city of St Moritz – or the International ancestral home to the Spencer Malta, this year’s concours Concours of Elegance – brings family (ie Princess Diana) for over d’elegance will host more than together top vintage, classic and www.classicmotorhub.com 500 years. It promises a high-class 80 pre-war and post-war racing cars on the frozen lake concours d’elegance, Supercar automobiles invited from of St Moritz, the most iconic, Lawn, Trader Village, car club collections across the island and cosmopolitan and luxurious area and Entertainment Precinct. much further afield. Last year’s location in the Swiss Alps. Special concours classes include running of the event, which has Promising to be a most refreshing 90 years of Pininfarina, 100 years become an annual staple in the take on the tried-and-tested Arizona Auction Week analysis | 38 The Mille Miglia ‘bargains’ | 38 Hervé Poulain and Art Cars of Voisin, 110 years of Alfa Romeo, Maltese Islands, saw a 1961 Jaguaron auctions concours d’elegance37 formula, 130 years and 150 years E-type Roadster crowned Best of there’s nothing quite it –Campion’s Lancia sale | 43 Gooding & Co coming 40like John to London | 45 Corrado Lopresto on 40 yearsofofPeugeot collecting of Vanden Plas. We are really Show; what will be the supreme so get set for a unique ice party Our favourite Nürburgring restaurant | 46 Did the Bullitt Mustang sell too cheap? | 49 New!looking Concours on Savile forward to it.Row winner this year? at the ‘top of the46 world’. February 29, 2020

www.theicestmoritz.ch

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www.autoroyale.org www.vallettaconcoursdelegance.com 50 VW’s twin-engined Golf at Pikes Peak | 52 Nasamax Le Mans racer | 54 A magneto for the modern age

S T A R T E R

THIS PAGE AND OPPOSITE The hi-tech meets the traditional as Sir Tim Birkin’s legendary Team Blower is stripped ready for cataloguing and replication. WHEN BENTLEY ANNOUNCED that it would be building 12 Continuations of Sir Tim Birkin’s famous 4½ Litre Team Blower, you might have thought that it’s treading a path recently well worn by Jaguar and Aston Martin. And it is… except that the skills, tooling and documentation required are even more scarce for a 1920s car than they are for a 1950s or ’60s model – plus Bentley has promised to create a replica of the Birkin car, Team Car No 2, registration UU 5872, rather than one of the factory-built 55 homologation Blowers. No 2 was one of the four Team Cars developed by Birkin rather than the factory, so few drawings or original specifications exist. To replicate it, there was no choice but to strip the Birkin right back to a rolling chassis and scan it, working from a dedicated room at Envisage in Coventry, a temporary outpost of Bentley’s Mulliner division while additional Mulliner buildings are

Bentley’s Birkin surprise When Bentley started on its Birkin Blower Continuation project, it found that not everything was as expected...

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completed at Crewe specifically for the Blower Continuation project. The last time the Birkin was stripped down to anywhere near this extent was in the 1960s, and some of the parts probably haven’t been seen in such detail since the 1930s. It was clear from pictures that the car had evolved during its time with Birkin: the supercharger changes; the headlights go from small black units to larger chromed lamps; mudguard shapes and fixings change (partly due to a double tyre blow-out during the 1930 Le Mans that destroyed two of the guards); mirrors appear and disappear; and even the horn moves from one side of the car to the other between races. However, the big shock was the chassis, which had been assumed to be stock Bentley 4½. Not so! Instead of riveted fixings, the Birkin chassis uses large castellated nuts and bolts, and further investigation revealed that it’s a thicker gauge of steel – 5.2mm instead of the 4.6-4.7mm of

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BELOW Canossa Events’ long-established Stella Alpina rally is renowned for its spectacular views.

LONDON CLASSIC CAR SHOW

SYDNEY HARBOUR CONCOURS

February 20-23, 2020

March 5-7, 2020

www.thelondonclassiccarshow.co.uk

AMELIA ISLAND CONCOURS

MAGNE TO

www.sydneyharbourconcours.com

R A L LY E P È R E - F I L L E

STELLA ALPINA

May 15-17, 2020

June 26-28, 2020

www.happyfewracing.com

VA L L E T TA C O N C O U R S May 31, 2020

A U T O R OYA L E July 17-19, 2020

www.vallettaconcoursdelegance.com

www.autoroyale.org

S T A R T E R

LEFT AND ABOVE The Rexine-covered body is removed for the first time since the 1960s; every component,

the stock chassis. That makes it unique, scuppering the original plan to use existing RC Moss replacements. “The project suddenly got a whole lot more difficult,” understates Mulliner special projects leader Glyn Davies. The Birkin front crossbeam is also different, as are the rear axle and fuel tank. Bentley drafted in three of the leading Vintage Bentley experts, Graham Moss (RC Moss), Neil Davies and William Medcalf. All agreed that they’ve never seen a Blower Bentley like the Birkin. The original car will be lightly restored while it’s apart, and some of its later additions made good. “We have the original wiring diagram,” says Glyn as an example. “And there

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are very few wires. Then we take the body off and it’s like Spaghetti Junction under there!” The current headlights appear to be incorrect as well, and other items don’t quite correspond with the 1930 Le Mans specification, which is how the Bentley team have decided to keep No 2. The Continuation cars will then be built to the same spec. Birkin’s No 2 car was originally fitted with a Harris body, but Birkin replaced that with the shorter, squarer Vanden Plas body that it still wears today. Although original-style Rexine is now finally available again, there’s no way the Birkin’s will be removed, so the team plans to X-ray the body to determine the exact shape of the ash frame underneath.

including the brake drums, are 3D scanned; the Mulliner team is working in a dedicated room at Envisage.

As for the bonnet, it’s clear that extra louvres were added at different stages, and they’re all quite rough. It would be easy to use a louvre punch on the Continuation cars, but they’d be too good, so each louvre has been scanned so it can be replicated exactly. The same goes for all the

‘To replicate the car, there was no choice but to strip the Birkin back to a rolling chassis and scan it’

rivet positions around the body – and even the indentations Birkin’s feet made in the driver’s footwell. It seems that instruments were added to No 2 at various points in its early life, meaning they’re a mix of makes and styles. The chronographic clock is particularly complicated and will prove difficult to replicate. The famous billiard counter on the dashboard, used to keep track of laps covered, will also be copied. Now busily turning the scans into usable data, and sourcing suppliers from all over the world, the team aims for the prototype Continuation car and the first customer car to be finished by the end of 2020. The rest of the 12 customer cars should follow every two-and-a-half months.

SUMMER

AU T U M N

WINTER

SPRING

C O M I N G S O O N

BELOW Canossa Events’ long-established Stella Alpina rally is renowned for its spectacular views.

LONDON CLASSIC CAR SHOW

SYDNEY HARBOUR CONCOURS

February 20-23, 2020

March 5-7, 2020

www.thelondonclassiccarshow.co.uk

AMELIA ISLAND CONCOURS

CLASSIC MOTOR HUB V E D AY C E L E B R AT I O N May 3, 2020

ICE ST MORITZ February 29, 2020

www.sydneyharbourconcours.com

Open to military and pre-1950 vehicles, this one-off celebrates the 75th anniversary of VE Day on the former RAF Bibury Airfield in The Cotswolds. Display entry is by pre-registration only, as parking spaces at The Hub are limited.

R A L LY E P È R E - F I L L E

STELLA ALPINA

May 15-17, 2020

June 26-28, 2020

www.happyfewracing.com

VA L L E T TA C O N C O U R S May 31, 2020

Staged in St George’s Square within the 16th century walls of Valletta, the capital city of Malta, this year’s concours d’elegance will host more than www.classicmotorhub.com 80 pre-war and post-war automobiles invited from collections across the island and much further afield. Last year’s running of the event, which has become an annual staple in the Maltese Islands, saw a 1961 Jaguar E-type Roadster crowned Best of WWW.NDR.LTD.UK Show; what will be the supreme PHONE: +44 01923 220370 winner this year?

A U T O R OYA L E July 17-19, 2020 A new event is always exciting, and this one has a trick up its sleeve; the location is the Althorp Estate in Northamptonshire, UK, ancestral home to the Spencer family (ie Princess Diana) for over 500 years. It promises a high-class concours d’elegance, Supercar Lawn, Trader Village, car club area and Entertainment Precinct. Special concours classes include 90 years of Pininfarina, 100 years of Voisin, 110 years of Alfa Romeo, 130 years of Peugeot and 150 years of Vanden Plas. We are really looking forward to it.

THE WORLDS LEADING WO BENTLEY SPECIALISTS & CUSTODIANS OF OUR HERITAGE.

An exciting new event, the ICE St Moritz – or the International Concours of Elegance – brings together top vintage, classic and racing cars on the frozen lake of St Moritz, the most iconic, cosmopolitan and luxurious location in the Swiss Alps. Promising to be a most refreshing take on the tried-and-tested concours d’elegance formula, there’s nothing quite like it – so get set for a unique ice party at the ‘top of the world’.

PROUD TO BE ASSISTING BENTLEY MOTORS WITH THEIR EXCITING NEW BLOWER PROJECT.

www.theicestmoritz.ch

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EMAIL: SALES@NDR.LTD.UK www.vallettaconcoursdelegance.com NDR LIMITED, MILL HOUSE, 119 BUSHEY MILL LANE, WATFORD, WD24 7PD

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17 February to 6 March 2021

ally 3,000 miles from the home of the White House, Washington DC, to Key West, in the Sunshine State of Florida. The second event in our popular Carrera series, this 17-day adventure takes crews across several of the USAâ&#x20AC;&#x2122;s eastern states on smooth all-asphalt roads, visiting some of the most famous motor sports venues in the country and staying in topclass luxury accommodation. Experience the banking of the famous Daytona International Speedway, compete in tests at well-known venues such as Virginia International Raceway, Road Atlanta and Sebring Raceway, tackle regularities in the Appalachian Mountains, and take part in an on-street car show in Naples and a mini-concours on Amelia Island. A rally not to be missed.

For more information and to register your interest visit www.rallytheglobe.com +44 113 360 8961 clair.clarke@rallytheglobe.com

Sponsored by:

S T A R T E R

MY PREDICTIONS FOR the recent Arizona Auction Week were that pre-war American cars would see a serious decrease in values, as would post-war big Americans, and that everything else would see a slight decrease. Well, here’s what actually did happen. Despite a great number of cars for sale the pre-war Americans seemed to hold their own, and high-quality cars sold for strong money. The best example was the 1930 Cadillac V16 Sport Phaeton by Fleetwood that sold at RM Sotheby’s for $1,105,000, right in the middle of the pre-sale estimate. All the other Cadillac V16s except the 1935 Imperial Convertible Sedan by Fleetwood at RM Sotheby’s also sold for within their estimates, which again surprised me. The pre-war Americans that seemed to struggle the most were woodies. RM sold a stunning 1947 Ford Deluxe for under the estimate, while a rare 1948 Ford MarmonHerrington failed to meet its reserve, with a high bid of only $170,000. In the Porsche market, we saw that the early long-hood 911 sector now looks to be completely settled. Bonhams had an exceptional 1969 911E that sold for $52,640 against a low estimate of $70,000, and a superb 1971 911E that sold for $72,800 against a low estimate of $80,000. On the positive side of the Porsche world, early 928s have continued to be strong sellers. Most notable was a 1978 928 in the challenging body colour of Kaschmir Beige but with an original Pasha interior. This car sold for $67,000

against a $50,000 high estimate. Another strong seller all week was the Dodge Viper. The high point for this was car #1, a 1992 example owned from new by Lee Iacocca that sold for a record $285,500 against a high estimate of $125,000. This trend continued at Barrett-Jackson, with all generations of the model selling for strong money, well ahead of past prices. My advice is that if you want one of these cars, buy it soon. Beyond the Viper, there were no real surprises. The trend of cars in exceptional condition selling for top dollar continued. This was best illustrated by Gooding & Company’s sale of two Ferraris. A 1981 400i, possibly the best example in the world, sold for a record price of $131,600 against a high pre-sale estimate of $100,000, and a 1980 308GT4 also set a record, selling for $140,000 against a high pre-sale estimate of $120,000. On the other side of this trend, we saw the 1934 Alfa Romeo 8C 2300 at Bonhams fail to sell, with a high bid of $8.7 million. This specific car was not a top example, and probably should have been let go at this price. This trend of less-than-perfect cars in the million-dollar price range failing to sell was seen at all the other auctions as well. It seems people are unwilling to take a risk and buy a car at this price that has any needs or stories. One part of the market that proved weaker than I expected was British sports cars. We saw a flat-floor, side-bonnet-latch Jaguar E-type sell for $268,800 at Gooding against a low estimate of $275,000,

THE TOP TEN SALES OF THE WEEK 1995 FERRARI F50 COUPÉ $3,222,500 at Gooding & Company 2020 CHEVROLET CORVETTE STINGRAY COUPE $3,000,000 for a charity car at Barrett-Jackson 1932 HISPANO-SUIZA J12 DUAL COWL PHAETON $2,425,000 at Gooding & Company 2018 PAGANI HUAYRA ROADSTER $2,370,000 at RM Sotheby’s 1948 TUCKER 48 SEDAN $2,040,000 at Gooding & Company 2021 LEXUS LC500 CONVERTIBLE $2,000,000, another charity car at Barrett-Jackson 1967 FERRARI 330GTS SPIDER $1,985,000 at Gooding & Company 1972 FERRARI 365GTS/4 DAYTONA SPIDER $1,930,000 at Gooding & Company 1951 FERRARI 212 INTER CABRIOLET $1,930,000 at Bonhams 1967 FERRARI 330GTS SPIDER $1,710,000 at RM Sotheby’s

and another at $156,800 at RM against a low estimate of $225,000. I honestly thought both of these would at least exceed their estimates. The best deal on British sports cars all week had to be the 1955 Aston Marin DB2/4 Mk2 that was a steal for $112,000 against a low estimate of $180,000. Even Barrett-Jackson was not immune, with a 1963 DB5 selling for only $660,000. And now let’s do the numbers. By the end of Auction Week we saw a BELOW Strong Dodge Viper prices are only likely to rise further still.

total of 2994 of 3867 cars sold for a 77 percent sell-through rate, totalling $244.1 million. Last year’s Arizona event, with one less auction, saw a total of 2662 of 3295 cars sold for an 81 percent sell-through rate, and $251.2 million in total sales. Of course, Barrett-Jackson proved to be the overall leader, with a total of $137.1 million in sales. Among the higher-end catalogue auctions Gooding & Company was the overall winner of the week, with total sales of $35.8 million against secondplaced RM Sotheby’s total sales of $30.3 million. Leake, a newcomer to Scottsdale, finished third with total sales of $16.6 million. All in all, based on these numbers and the cars we saw, the overall market looks to be levelling. The Porsche market is solid but a little lower than in the past few years. Somehow the pre-war American market is much more stable than I’d have predicted, and the trouble that million-dollar cars are having changing hands continues, likely due to the 1031 tax exchanges having gone away and the overall quality of those cars being offered at auction. Weaker areas again are in the British car and early 911 markets, where it looks as though prices are coming down to more reasonable levels again. In a nutshell, cars now seem to be moving back into enthusiasts’ hands at appropriate rather then speculator prices. To me, this makes for a more stable market long term, as it could mean these are now being thought of more as cars again, and not as an asset class for the very rich. Andy Reid

A U C T I O N WAT C H

A MIXED BAG AT SCOTTSDALE Arizona Auction Week saw prices of US classics stay stronger than anticipated, while British sports cars felt the pinch. But it’s all good news for enthusiasts... MAGN E TO

PLACES TO VISIT

PISTENKLAUSE RESTAURANT This superb eatery at the Nürburgring boasts more motor sport memorabilia than you can shake a steak at. Don’t miss out if you’re in the area LOOKING FOR A quality, nononsense dining experience while luxuriating in the ultimate motor sport atmosphere? Then head to the Pistenklause Restaurant, which – thanks to its close proximity to the world-famous Nürburgring in western Germany’s Eifel mountains – offers a unique setting in which to eat, drink and relax after a hard day spent pounding around the Green Hell. Many of the world’s greatest drivers, along with their mechanics and team staff, have visited this traditional 200-cover eatery, whether to fuel up during a day’s testing or to celebrate victory on the merciless Nordschleife. Most have left their mark on the walls; patrons are surrounded floor to ceiling by signed photos and memorabilia from the likes of Niki Lauda, Ayrton Senna, Mika Häkkinen and countless more heroes of the racetrack. Event posters, stickers, trophies, mangled pieces of car bodywork and even sections of Nürburgring guardrail add to the authentic ambience. Food is of the Italian and European variety, with a mean line in steaks cooked and served on a hot stone. And naturally, the wine, beer and spirits flow in the

D E TA I L S WHERE IS IT? Kirchweg 4, 53520 Nürburg, Germany WHEN IS IT OPEN? 4pm-12am Monday-Sunday HIGHLIGHTS Where do we start? The ultimate motor sport memorabilia museum, with the bonus of superb food and drink… HOW MUCH DOES IT COST? Italian, European and steakhouse dishes are affordably priced WEBSITE www.pistenklauserestaurants.com

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INTERVIEW

ABOVE Food, drink and the best selection of race memorabilia around; a petrolhead’s paradise.

best German tradition. The Pistenklause forms part of the three-star Hotel am Tiergarten, which is open year-round. The venue’s unbeatable location in the centre of Nürburg village is just 150m from the GP track’s start-finish straight and 500m from the Nordschleife entrance. It has been run by Ursula Schmitz since 1969; her youngest daughter Sabine – ‘Queen of the Nürburgring’ – was the first woman ever to win a 24-hour endurance race. Thanks to its famous roster, who knows what big stars will be eating at the Pistenklause when you drop by? Book in advance to ensure a table, however; such is the restaurant’s popularity with petrolheads from around the world that, depending on the event and time of year, dropping in unannounced may result in serious disappointment and an empty stomach. Plan ahead, settle in and grab a menu...

“I just wanted Warhol to put soup cans and Marilyns on the car. But no…” Hervé Poulain is a legend. Not only was he one of the first in France to start auctioning collector cars, he was also the first to offer artists a moving canvas in the form of the BMW Art Cars. The sale of the Baillon collection sealed his fame. We meet with the ‘maitre’

PHOTO BY RÉMI DARGEGEN

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HERVÉ POULAIN HAS handed over the reins of Artcurial, the auction house he co-founded in 2002, to Matthieu Lamoure and Pierre Novikoff. But even at 79, he still holds a tight grip on the hammer. “Death will not die living,” he smiles enigmatically when quizzed about how long he intends to keep going. Poulain became a chief auctioneer in 1969. Through his love of cars and art he has been involved in some of France’s biggest collector vehicle sales, including that of the Schlumpf Bugattis. He soon became established as the country’s go-to guy... “In 1976, Robert ‘Bob’ Lanplough held Christie’s auctions department. But he came to me when he wanted to sell his Ferrari 250GTO. ‘You’re better than us in cars Hervé,’ he told me. He wanted 200,000 francs for it (laughs); €30,000 today. But you know what? That day, even at that price, I couldn’t find a buyer. For years on end after that, he’d send me chocolates for Christmas with a note: ‘You are the best. Thank you for not selling my GTO for 200,000 francs.’” Poulain, meanwhile, let his driving talent flourish, first with Renaults and Alpines in rallying and hillclimbs. “For 1975, I had my eyes set on Le Mans. I’d previously written a book

on cars and art, and I wanted to do a project that showed pop art to a wide audience. Alexander Calder said he would do a design. Some constructors turned me down, until I ran into Jean Todt. He told me: ‘Call Jochen Neerpasch at BMW Motorsport. He will understand.’ I don’t think Neerpasch knew who Calder was, but his wife had an art gallery and she knew. It didn’t take long to convince him. BMW that year only raced CSLs in the US. ‘But I will build you a new car,’ he said.” Poulain chuckles at the memories of his “pop cars”. “Calder was best suited, as the inventor of movement within sculpture. On top of that, half the year he resided in the Touraine region. I loaded a car with ham and his favourite Chateau La Conseillante wine. I handed him a scale model of the race car, which was still being built in Munich. He held it in his trembling hands and said: ‘We’ll start at once.’ He painted it, and said: ‘We mustn’t change anything anymore.’” Calder, who died a year later, was flown to the race. “Before the start, he took me in his arms and said: ‘Go for it, win… but take things easy.’ That first year I felt very comfortable. It wasn’t until after it was such a success, that it really hit home; these

projects were so important that under no circumstances was I to crash. “It was clear we had to follow up in 1976. A lot of artists made themselves available, but we opted for Frank Stella because he was the opposite of Calder. Calder’s design was generous and easy to interpret. Stella draped graph paper over the whole car. The art suggests what normally remains hidden in a race car; mechanical beauty and all the engineering work behind. This CSL had two turbos and packed 750bhp. The engine let go after just five laps.” A Roy Lichtenstein 320 followed in 1977 and, of course, the Andy Warhol M1 in 1979. “At one stage, he sent back a scale model covered in pink wallpaper, including the windshield and windows. That was going to be tough to race. Then he sent back another proposal; a car in camouflage dress, which was vetoed in Munich. “So, Warhol said: ‘Book me tickets to Munich. I’ll paint the car myself.’ I was hoping he’d just do his soup cans and Marilyns on it, but no. Instead, he started smearing paint all around. It was another provocation, but proof of his genius. It was avantgarde, a preview to the expressionism that was to follow on from pop art.” The Art Cars performed at times

ABOVE Calder, Warhol and Lichtenstein were among the artists who worked with BMW on the Art Cars. Poulain has handed over the Artcurial reins to Pierre Novikoff and Matthieu Lamoure. above expectations, but in 1980 BMW stopped the programme. “James Rosenquist was supposed to do a car, but then BMW told me it was switching to Formula 1. Well, I can’t drive an F1 car, and there were sponsors to please. Can you imagine that now? There was not a single sponsor on these cars. Only art.” BMW later revived the programme, but Poulain had refocused on other Art Cars and Artcurial. In 2015, he oversaw the Baillon sale in Paris. “It had the same effect on people as the discovery of Tutankhamun’s tomb. In a way, it reminded people there is an end to human life.” Bidding on the cars was frantic, and for instance the ex-Alain Delon Ferrari 250GT California sold for almost €16.3m. This year, Artcurial has again lined up some jewels for Rétromobile. Among them, a 1965 275GTB with racing history and a 1965 one-owner AC Cobra 289. A 1929 Mercedes 710SS Sport Tourer is expected to fetch between €6-8m.

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LEFT Clockwise from bottom right: LC2; LC1; 037; Delta S4; HF Integrale; Beta Montecarlo.

LANCIA GREATS FOR SALE John Campion is selling his stunning collection of Martini Lancia race and rally cars to focus on cars with connections to his Irish roots

YOU MIGHT NOT expect to find a collection of ex-works Lancia competition cars owned by a born and bred Irishman in deepest Florida, US – but no one is complaining, because the cars in question have become regulars at events around America, to the delight of all concerned. The collection belongs to John Campion, an entrepreneur and philanthropist whose passion for rallying was forged during his early teens watching the Killarney stages of the Circuit of Ireland rally. Most of all, he remembers seeing the Stratos of privateer Billy Coleman hurtling through the forest. Now he’s changing the focus of his collection, and selling the Lancias in order to buy more cars connected with the Irish rally scene. UK-based collector car specialist

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and Lancia aficionado Max Girardo of Girardo & Co is looking after the sale of the collection, which is valued at $7.5 million. John made his money building portable generators for live events, touring the world as technical support for acts including Motley Crüe, Michael Jackson and AC/DC. After some wild times he eventually settled in Florida and began buying cars, going for (as he now admits) ‘wow-factor’ cars that didn’t really mean anything to him. They included a Ferrari 250GT Lusso, 275GTB, Daytona and F40. The turning point came when he bought a Lancia Stratos, which changed everything for John. The Stratos is a keeper, but the cars that came next are for sale, as follows: 1988 Delta HF Integrale Group A: Works Martini car that won the 1988

Rallye de Portugal and Olympus Rally with Miki Biasion in his championship-winning year, now restored to Rallye de Portugal spec. 1984 037 Rally Evo 2 Group B: One of just 20. Recce car for Markku Alén in the Rally of the 1000 Lakes before moving to the Jolly Club team. 1986 Delta S4 Corsa Group B: Campaigned by Dario Cerrato, Markku Alén and Miki Biasion. It debuted as a Lancia Martini car before joining the Jolly Club, winning the Rally 1000 Miglia. 1981 Beta Montecarlo Turbo Group V: Raced at the 24 Hours of Daytona, Mugello Six Hours, Monza 1000km and Nürburgring 1000km. 1982 LC1 Group V1: A factory Le Mans 24 Hours entrant, and one of only four built. It was driven by World Sportscar Champion Teo Fabi and F1 winner Riccardo Patrese, and won the 1982 Nürburgring 1000km. 1983 LC2 Group C: Entrant in the Le Mans 24 Hours and both 1983 and 1984 FIA World Sportscar Championships. It was driven by Henri Pescarolo, Alessandro Nannini and Bob Wollek. More details are available from Girardo & Co at info@girardo.com or +44 (0)20 3621 2923.

17â&#x20AC;&#x201C;20 SEPTEMBER 2020

Photo: F&R Rastrelli

23 - 27 J UNE 2020 - PRESTON TH E 1 2 0

E D I N B U R G H - A N E V E N T E X C L U S I V E LY

P R E - WA R C A R S

FOR

Y E A R A N N I V ER S A RY ED ITI O N I S P RO M I S I N G TO B E SO M E T H I N G S P ECI A L , FLOW I N G ROA DS , A M US I N G R EG U L A R ITI E S , RO US I N G

T E S TS A N D Q U I R K Y S TO P OV ER S .

WITH

A T W O N I G H T S TAY I N R O C K C L I F F E H A L L , D A R L I N G T O N , B E F O R E W E A R R I V E AT M A L M A I S S O N ,

E D I N B U R G H A N D T H E G R A N D F I N A L E O N B O A R D T H E R O YA L YA C H T B R I TA N N I A .

YO U R P L AT F O R M F O R H I S TO R I C M OTO R I N G H E R O ARRIVE&DRIVE

H E R O BESPOKE

H ERO E V EN T S . EU

H E R O EVENTS

EN D U RO R A L LY.CO M

H E R O INSUR ANCE SOLUTIONS |

H E R O S TO R E

EN Q U I R I E S@ H ERO E V EN T S . EU

S T A R T E R

The Americans are coming!

WHEN AN ESTABLISHED North American auction house announces its first-ever sale in the UK, it doesn’t take long for the jungle drums to begin to sound. Does the sale signify a move into new territory? Will it threaten current London sales from Bonhams and RM Sotheby’s in particular? In fact, Gooding & Co’s April 1 Passion of a Lifetime sale at the capital’s glorious 18th century Somerset House is a one-off, according to founder and CEO David Gooding. The company holds just three regular sales a year, all at important US events: Scottsdale auction week, Amelia Island Concours d’Elegance and Pebble Beach Concours d’Elegance, for which it’s the official auction house. Gooding is certainly the most English of the American auction houses, as much due to US-born Anglophile David as it is to British auctioneer Charlie Ross. However, the London sale is specifically to sell 16 very special cars from a single significant private collection. The collection is, as Gooding puts it: “The culmination of decades of research, dedication and a meticulous commitment to bring together the most coveted and valuable examples of European sports and racing automobiles of

the 20th century.” The star cars are three Bugattis – 1937 Type 57S Atalante, 1934 Type 59 Sports and 1928 Type 35C Grand Prix – along with a 1961 Aston Martin DB4GT Zagato, a 1971 Lamborghini Miura P400SV Speciale and the 1955 Aston Martin DB3S. The other cars are a 1965 Lamborghini 350GT, 1959 Lancia Flaminia 2500 Sport, 1955 Lancia Aurelia B24S Spider America, 1924 Lancia Lambda Third Series Torpédo, 1935 Aston Martin Ulster, 1924 Vauxhall 30-98 OE-Type Wensum, 1919 Rolls-Royce 40/50 HP Silver Ghost Alpine Eagle Tourer, 1952 Bentley R-type Continental Fastback, 1939 Bentley 4¼ Litre

Cabriolet and 1927 Bentley 3 Litre Speed Model Sports Tourer. You may recognise many of these cars, and not just because they’re regulars on the concours circuit. The Bugatti Atalante, which is estimated at £7m-plus, is the ex-Earl Howe car famously sold for €4.4m in 2009 as

‘Gooding & Co is certainly the most English of the American auction houses’

one of the decade’s most remarkable ‘barn finds’. The Type 59 (estimated at £10m) is arguably a bigger deal still, being the highly original Type 59 campaigned as a Works Grand Prix car during the 1934-’35 seasons, later passing to King Leopold III of Belgium. The Aston Martin DB4GT Zagato, meanwhile, is the only one in Peony (dark red), and it has had just four owners since 1979, including Victor Gauntlett and Sir Paul Vestey. It’s estimated at £7-9m. So this will be quite a sale – and even if it’s not intended as a regular fixture, it could place Gooding & Co in a strong position for further UK or European events.

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MATHIEU HEURTAULT

One sale, one owner, 16 cars, estimated value £40 million. Gooding & Co is heading to London for a new sale in April

1957 Fiat Abarth 750GT Zagato ‘Double Bubble’ Corsa Chassis # 358847 The 14th of 21 known lightweight Corsas built; 3rd example into the USA Original lightweight aluminium Zagato ‘Double Bubble’ coachwork Long term California ownership 1957-2015 Beautifully restored; matching numbers, Mille Miglia eligible

1961 Mercedes-Benz 300SL Roadster Chassis Number # 002756 is 1 of only 5 Mercedes-Benz 300 SL Roadsters which were originally supplied in Fantasiegelb color code DB 653, Fantasy Yellow. Tastefully restored to show condition and now with a dark green leather interior, matching two-piece luggage, black hard top and upgraded with Rudge wheels.

FURTHER CARS AVAILABLE: 1957 Fiat Abarth 750GT Corsa Zagato ‘Double Bubble’ 1965 Ferrari 275 GTB 1967 Ferrari 330 GTS 1974 Lancia Stratos HF Stradale 1976 Lamborghini Countach LP400 Periscopica ex Princess Dalal

CALIFORNIA

CONNECTICUT

California Malcolm Welford Malcolm Welford malcolm@mmgarage.com malcolm@mmgarage.com o: 949.340.7100 c: 949.500.0585 o: 949.340.7100 c: 949.500.0585

X X

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Connecticut Miles MorrisMiles Morris miles@mmgarage.com miles@mmgarage.com o: 203.222.3862 mmgarage.com mm garage.com

c: 203.722.3333 o: 203.222.3862 c: 203.722.3333

S T A R T E R How did you start out collecting classic cars? I started at the age of 18 by buying a small Fiat Balilla E that I personally restored in the Giordano brothers’ shop in Reggio Calabria. They taught me all the secrets of conservative restoration and preservation that helped me for all the restoration works done in my life. You are famous for rare Alfa Romeo models and concepts. Were they always your passion? And why is that? It was all thanks to an extraordinary car owned by my uncle, an Alfa Romeo 6C 2500. It was unique model prepared by Fiertler, a well known tuner of the 1950s. This car was an icon in the family, and so I went crazy for Alfa Romeo – when the rest of the family loved Lancia...

INTERVIEW BY DAVID LILLYWHITE PHOTO BY ALBERTO NOVELLI

Which is your favourite car? It’s surely the three-speed Fiat Balilla, the first of my collection, which I drove on the raid of my first 40 years’ collecting cars [a classic car run from Palermo to Milan in December 2019, to celebrate both his 40 years of collecting and the 70th anniversary of a similar ‘raid’ by tuner Luigi Fiertler]. And any other favourites? Then it’s the Alfa Romeo 6C 2500 Villa d’Este that won Coppa d’Oro at Villa d’Este in 2001, my first time at a concorso ever. Also, the prototype of the Giulietta Spider by Bertone, which I restored with a conservative approach and brought back to notoriety among the public. It was considered lost. It was with that car that I won the first of my awards at Pebble Beach. What were the best times in your 40 years of collecting cars? The past ten years. With my own mindset, philosophy and influence in the car restorations – in stark contrast to the super-mega-perfect

restorations of the ‘big’ collectors – I have exceeded myself, despite not having million-dollar cars. Why is car preservation so important to you? Because preserving means preserving for the future, especially for younger generations. It is fundamental to preserve the ideas, techniques and manufacturing that were used in the past century and that are slowly disappearing. It also brings me very close to the studies I have done with my research on Italian paintings and drawings of the 1600s. What are your next projects? I’m collaborating in organising some special and unique exhibitions with my Italian concept cars at the Swiss Museum of Transport in Lucerne. This fills me with great satisfaction, having contributed in recent years to reaching almost a million spectators at the museum – a record for them. What is your involvement with the Milano-Monza Motor Show? I’m involved with the Heritage part, and we hope to make a great event known all around the world.

INTERVIEW

CAR COLLECTOR CORRADO LOPRESTO Having just celebrated 40 years of car collecting, the Italian architect is looking forward to a new event at Lucerne and the Milano-Monza Motor Show

Can you tell us which cars you’re showing at concours this year? At Villa d’Este I will show the prototype of the Isotta Fraschini 8C Monterosa from 1948, with bodywork by Boneschi. It’s an extraordinary car, the last one built by the most important Italian factory ever. It still has 0km, never driven. I did a very conservative restoration. Clearly, having the historical archive of the factory from 1901 to 1948, we were able to restore and preserve the car in splendid form, just as when it was presented at the Paris Motor Show. For more on Corrado’s car collection see www.loprestocollection.com. Under ‘News’ there’s more on the Lucerne museum and Milano-Monza show.

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PLACES TO VISIT

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AUCTION

ABOVE Food, drink and the best selection of race memorabilia around; a petrolhead’s paradise.

Did the Bullitt Mustang sell too cheap? The most famous ’Stang in the world has sold for $3.74m. It’s an astronomical price for a car with an impeccable movie history – but some commentators say it could have gone for even more

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THE BIDDING STARTED at just $3500, but that was merely a nod to the previous time the Bullitt Mustang was sold, to Bob Kiernan in 1974. Bob used the famous 1968 Highland Green Fastback as his family car, well aware that it was one of two Fords used for the majority of the filming (the other, stunt, car was found recently in a terrible state in Mexico, and is now being restored). Bob took his Mustang off the road in 1980 when the clutch failed, and although he started to repair it years later, it was still in pieces when he passed away in 2016. Few had known about the car, and McQueen himself had tried to buy it off the family in 1977 – but in later years, after a few break-ins at the garage where it was housed, its location and ownership were kept a closely guarded secret. It wasn’t until January 2018, in the 50th anniversary year of Bullitt, that the Mustang reappeared, the news broken by Hagerty with the agreement of Bob’s son Sean. It was revealed in public with Ford at the Detroit show, and exhibited in a glass case on the National Mall, Washington DC by the Historic Vehicle Association. It then starred at the Amelia Island Concours, drove up the Goodwood Festival of Speed hill (once with Magneto editor

David Lillywhite riding shotgun), went on display in America’s Car Museum and accompanied the new Bullitt Mustang launch in San Francisco. Then, midway through 2019, Sean announced that he was to offer his beloved Mustang for sale at Mecum’s January sale in Kissimmee, Florida – the world’s largest car auction. Come the day, he drove the Ford through the biggest crowd ever seen at Mecum, and onto the stage. It went swiftly to $1 million, then in $500,000 steps to $2.5m, slowing to $100,000 steps to gradually climb to $3.4m. It was sold to a bidder on the phone to Frank Mecum, son of founder Dana. The result – $3.74m with premiums – was greeted with a double thumbs-up from Sean. But was it enough? Could it have sold for more at a Monterey sale, as some have suggested? It’s likely that the Kiernan family was offered a great deal by Mecum, perhaps Dana – who has an extensive car collection himself – even guaranteeing a set amount in the event of a no-sale (at the time of writing, the buyer hasn’t been announced). And, of course, Mecum and Barrett-Jackson are the auction houses of choice for muscle cars, so there was a logic there. Even comparing the Bullitt with

other movie cars is little help. The Bond Aston DB5 used to promote Thunderball sold for $6,385,000 at RM Sotheby’s in Monterey last year, but one of the Goldfinger DB5s sold for much less, £2.6m, in London in 2010. The Bond Lotus Esprit ‘Wet Nellie’ submarine went for $500,000 in 2013, one of the Back to the Future Deloreans sold for $541,000 in 2011, and the Porsche 917K used in the McQueen’s Le Mans sold for $14m in 2017 – but it could have been worth up to $10m even without film history. As for Sean, the responsibility of owning the Bullitt Ford, and keeping it safe, weighed heavily on him. “To have it sitting there knowing that my father had taken it apart, and that I’d have to put it back together on my own, then take the most personal thing to me and show it to the whole world… psychologically that messes with you,” he told us in 2018. “Now I’m scared to death every turn I make. Little rocks kicking up. Gravel and water are my worst enemies. I want to make myself a replica that I can drive without worrying.” He recognised the wild ride he’d been on, though, going from auto paint sales manager to world traveller and celebrity: “This car has changed my life.” After the sale, he

ABOVE Movie Mustang was star billing at Mecum sale, where bidding was started at a nominal $3500. told Hemmings: “What I really hope for is that whoever buys it doesn’t change a bolt on it. My Dad was 66 when he died. All of this, selling the car, is going to be bittersweet for me. But I know that what it needs is to find a whole team of new owners so it can be pampered in its new life.” Magneto market expert Andy Reid is adamant that the price was right. “It sold for a very strong price but one that isn’t likely to be repeated. It’s an amazing piece of classic car history, an icon for a generation that grew up with it. Newer generations don’t have that connection with the movie or Steve McQueen. “The McQueen ‘tax’ is usually around five to eight times the value of a similar model without that history, and this car well surpassed that amount. The 911S used in the opening of Le Mans at the time sold for around eight times the amount of a standard 911S, hence my surprise with the Mustang sale amount.” Regardless, the time was right for the Kiernans – and the transformation the Bullitt Mustang has made to their lives is now complete.

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CONCOURS EVENT ON LONDON’S SAVILE ROW This July will see 40 cars from manufacturers, specialists and collectors on display on the home of bespoke, Savile Row

ABOVE Savile Row will be transformed for two days into an exclusive concours, with manufacturers, classic car specialists and bespoke tailors working together.

THERE’S A NEW concours in town – and it’s a concours with a difference. The Concours on Savile Row, planned for Thursday July 2 and Friday July 3 this year, will take place on the London street made famous by bespoke tailors. Around 40 of the greatest classic cars, hypercars and concepts will be displayed along the Row, which will be closed to traffic for the two days of the concours. Each of the tailors will be open, with many hosting VIP events and demonstrations. A central stage will host music and conversations with manufacturers, tailors, designers and stars of motor sport. Receptions will also be held nearby on both the Wednesday and Thursday evenings. The concours will be available free of charge to all members of the public, but access to the VIP areas will be by ticket only. Savile Row has a fascinating history, which dates back to the 1730s, when the street was built. From the beginning the area has been part of The Pollen Estate, which still owns it today. By the late

18th century tailors had started working in the area, the first moving into Savile Row in 1803. Henry Poole, thought to be the creator of the dinner jacket or tuxedo, opened an entrance to Savile Row from its existing premises in Old Burlington Street in 1846, and H Huntsman & Sons moved in during 1919. In 1969 Nutters of Savile Row shook the established tailors with its more modern approach, and that ‘new bespoke movement’ has continued with the likes of Richard James, Ozwald Boateng and Timothy Everest. Car manufacturers and specialists will be given the opportunity to work with tailors for the concours; some already have links, such as Rolls-Royce with Gieves & Hawkes, Aston Martin with Hackett and Bentley with Huntsman. The concours will be organised by Hothouse Media, publisher of Magneto, working with The Pollen Estate. For more information visit www.concoursonsavilerow.com or email managing director Geoff Love, geoff@hothousemedia.co.uk.

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When VW tried to beat Audi at its own game

WORDS JOHAN DILLEN PHOTOGRAPHY DIRK DE JAGER

Jochi Kleint explains how a twinengined Volkswagen Golf came close to winning Pikes Peak in 1987

KLAUS-JOACHIM ‘JOCHI’ Kleint’s rally career will always be measured against Walter Röhrl’s. Both drove Capris for Kleint’s brother’s team; both lined up for Opel in the Ascona 400. Kleint recalls: “We were dicing for the lead in the 1982 Monte Carlo. I hit ice and went off; Walter carried on to victory. That’s motor sport; if you can’t handle it, you shouldn’t be in it.” In 1987, the two met again. Walter tackled the Race to the Clouds for the first time, in the overwhelming Audi Quattro S1. Jochi had a trickedup Volkswagen Golf Mk2. “The Quattro story is well known. It started with a VW Iltis. At VW, we weren’t blind to Audi’s success in the rally championship, so our competition department looked at ways to beat it. One idea was to use two engines, one for each axle.” VW asked Kaimann Racing’s Kurt Bergmann to develop a prototype. He came up with a twin-engined Jetta, then a Scirocco. “I drove both; they worked great,” Kleint adds. VW started looking for motor sport test opportunities. We were in the midst of Group B madness, but even then series production was required in order to homologate the Peugeot 205 T16 or Lancia Delta S4. “At that time, VW didn’t yet see a market for 4WD passenger cars, so that ruled out the WRC. But Pikes Peak was an interesting, high-profile challenge, with very liberal rules. VW sold the Golf in the US, so it made sense for us to go there.” In 1985, Volkswagen Motorsport embarked on a voyage to Pikes Peak. Kaimann Racing readied an existing Golf shell. Only the wider arches and big air intake on the roof set it apart from the showroom car. “We used two 1.8-litre engines, good for 200bhp each. No turbo, but we had 400bhp. It was my first time at Pikes Peak, so I had everything to learn. I went up the course in a rental car and dictated pace notes to myself. In the end we came third, so the potential was clear. What was also clear was that we needed more power. Due to the altitude, we lost 30 percent of the power high up the mountain.” In 1986, VW was back with a

LEFT With its twin-engined Golf, VW launched an heroic attack on Audi at 1987’s Pikes Peak – only to be thwarted at the last moment.

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different solution. “We used two Polo 1.3-litre turbos. We had 500bhp, but it turned out to be a difficult car to drive.” Fourth place behind Bobby Unser’s Quattro disappointed. So, for 1987, VW came back with a totally new car. Kleint: “This was a Golf in resemblance only. Bergmann built a spaceframe chassis that was 20cm wider than the Golf’s. The polyester bodywork was a Golf’s. However, the marketing department insisted on a shape resembling the Golf’s as closely as possible, so no wings. That definitely cost me time. “We had just one gearlever and one clutch pedal. Both were mechanically linked to the two gearboxes and clutches on each engine. Engine management kept the revs in line.” There were even two starter buttons, and Kleint could shut off either powerplant in case of trouble. You’d think two engines would hugely handicap the Golf against the Quattro. But it weighed 1020kg, just 20kg more than the Audi. This time, it was two Golf GTI 1.8 engines, each with a KKK turbo. “That gave us 650bhp at 1.6 bar. We could go to 3.2 bar.” It’d hit 62mph in 3.4 seconds. “It was perfect on race day,” Kleint remembers. “I got a great feeling right from the start. The car drove beautifully. The smaller turbos meant it kept its rhythm better. The trick was not to lose the boost, so you had to left-foot brake while keeping your right foot on the throttle.” Kleint was unaware at the time, but halfway he actually clocked the second-fastest time, close to Röhrl’s in the Audi. “To me, the second part felt just as fast. It didn’t feel like I was losing time.” Kleint, however, will never be known as rallying’s luckiest man. Less than 400 metres from the finish, a crack in the Uniball mounting caused the front suspension to collapse. “The wheel snapped right off. I could see the guy waving the finish flags.” Who won? Röhrl, of course. “I don’t know if I would have beaten him, but it sure would’ve been close.” VW only came back to Pikes Peak in 2018, with the electricpowered ID. It finally won.

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REMEMBER THE NASAMAX? The what? The Nasamax DM139, the first car to finish Le Mans on green fuel, now adapted for historic racing

WE’VE NOW HAD hybrids and [cough] diesels at Le Mans, but it wasn’t Audi, Toyota or Porsche that started the green movement in endurance racing. It was Team Nasamax, a small outfit headed by fuel scientist John McNeil and racing driver Robbie Stirling, and the car was the DM139, heavily adapted from the Reynard 01Q for LMP1. Now, it’s back on the scene, with an updated version planned, too. The Nasamax was designed to run on bio-enthanol fuel, which can be produced from any fermentable vegetable matter; for the 2004 Le Mans 24 Hours, the fuel was distilled from sugar beet and potatoes grown

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in northern France. At its debut in the Monza 1000km in May 2004, the Nasamax finished a remarkable eighth, and at Le Mans the following month it was the fastest car in a straight line, clocking over 200mph. It reached 11th position before gearshift problems, punctures and a misfire (not caused by the fuel) dropped it to 47th for a while, before it climbed back to finish in 17th place. That made it the first-ever car to complete Le Mans using a wholly renewable fuel source. And yet it had been built on a tiny budget, adapted to suit the then-new aerodynamics regulations and hamstrung by the 40kg of extra fuel it was allowed to

carry to compensate for the reduced thermal efficiency of bio-ethanol compared with high-octane race fuel. There was another disadvantage to the fuel, too; it emitted strongsmelling fumes. Johnny Herbert, in the Audi R8 which finished second that year, recalls having to get by the Nasamax quickly because of the fumes. Stirling, who still owns the Nasamax, laughs: “They worked really hard to get by you, then you went past them [on the straight] – gassing them at the same time. “I remember passing everything, it was the fastest on the straight; 330km/h on Hunaudieres and I’m sure I saw 346km/h at one point.” The car was ungainly in corners, though, due to that extra weight. “At the Monza start I was first away,” says Stirling. “I got to the curve and went straight over the kerb. I just had nowhere to go.” “The 120-litre fuel tank was a big problem,” confirms John Judd, who supplied the adapted Nasamax DM139’s 5-litre Judd V10 Series 1. After a freak accident in the 2004 1000km of Spa when driver Romain Dumas snagged his racing boot on an over-long bolt in the cockpit, preventing him from lifting off the accelerator, the Nasamax was retired. It was later mothballed when FIA regulations left it without a series to race in. But then, in 2017, the Masters Historic Racing series reviewed its regulations to allow a wider range of cars to enter – and the Nasamax once again had a home. Some changes were needed, not least updating the engine to the 5.5-litre Judd V10 Series 2. The work was carried out by KW Special Projects, led by Kieron Salter – the former Reynard designer and engineer who had worked on the Nasamax in the early 2000s… “Nasamax really was a bootstring project,” says Kieron. “But it was way ahead of its time and got a lot of press at that time.” Now plans are afoot for Silverstone-based Sarthe Cars to replicate and evolve the Nasamax design in conjunction with KW Special Projects to produce further cars – and owner Robbie Stirling is considering selling the original Nasamax rather than racing it again.

PHOTO BY MATTHEW HOWELL

LEFT Nasamax is now ready for a new lease of life in historic racing.

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THE MAGNETO MOVES INTO THE MODERN AGE Of course we support anything that makes a magneto a more attractive proposition – and the Magnition does exactly that

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THE PERMANENT MAGNET Electrical Generator is commonly known as the magneto – a fine name indeed... It’s a relatively simple but vital mechanism that produces current for the spark ignition of an internal-combustion engine, widely used in pre-war cars. Basically, it’s an electrical generator that’s tuned to periodically produce a very high voltage – and at just the right time this spark jumps across the spark-plug gap and ignites the fuel. As long as the engine is running and the magneto’s input shaft is turning, the mag will continue to produce a spark. However, it must have a rotational input before the engine fires, which creates a problem. The engine has to turn over at enough revolutions per minute to induce the magneto to initially work. In earlier motor vehicles this was done via a starting handle, and later via a starter motor. If you have a weak starter, the magneto will fail to produce a spark and therefore not fire the engine. Despite its reliability once running, this is the mag’s inherent failing –which is why cars later switched to ignition-coil set-ups. This inherent magneto problem has now been solved by Vintage Bentley specialist Graham Moss of RC Moss, and his in-house engineers. Searching for a solution, they have spent countless hours developing and constructing their own magneto replacement, which they’ve named Magnition. Designed to fit most standard magneto dimensions and locating points, the new unit has only one moving part and the spark is created by a solid-state ignition-coil pack similar to those used on modern cars. It also connects to the original advance and retard functions on the existing mechanism, so it can be adjusted as per the original magneto. Magnetos are constructed with large horseshoe magnets, which means they are inherently heavy in design. However, because the new Magnition does without the magnets, it is less than half the weight of the magneto it replaces. The best feature of the design is that it doesn’t need any rotation

LEFT 500 scale replicas of Type 35 Bugatti Baby will be made, from €30,000.

ABOVE Developed by engineers at RC Moss, the Magnition gives top reliability in a classic case design. from the cranking of the engine for a spark to be produced – it’ll provide a full-power spark from zero revolutions per minute, something a magneto could never do. Even a slow-cranking car will have a fullpower spark right from the moment the ignition is turned on. Graham Moss explains further: “Although we at RC Moss are huge fans of magnetos, and fully restore all makes in house, we do have customers looking for alternative systems for rallies, racing or simply to have a ‘fit and forget’ set-up for the rest of their touring days. “Having test run the prototypes on my own car for a long period, they give the engine a different feel due to the accuracy of the spark distribution; even at 8000rpm on our test rig they’re perfect. They turned my engine at idle into a metronome.” The units are available in the form shown or can be fitted into bespoke cases in the style of any known magneto. They’re easy to fit and can be timed in seconds from the front, using the drive dogs from existing mags. They require only a two-amp, 12-volt supply, and operate silently. In most cases the existing magneto’s earth wire can simply be reattached to a switch on the dash to give the 12-volt feed instead of an earth. The Magnition is available from RC Moss at www.vintagebentleys.com.

THE EVOLUTION OF 60 YEARS OF BRITISH MOTORING HISTORY The next generation Beacham MK2 5.0 has arrived. Featuring Jaguars latest V8 5.0 litre engine, front and rear double wishbone suspension, full electronics and custom interior with virtual instruments. This is the most technically advanced MK2 ever produced. At Beacham we also specialise in original MK2 ex-factory rebuilds. Orders are now being taken.

B E A C H A M RESTORING JAGUARS SINCE 1979

For further information contact Greg Beacham P: +64 274735432 E: greg@beacham.co.nz W: www.beacham.co.nz

Original MK2 3.8 5626 Magneto

Beacham MK2 5.0

Sterling silver AlfaRomeo Monza by Theo Fennell, 1987. Length: 23 cm

‘Renard’ (1930), from an important, complete and perfect collection of all 30 pre-war René Lalique glass car mascots (featured The Concours Year 2019)

‘1931 German Grand Prix’ by Frederick Gordon Crosby

Original painting ‘1967 Targa Florio’ by Dexter Brown, 1980

Rare, tinplate toy hydroplane by JEP, 1935

‘‘Tim’ Birkin at Brooklands, 1932’ by Roy Nockolds

Sterling silver Rolls-Royce inkwell, 1929

Long established in King Street, next to Christie’s in St. James’s, the Pullman Gallery specializes in important 20th century automobile art & collectables including:

‘L’Aviation’ Art Deco bronze by Focht, 1925

• René Lalique car mascots • • Vintage posters – motor racing, marque & event advertising • • Fine racing car models • • Original automotive art • • Bronze sculpture • •Motor racing trophies• • Rare tinplate toys, cars and aeroplanes •

‘Aston Martin One-77’, a rare patinated bronze by Emmanuel Zurini, signed and dated 2009

One of a fine collection of important Alfa-Romeo P2 tinplate toys by CIJ, 1924-1935

Unique, large-scale model ‘1959 Aston Martin DBR1’ by John Elwell

Set of six Great War biplane place card holders, 1920

Original ‘RAC British Grand Prix at Silverstone, 1958’ by Roy Nockolds

Our extensive inventory may be viewed on our website www.pullmangallery.com, or by visiting the King Street gallery.

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579 Outlandish, bold, audacious... Such adjectives apply equally to Bertoneâ&#x20AC;&#x2122;s revolutionary Alfa Romeo BAT cars from the early 1950s as they do to Franco Scaglione, the design genius who created them. How did these ground-breaking aerodynamic studies come into being, and what was their impact on the contemporary automotive industry and, in more recent years, the collector car world? Here is their story WOR D S W I N STON G O ODF E L LOW â&#x20AC;&#x192; P HOTO G R A P H Y SA M C H IC K

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RIGHT AND BELOW Scaglione’s wild imagination and unfettered hand dreamed up BAT 5.

ABOVE AND LEFT BAT 7 and BAT 9 completed trio of audacious cars from Italy’s design zenith.

HOW CAN AN influential visionary pass away in complete obscurity? It’s difficult to imagine today, but that’s exactly what happened on June 19, 1993 when Franco Scaglione left this world from the small medieval village of Suvereto, Italy. An incredible talent who burst onto the automotive scene in 1952, over the next decade or more Scaglione lit up the industry with some of its most startling shapes and artistic forms. Then he seemed to vanish so quietly it was almost as if he hadn’t been there at all. Thankfully, many of his greatest creations have lived on, including a very famous trio. The Alfa Romeo BATs are likely the most audacious cars created during Italy’s incredible ascent to becoming the automotive world’s design mecca in the first half of the 1950s, and those three one-offs are ideal mirrors of the man himself, his unique abilities and vision, and the seismic shifts in the way collector cars have been perceived over the years. Francesco Vittorio Scaglione was born on September 26, 1916, the son of a doctor who oversaw a military hospital. From a very young

age, Scaglione was passionate about art, design, style and flight. “He was a lover of the arts in general, but I don’t think he was influenced by somebody in a special way,” his daughter Giovanna Scaglione remembered on FrancoScaglione.com. “Aerodynamic studies were his great passion, but always with a special eye towards elegance and style; he used to meld technique with beauty.” Franco was lean, athletic and active, and excelled in a number of sports. He had a very sharp mind and keen memory, so good grades were never an issue. During his teenage years he developed a cultured sense of personal style and fashion; in a photo from 1935, a 19-yearold Scaglione is immaculately dressed in a fitted suit and tie, his hair perfectly coiffed as he nonchalantly sits on the front fender of his new Fiat Balilla and gives the photographer a deadpan look that is equal to ‘Bogie’ at his tough-talking, film noir best. Franco was fluent in five languages – able to read, speak and write Italian, English, German, French and Spanish – and could get by with passable Greek. He remained incessantly curious

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BELOW BAT 5 revolutionised automotive styling when it first appeared, at the 1953 Turin show.

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about the world around him, and was a voracious reader. His love for aerodynamics very likely found him devouring the works of radical thinkers such as Wunibald Kamm and Paul Jaray, while formal education came from studying mathematics at the renowned University of Florence. He later enrolled at the University of Bologna to get a degree in aeronautical engineering, but Italy’s entry into World War Two cut his studies short. According to the book Franco Scaglione Designer, he was a second lieutenant in the Pontoon Engineering Regiment, and ended up on the Libyan front. Later his ship was torpedoed, and Scaglione was rescued at sea. But much of the war was spent in an English prison camp in Punjab, India, where he was detained with 10,000 other Italians. Daughter Giovanna summarised the hardship as “five years in absolute nothing”. It definitely affected Franco, for after he was released in 1946 he made his way to Calabria in southern Italy, where he spent a year with his mother convalescing and recovering from the trauma of captivity. He then returned to Bologna in 1947 to complete his aeronautical degree, while a new interest garnered much of his attention – the automobile. His formidable creativity was now in overdrive, and he began sketching cars and harbouring a dream of working in the industry. Soon he was writing letters to coachbuilders such as Pinin Farina, Bertone and others about becoming a designer. That went nowhere, so in 1948 his skills with the pencil and acumen for form and colour landed him a job as a clothing designer. He flourished in his newfound role, much of it focused on women’s fashion. While war-torn Italy struggled to get back on its feet Franco was doing quite well, and that year he proposed to schoolteacher Maria Luisa Benvenuti, who wore a gown of Scaglione’s own design at their wedding. “He was the ‘Prince of Taste’ about dressing,” Giovanna noted. “A simple design but always chic.” That success and a comfortable lifestyle couldn’t take Scaglione’s mind away from cars, so some time around 1950 he decided to chase his passion. Depending upon what source you refer to, Franco either moved or repeatedly travelled to Turin from Bologna, determined to finally break into the rapidly recovering automotive industry. In Turin, one who was living Scaglione’s dream was Nuccio Bertone. Three years older than Franco, Nuccio had grown up in the industry. His father Giovanni was born into a large farming family, and after learning how to make horse-drawn wagons, in 1907 at age 23 he migrated to the booming industrial city. Intent on making his fortune there, Giovanni began working full-time at Diatto, and part-time as a handyman at a local school. In 1912 he went out on his own and opened Carrozzeria Bertone,

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where he first repaired and then manufactured wagons. Within a decade Bertone had switched to car bodies, making them for SPA and Fiat. Then came Lancia, Itala, old employer Diatto and more, so by the early 1930s Bertone’s output included trucks, buses and more luxurious automobiles. Nuccio was seven when Carrozzeria Bertone switched to automotive coachwork in 1921, and soon he began sketching cars under the watchful eye of his father. By age ten Nuccio could drive, and two years later he was working part-time in his dad’s factory. He went on to get an accounting degree at a technical institute, and then enrolled in Turin University to study economics. Then the Great Depression set in, and the family’s business took a turn for the worse. Over the next year the carrozzeria survived by returning to general repair work. In 1934 Fiat introduced the four-speed Balilla in several different model variations, and with that versatility, father and son saw an opportunity. They sketched out some custom coachwork concepts, and Nuccio zigzagged across Italy, visiting dealerships big and small, looking for prospective customers. He came home with a burgeoning order book, necessitating Bertone’s move into larger premises. Nuccio also gained something else: “An intimate, first-hand feeling for the diverse regional tastes and requirements of motorists,” historian Griff Borgeson noted in a Road & Track cover story on Bertone. That ‘feel’ would develop into an instinct on where future trends would likely go. Another keen skill would be his ability to spot talent in people around him, and cultivate it. While these attributes would serve Nuccio well in the future, first Giovanni and family had to survive World War Two. The Bertones moved to their house in the countryside, and the company made a sprinkling of one-offs while manufacturing and repairing military vehicles. The prolonged hostilities had an interesting side effect; numerous coachbuilders, technicians and engineers mentally escaped the horrors of war by constantly thinking about what they would create once combat ended. Because that latent creativity built up over several years, when everyone finally got back to work it was like releasing a giant spring. Accordingly, Giovanni Bertone put Nuccio in charge of the company in 1950. It was the right decision at the right time, for Nuccio was a risk-taker in more ways than one. For example, two years later he “had an idea that turned out to be a real brainwave”, as Nuccio recalled in Bertone by Luciano Greggio. “I decided to make two versions of the MG TD, one open and one with a hard-top,” and he displayed them at 1952’s Turin Auto Show. Wandering through the Turin Palazzo Esposizioni’s halls was Stanley ‘Wacky’ Arnolt, an entrepreneur and auto enthusiast of the

‘Road & Track’s coverage labelled BAT 5 the “greatest attraction at the Turin show” – and rightfully so’ 6 6

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first order. As MG’s US importer, he recognised the cars’ potential in America and astounded Bertone by committing to an order of 200 examples. Reflecting on the episode, and the struggles his company was experiencing, Bertone told Griff Borgeson: “Our taste and what we were doing was simply not understood (in Italy). Il nostro grande amico Arnolt understood both immediately. Without that, I don’t know how we would have achieved (what) we have.” Having grown up inside the factory, and thus understanding the facets of the coachbuilding trade, another facet of Bertone’s risktaking mentality had an interesting twist. “Like his father,” historian Gianni Rogliatti wrote about Bertone in 1960, “Nuccio relishes his role as a teacher. (He) likes young people because of the fresh and daring approach they can bring to a coach-making problem. A young man can be moulded, and if this is done delicately, he will not lose the personal approach that Bertone so highly values.” All of which made Nuccio the perfect foil for the unbridled, creative genius of Franco Scaglione. By now the aspiring stylist was actively courting coachbuilders, knocking on doors or meeting them at auto shows with renderings in hand. A confident Scaglione made it clear that he wanted to freelance, or have his name known for his designs. First to hire him was Pinin Farina, but as Scaglione summarised in Automobile Quarterly: “I worked for Battista, not with him. It ended suddenly.” After designing two Lancia Aurelia one-offs for Carrozzeria Balbo and another commission for Carrozzeria Ansaloni, in late 1951/early 1952 Bertone and Scaglione’s paths crossed. Franco thought Nuccio was: “A person who really understood and appreciated design; he had X 8X // M 6 MAAGGNNEETTOO

great imagination.” Conversely, Bertone noted: “Although (Scaglione) had no automotive experience, he came from an excellent family and spoke four languages.” Most importantly, Bertone’s creative/design philosophy was “a beautiful automobile is most often realised by a passionate approach” – a trait Scaglione had in spades. In other words, the teacher had found the perfect student. The resulting Bertone-Scaglione tag team was a combustible combination in the best way possible. With Nuccio looking over Franco’s shoulder and guiding him, the two had a real coming-out party at 1952’s Turin Auto Show. “The highly original Fiat-Abarth 1500 by Bertone is one of the most radical designs of the year,” Road & Track said of the car. Indeed, numerous styling motifs foreshadowed the future: a ‘split’ rear window (1963 Corvette); scalloped wheel wells (Ferrari, Corvette, Aston); small tail fins (Bristol 404 and 406); and more. The car was so startling that American marque Packard bought it, and took it back to the US. That one-off Abarth, the spartan Siata 208 CS barchetta and the Fiat 1100-103 TV coupé that followed were mere warm-up acts compared with the first of the three Berlinetta Aerodinamica Technicas. The Alfa broke cover at 1953’s Turin Auto Show, and in a venue that included the Pegaso Thrill, Dodge Firearrow and a number of other star attractions, Bertone’s BAT 5 was the headliner. Underneath the car was a stock Alfa 1900 Sprint chassis and running gear, and Bertone projected a 200km/h (125mph) top speed – a formidable figure for the era, which was 15mph higher than for the standard 1900 Sprint. The shape astounded everyone. Road & Track’s coverage labelled it the “greatest attraction at the show” – and rightfully so. Slipstreaming

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was a buzzword in the 1930s, but this aerodynamic study far exceeded most anything done on earlier road cars. According to former GM designer and Pasadena Art Center College of Design professor Strother MacMinn, Scaglione stated that the windscreen had to have a large enough curve to ensure there would be smooth airflow around and over the A-pillars, side windows and the rest of the cabin, since that affected what happened at the rear of the car. Scaglione also understood downforce, noting the importance of the rear of the cabin. The fins on the tail were designed with specific intent; to create a ‘tunnel effect’ so air followed the contours of the back of the cabin, all while eliminating drag and any turbulence behind the car. And BAT 5’s ‘face’ was intricately designed to penetrate the air and channel it into the radiator as efficiently as possible. Much of this thought was proven on the street. Scaglione stated that the car saw 123.6mph with the standard 4.10 final drive, and its road manners were impeccable. Future Le Mans winner Paul Frère concurred, noting in Motor Italia in early 1954 that: “BAT 5 seemed very stable at high speeds, and tended to straighten up automatically after cornering at sustained speeds.” The one-off masterpiece didn’t stay at Bertone for long, though. When il grande amico Stanley Arnolt saw BAT 5, he simply had to have it. He purchased the car on October 1, 1953, and sent it to the States. The Alfa would not be his only Scaglione-designed creation, X X7 2/ M / A MGANG ENTEOT O

for he commissioned the Arnolt-Bristol models that debuted in February 1954 at the New York Auto Show, along with three Aston Martin DB2/4 Spyders. Two months after the Arnolt-Bristols broke cover at New York, Bertone and Scaglione were once again the talk of the international automotive arena with the unveiling of BAT 7 at the Turin Auto Show. The push to finish the car was so frenetic that there wasn’t time to transport it to Palazzo Esposizioni, so Bertone and Scaglione jumped into the one-off and carefully piloted it to the event. Scaglione historian and researcher Chanh Le Huy notes that the Alfa was “followed by Bertone staff with a spare tyre and parts in case the car broke down”. And according to Giovanna Scaglione, they stopped at the family house so her mother Maria Luisa could see it, as she was at home sick. Amazingly, BAT 7 was even more dramatic (and in a way, more artful) than BAT 5. The fins had a more flowing and pronounced inward curvature, and were equal in height to the roofline. The split rear-window motif was retained, and the centre rear fin was more delicate in appearance, with everything done to increase the airflow tunnel effect along the cabin. And thanks to the engine being moved rearward and down, the nose was lowered for better air penetration. Road & Track’s Turin coverage called the Alfa “the most striking ‘experimental’ car at the show”, and several months later BAT 7 was

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ABOVE BAT 7’s aerodynamics were even more sophisticated than its predecessor’s.

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LEFT Equal in height to the roofline, BAT 7’s huge fins have a more flowing and pronounced inward curvature.

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the only car pictured on the cover of the prestigious Automobile Year. One individual who was captivated by BAT 7 at Turin was a 23-yearold US Army serviceman who had travelled from Germany to see the show. A true auto enthusiast, with a warm, outgoing personality, he talked with numerous designers, including Scaglione. “(He) spoke English quite well when I met him on the Bertone stand,” the serviceman recalled years later in Automobile Quarterly. “We talked for about an hour. He was very interested in American cars because they were wild and crazy designs to a European.” That show visitor was Dave Holls, who three decades later became GM’s executive director of design, and co-author of A Century of Automotive Style. A true student of auto-industry history, Holls said Scaglione was his: “Favourite post-war designer. I really think Franco Scaglione did the most beautiful shapes and flawless surface development of anyone.” It’s an observation that summarises BAT 7’s artistic qualities. As with BAT 5, this extraordinary one-off didn’t remain in Italy for long. On January 13, 1955 the car was sold to Alfa Romeo for approximately $6200. Shortly thereafter, it was shipped to the US. Four months later, Scaglione and Bertone were at it again, displaying BAT 9 at Turin and the following year at Geneva with a different paint scheme. (Ironically, in coverage of the latter show some press outlets erroneously identified the model as the work of Carrozzeria Boano.) At Turin it had a striking two-tone paint scheme, likely in silver above the chrome trim and character line running along the side of the car, and black underneath. The same split-colour treatment would be seen the following year on Pinin Farina’s seminal one-off Ferrari Superfast I. BAT 9 was the tamest of the three Berlinettas; Scaglione noted in Automobile Quarterly that Alfa Romeo had requested Bertone to “make it more practical for road use”. The car had a more conventional front end that featured the grille of the recently released Giulietta, the greenhouse was a bit more airy despite having the lowest roofline of the three BATs, and the interior was the most modern in appearance and functionality. The sides of the car weren’t quite as sculpted as on its predecessors, but they showed real surface sensitivity and the fins were less pronounced. Still, BAT 9 was also an audacious machine, and it played right into Nuccio’s penchant for risk taking – which included design. “An automobile is a sensation,” he later explained to Griff Borgeson. “Or better still, it’s a group of sensations with the first being the surprise of the shape. This is a feeling I have, this surprise; if a new car fails to surprise me, then I am sure it will not go well. It doesn’t matter if the car is mine or somebody else’s, there must be this surprise factor.” Or, as Road & Track noted in its December 1958 cover story on BAT 9: “No one can deny it is a remarkable example of the

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coachbuilder’s art.” At the time of the R&T shoot, the Alfa was in America, and to this day no one knows how it came to the US. “For years, the strategy of many Italian design companies, including Bertone, was to show the car and immediately sell them due to lack of storage space,” Bertone’s long-standing director of communications Gian Beppe Panicco wrote to Strother MacMinn. “(But) we have no records about the sale of BAT 9. Even better, in our file the car is still registered as Bertone property.” Several months after BAT 9’s appearance on R&T’s cover, Bertone and Scaglione parted ways with some fire, but also with respect. “As always happened along our lives,” Bertone wrote to Scaglione decades later, “there are the most pleasant and less pleasant events… I must say I remember the first ones and forget the second. I often asked myself if you (were) an excellent artist much more than a designer. Your talent, your culture, your desperate desire for satisfaction, dissatisfaction, your personal deportment fit perfectly to that of a Great Artist…” Agreeing with this observation was former Lamborghini chief engineer Gianpaolo Dallara, who worked with Scaglione on the firstever Lamborghini, the 350GTV. “Scaglione was more a stylist than one who can make a body,” Dallara told me. “With these people, they are always dreaming, thinking to make a good car… but less attention to how a car should be built.” Scaglione soon opened his own design studio, and very quickly picked up commissions from Carlo Abarth and Prince Motors from Japan. Later work came from Alfa Romeo (33 Stradale), ATS (2500GT), Intermeccanica (several models) and others before he vanished from the industry in the mid-1970s. After Scaglione’s departure, Nuccio Bertone continued risk taking 76

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and teaching by picking unknown 21-year-old Giorgetto Giugiaro from the Fiat Design Studios, and another design legend was born. In 1965 Nuccio picked a third unknown named Marcello Gandini, and three years later the wedge shape became the newest automotive rage. After BAT 9 made its way to America, the second phase of these extraordinary Alfas’ lives commenced when they became used cars. Summarising research done by Chanh Le Huy and Strother MacMinn, BAT 5 had a somewhat active first few years in the US. Arnolt put 7000 miles on the car, showed it at various venues and had it repainted in a darker grey metallic. He then sold it to his friend Joe Prysak, who lived in South Bend, Indiana. According to long-time Pebble Beach judge Rob Shanahan, who would later restore the Alfa, Joe drove the car before completely disassembling it to make it more of a custom showpiece. He wanted to chrome plate as many parts as possible, and sent them to a friend’s shop while carefully organising the rest. Along the way “he needed storage room”, Shanahan told me. “So he suspended the bare shell upside down from the rafters of his storage garage.” There it would remain for more than two decades, until the next phase of the story began in 1987. After arriving in America, BAT 7 was exhibited at 1955’s New York Auto Show, where San Francisco residents Charles Rezzaghi and Al Williams purchased it. The car raced twice in southern California, and in 1957 enthusiast Ken Shaff bought it. According to MacMinn, by now the fins had been shaved off to improve rear visibility, and the engine had also been removed. Shaff ended up having the car repainted and made roadworthy, and he displayed it (sans fins) at 1958’s Pebble Beach Concours with a two-tone paint scheme. At some point the windscreen was broken, and the cost to repair it

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ABOVE With its Giulietta grille, ‘more practical’ BAT 9 was the tamest of the trio of Alfa Romeos.

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was greater than the Alfa’s value. After it had sat for two years, its next owner was Colonel James Sorrell, who owned a number of exotics. He took it to Sal di Natale’s S&A Italian Sports Cars in Van Nuys, and Sal got it running. When no one came to collect it, Sal put a mechanic’s lien on it and became the newest owner of BAT 7. A former S&A employee told me he saw the car from time to time at the shop, and that “it looked like crap”. Eventually the decision was made to restore it, but that wouldn’t happen until 1987. BAT 9 has the least complicated post-Italy provenance. After arriving in America, in March 1957 the Alfa turned up at the 12 Hours of Sebring in a parking lot with a ‘For Sale’ sign, and that’s where Chicago-based car dealer Harry Woodnorth and Tom Barrett (of Barrett-Jackson fame) bought it. Woodnorth then sold it to Michigan resident Ed Beseler; after Ed passed away, his family sold it to Chapin Motors, a rural Dodge/Plymouth dealership. That’s where Gary Kaberle saw it, and for “a 16-year-old kid from a little town”, it was like Buck Rogers had landed in the middle of nowhere, and forgotten his spaceship. “My whole world was a 50mile radius from where I lived,” Kaberle told me. “At the time I knew absolutely nothing about the car, or Alfa Romeo. Before BAT 9, I never spent money on anything but baseball cards.” Mesmerised, he pooled together his meagre savings and convinced his mother and grandmother to loan him the rest, and ended up buying it for $2600. The following year Kaberle discovered what his car was when it was parked next to the popcorn stand where he worked. A man walked up, and referenced the 1958 Road & Track cover story. For a number of years Gary used BAT 9 as his daily driver during the summer. After high school and college, Kaberle opened a dental practice and started a family, yet his enthusiasm and passion for BAT 9 never wavered. The unrestored Alfa sat in the garage, lovingly cared for through a major recession, two oil shocks and the instigation of America’s enactment of environmental and safety standards. By the mid-1980s, interest in older automobiles had increased exponentially and become more widespread, particularly for rarities such as Alfa Romeo’s BATs. They were no longer viewed as interesting used cars but as desired collectables, and one who recognised the BATs’ qualities was southern California collector Said Marouf. Right after he saw BAT 5 advertised in what was then called ‘the Bible’ (Hemmings), he travelled to South Bend with restorer Rob Shanahan to see the car. “The owner was quite friendly when we met

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him,” Said told me. “He invited us into his house and chatted for quite a while. After some time I said I would like to see the car, and we went into his garage where there were around ten cars. But the BAT wasn’t there, so I said: ‘Where is it?’ He replied: ‘Because it is a BAT, it should be hanging from the ceiling.’ I looked up and there it was, upside down.” Rob picked up the story: “The unusual position of the body in the garage made a thorough inspection a little difficult, but with a ladder we managed.” Recalling when the BAT arrived at his shop, he said: “A challenging aspect was that the car was a one-off that… came to us as unlabelled parts in cardboard boxes. As one of my mechanics put it: ‘This is like having to assemble a jigsaw puzzle, but you don’t have the photo on the box to consult.’” While Rob and his team catalogued the boxes’ contents, some 60 miles to the north another southern California restorer was hot on the trail of BAT 7. “I used to work with Earl ‘Madman’ Muntz at Muntz Stereo,” Steve Tillack told me, referencing the man behind the 1950s’ Muntz Jet. “Sal di Natale and Claudio Zampolli (of Cizeta fame) had a shop a couple of blocks away, and occasionally I’d go there. BAT 7 was in a corner, and didn’t move for years. Flash forward a couple of decades to when I had my restoration shop, and (collector) Lorenzo Zambrano would call me in the evening. He was all about ‘unique’, and fascinated with design and designers. We’d go through our books, looking for cars, and ended up settling on the BATs.” By now di Natale had returned to his native Sicily, so Steve got in touch with Sal’s son Jimmy. After several months, Zambrano owned the car. In many ways, Tillack’s ‘puzzle’ was more daunting than Shanahan’s, as BAT 7 was missing some of its most important pieces. The graceful rear wings needed to be completely reconstructed, plus there was other metalwork, the remaking of the windscreen and more. Two thousand miles to the east, Gary Kaberle was pondering a cosmetic restoration on BAT 9 when he crossed paths with Strother MacMinn. ‘Mac’ asked whether Gary would like to show the car at Meadow Brook, which was then one of America’s premier concours events. An answer in the affirmative was the impetus to send the car over to Harry Woodnorth’s restoration facility in Chicago (Harry was the same gentleman who bought the car at Sebring 30 years 7 42 / M A G N E T O 8

earlier). Once done, the freshened BAT was the hit of the show. Then came word that, in 1989, Nuccio Bertone was travelling to the Pasadena Art Center College of Design to receive an honorary degree. This presented an opportunity for Pebble Beach, for in 1985 co-chairs Lorin Tryon and J Huemann had arranged to have the six Bugatti Royales together for the first time ever. What could be better than to do the same with the BATs, and have Nuccio Bertone there as well? That was my first year as a chief class judge at Pebble, and the BATs were in one of my classes. To say the judging was intense is an understatement, for first through third in class were separated by a total of half a point. The class win went to BAT 5, second to a lovely one-off Abarth 205A and third to BAT 7. Not long after that Pebble gathering, the BATs underwent a seismic perception ‘shift’ when they became a harbinger of a trend that would appear some 15 years later – monoliths so revered that they really are no longer thought of as ‘cars’ but as objects to be worshipped. Japan’s stock and real-estate markets were flying high at the time, and a collector there just had to have the BATs. It took several months, and several million dollars, to secure them. In the early 1990s Japan’s property and stock-market bubble burst, and car values crashed, too. The BATs plummeted, and were offered to numerous dealers and collectors for $1.5 million with no takers. “I passed because a 250GTO dropped from around $14m to $3m,” megadealer Don Williams told me. “That made everyone shy from paying any kind of money for the BATs. If I only knew then what I know today…” The Alfas eventually found a new home, and the trio has now been intact for so long that most people don’t know that, for the first three decades of their existence, they were never together. And together is how they’ll likely remain, for with electrification and self-driving cars on the horizon, a piece written by Automobile Year’s Jean-Francis Held four decades ago could well prove to be the epitaph for the BATs and their ilk: “Some time soon, the sumptuous display of riches on wheels will have had its day… But the anachronistic dream cars will remain, to be exhumed by future archaeologists throughout eternity, identified as the most beautiful and… most aberrant of all our artifacts, of all time.” Thanks to Phillips (phillips.com) and J Philip Rathgen, Classic Driver.

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ABOVE LEFT BAT 7 negotiates a turn in Palm Springs Road Race, March 1955. ABOVE RIGHT Scaglione and Bertone discuss their 1954 Arnolt-Bristol.

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E JUST FROZE with embarrassment. It was the Wednesday – I believe – just before a 2000s British Grand Prix at Silverstone. The 1961 World Champion Driver Phil Hill was celebrity guide with a tour party from America. We were in the functions room of an Oxford hotel, where one of the speakers was a recent (failed) Formula 1 driver – who was proving rather more effective as a raconteur. Phil and I were working then on the autobiography he’d always refused to write until several of us badgered him into it. During the majority of his racing career a favourite hobby had been photography, at which he was brilliant. I had brought with me a stack of proofs to spark some memories. I’d laid them out on a long table. Phil was reminiscing, when our recent F1 driver walked into the room. His reaction was typical of all upon first sight of Phil’s photography: “Cor! Phil, these are fantastic! Who took ’em?” Sparing his blushes, I said: “Phil did…” “Wow! They’re brilliant…” cried our enthusiastic visitor. I wouldn’t disagree. But then our new friend gushed: “Cor – that’s Le Mans! Did you do Le Mans as well then, Phil?” Cue our embarrassment. Phil mumbled: “Err – yeah, yeah. I did do Le Mans…” A second’s silence, then I heard myself snap: “Yes! Phil won Le Mans three times.” And then I added: “And he also won the Sebring 12-Hours three times, and the Nürburgring 1000km twice… and the Buenos Aires 1000km twice… and the Italian Grand Prix twice… and the Belgian Grand Prix…” Whereupon Phil just murmured: 86

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RIGHT ‘Outstanding mechanic’ Hill in Ferrari’s engine test house, 1958.

“But I guess I got lucky…” Typical. Later – as we strolled to a restaurant – Phil suddenly spluttered: “Can you believe that guy? That’s just a perfect example of how the current crop imagine Grand Prix racing has only just begun – just for them – just from nowhere. “Dammit! By the time I was 12 I’d read everything I could find about racing. I’d read all the Bira books, and I was taking the English magazines Autocar and Motor…!” But, typically – after a brief explosion – Phil was never happier than to chuckle and natter about almost anything else, despite being, truly, a lifelong ‘car guy’. I had got to know him properly in the 1970s, when we both contributed to Road & Track magazine. He was not the stereotypical racing driver. He was more a deeply thoughtful, cultured, thoroughly decent man, a fine and accomplished engineer, a highly successful car restorer, and a man of discriminating taste across a vast range from classical music through anything mechanical to British nonsense songs. He had a wonderfully insightful mind, but he was also intense, a man long haunted by introspective self doubt, self-generated stress and tension. This was largely rooted in a stressful childhood with alcoholic parents – a dominant, status-conscious father and a mother prone to fire-and-brimstone religious mania. Phil’s later sometime-girlfriend, the racer and writer Denise McCluggage, had good reason to entitle her magazine profile of him Hamlet in a Helmet. But Phil’s boyhood saviour had been his adored Aunt Helen – a well heeled carenthusiast divorcee – who encouraged his

inborn automobile fascination. From being an inquisitive, resourceful, then outstanding mechanic, Phil later drove most famously – but not only – for Ferrari but also, at top level, for Cobra, Ford, Chaparral, Porsche, Cooper and Aston Martin. Just consider the iconic cars he piloted, through Jaguar XK120 and C-type to 1938 ex-Mille Miglia Alfa Romeo 8C 2900 – from such Ferraris as the fearsome 121LM, the racing Testa Rossas, the 250GTOs, and the monoposto V6 Dinos, to the Aston Martin Project cars. Then followed the first Ford GTs, before final victory in his very last race, in the 1967 Chaparral 2F ‘winged wonder’… No other World Champion Driver’s career embraces such diversity. Phil Hill became a global player, an internationalist who had seen his first F1 car at Goodwood in England as early as 1950. He would recall how: “At that time, the limit of my ambition was one day to be a mechanic to a great racing driver…” Yet just 12 action-packed years later, he would have become Ferrari’s fourth World Champion Driver. And in his autobiography Inside Track, we have finally presented his story for other ‘car guys’ to enjoy. Of course, his fabulous photography really helped... but doing him adequate justice became so important for me that I took too long – and poor Phil never lived to see it published, passing away in 2008, aged 81. However, just for a taste of Phil’s story, here are some significant – and typically thoughtful – recollections and his photos… For more of Phil Hill’s evocative photography and additional detail on the absorbing Inside Track book, visit phil-hill-book.com.

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S T A R T E R

1952 LE MANS 24 HOURS

Le Circuit de la Sarthe, France – Phil’s first visit, but a promised drive failed to materialise. Even so… PHIL HILL: “I can’t over emphasise the impact my first sight of big-league European racing had on me. I found the experience tremendous. I walked along the pitlane during practice, taking photographs as usual. The works teams alone left a deep impression, particularly my first sight of Mercedes-Benz with their latest 300SL ‘gullwing’ coupés... “Right there in the pits, directing affairs, was ‘Rennleiter’ Alfred Neubauer, whom I’d read about – Mercedes’ legendary team manager from the 1930s… For the first time I saw works Ferraris, Maseratis, Aston Martins, Allards and Lancias – the entire panoply of world-class motor racing at its highest level…” 88

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1954 CARRERA PANAMERICANA

Mexico – After the January races in Argentina, Phil fell sick with stress-induced stomach ulcers, shelving his racing ambitions on doctor’s orders. Restoring Aunt Helen’s Pierce-Arrow and some movie work proved a great cure before a letter arrived from supportive friend and Ferrari entrant Allen Guiberson…

Above Hill and Ginther’s Ferrari 375 in 1954 Carrera Panamericana. Left Long-nose C-types at Le Mans, 1952.

PHIL HILL: “He enclosed a photograph of a great-looking 4.5 Ferrari 375, wearing a spectacular headrest fin… He’d stapled a note to the print. It said simply: ‘Guaranteed not to cause ulcers.’ “I took the bait, and drove it at March AFB, Riverside, on November 7. I was no longer troubled by ulcer pains. My nerves seemed much better controlled. It felt as if I’d never been away from the race-car scene… “Guiberson had taken a flyer and had already entered his car for Richie Ginther and me in the Carrera Panamericana. We knew we’d be up against the open-road racing specialist Maglioli with the works’ latest 4.9 Ferrari 375-Plus. He would plainly have a big power advantage on the endless Mexican straightaways, but we figured we might be able to tag him back on the more twisty sections through the mountains… “We caught Maglioli in the mountains on the opening Stage, and found our 4.5’s acceleration could match his big 4.9’s up to around 100mph. I managed to slip by, taking the lead. “Down onto the 15-mile Tehuantepec straight it began to rain. Good news – it would cool the tyres. Our engine loved the dense sea-level air and we were holding probably 160mph, maybe more. But then here came Maglioli, just blasting straight past us at maybe 180! There wasn’t a damn thing we could do except wave at him, and look forward to the next mountain section. “Sure enough, we caught him again there, re-passed and led by four minutes at the Stage finish in Oaxaca… We maintained our lead into

Mexico City, but on the long straights leading to Leon we again had no answer to Maglioli’s sheer speed… By Durango, Stage 5 saw Maglioli six minutes ahead. “When we arrived, Richie and I were worried about the diff. It had been making worrying noises. We drew to a stop, and as I tried to get out, my door just wouldn’t open. For some inexplicable reason it was jammed tight. “I exploded. I kicked it open, then saw Richie was having the same problem. I walked round and yanked at his door. No joy… We were both enraged. That dumb door just had to open. No way would we let it beat us. “Still it obstinately refused to yield. Totally exasperated, we took a bar to it… yanked it back and – BANG! The entire tail of the car toppled clean off… and crashed onto the ground. “Our extra spare wheel’s added weight had just proved too much for the support structure... Only the two door pegs had been left retaining the entire weight of the tail bodywork… We burst into uncontrollable laughter. It was a fantastic release. “By next morning, the tail was welded back into place, but those final Stages were superfast and played squarely to Maglioli’s 4.9-litre V12 strengths. At Parral we were ten minutes behind him. Our 4.5-litre engine’s timing was wandering. A magneto was failing. Our backaxle assembly seemed to be working loose. We were down, but we weren’t done. “The final Stage was over 222 miles to the finish at Ciudad Juárez. Richie and I just threw all caution to the winds and went for it. We bettered Maglioli’s Stage time by 53 seconds, but he won overall by 24 minutes, with us finishing second – to Allen Guiberson’s delight. And ours too. “In stark contrast to my despairingly muddled mood of 12 months earlier, I really looked forward eagerly to what the new year might bring…” MAGNETO

P H I L

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1955 LE MANS 24 HOURS

Le Circuit de la Sarthe, France – Phil’s first works drive for Ferrari, in the 180mph 4.4-litre 121LM. But as he was on the pit counter, ready for his first stint, the Le Mans disaster erupted before him. Eighty-two dead, more than 100 more injured. He took over the Ferrari – and raced on… PHIL HILL: “I remember climbing onto the pit counter, over the top, down and into the car… lots of smoke and cars going through quite slowly and flags waving all over the place. And then I remember taking off and wondering how this was going to hinder progress… but running uphill into the Dunlop Curve Stirling Moss came absolutely blasting past me in the Mercedes… and he was going like an absolute rocket… just totally unfazed. “That instant taught me a lesson I carried for the rest of my career. When peace turns to chaos get your wits about you and Get On With It, because it’s the ideal opportunity to make time while most people don’t... “I was trying to concentrate… There were still 21 hours to go. I was sure somebody had died, but I had no idea whether it was one, two or ten – I never dreamed the toll could be 30, 50, 70 or more. “Finally my stint was done, and I handed the LM back to Maglioli… I then began to hear what had happened. I went over to the Aston Martin area, near John and Tottie Wyer, and heard how Mike Hawthorn had broken down after he’d finally made his pitstop, sobbing uncontrollably, overwhelmed by apparent responsibility for triggering what had happened. But I just could not believe that, as it sounded just so out of character for Mike… I really don’t think I would have done that. But of course his friend and father figure ‘Lofty’ England had then said ‘Get a grip, man’, and all that RAF stuff did the trick, and Mike got a grip. Now, that I could believe. “For me, Le Mans ’55 had been a profound experience – not my first exposure to death and disaster, but this time to a catastrophe of such magnitude… all kinds of reactions began affecting my approach to things. What happened at Le Mans was more than merely shocking or 9 0

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frightening. Those words are too inexact. I believe it affected each of us in different ways. I guess I certainly became more apprehensive about racing, but that’s a much more complex reaction than merely becoming scared about it. “What I really felt was less certainty – less confidence – about where I was heading, what exactly it was that I was getting myself into. I was involved in this extraordinary area of activity surrounded by all these extraordinarily vivid people who – I believed – knew what they were doing, whereas I did not, certainly not to the same degree. “To me, they were gods and were everything that I was trying to emulate, and yet… over 80 people had been killed. How many families had that wrecked? How many other lives had it disfigured and ruined? That stuff just didn’t bear thinking about. So what I did was stop myself thinking about it… “I was so absorbed in this activity – racing was the only thing I really wanted to do – that I don’t recall it made me any more cautious, once the activity itself began again. I just sort of instinctively filed these thoughts in some dark corner of my mind. To address them consciously would have been unhealthy, because all it would tell me was ‘You’re in the wrong business’. “It’s a terrible thing to say, but every racer from that era will recognise the reflex that every time you had to go to a funeral or to visit some poor guy in his hospital bed, it just – flat – got in the way… “This kind of introspection is not shared by everyone. I was aware of that. I suspected that maybe I was the only one having such thoughts, and the only one who would elaborate on them to this degree. And then I’d conclude… it was probably all me. It must be a weakness in me. In reality, of course, I’m sure it wasn’t all me at all, but I would never know for certain, because I never discussed any of this with any other driver. “I felt in all probability the other guy would just look at me like I had a hole in my head, and then go away chuckling to tell everyone else that this new guy Hill is losing it…”

CLOCKWISE FROM TOP LEFT MG EX181 at Bonneville, 1959; MG Old No.1, 1950; leading the 1961 Monaco GP in the Ferrari Sharknose; OSCA at Le Mans, 1953; Lancia-Ferrari 801 French GP test drive, 1957; With Enzo Ferrari at the Modena test track, 1955.

1958 LE MANS 24 HOURS

Le Circuit de la Sarthe, France – Ferrari paired Phil with Olivier Gendebien in a works 250 Testa Rossa… PHIL HILL: “Around 2.30am I handed back to Gendebien. Our only other surviving works Ferrari had gone out when Wolfgang Seidel crashed, so we had become the team’s last hope. At midday on Sunday I was following Duncan Hamilton’s D-type Jaguar, intending to lap him for the second time, when from the signalling pits immediately after the slow Mulsanne Corner I got ‘Piano’ signs; ‘Gently’ – they wanted me to slow down. “I knew what was worrying them. Hamilton was driving really hard. He was an aggressive, rambunctious character, and Tavoni and Amarotti in our pits were anxious how he might react if I tried to pass him. None of us wanted to risk it. So I just kept him in sight, instead. “He was accelerating away from Arnage in third gear (when) right in the middle of the bend was a Panhard which had slowed almost to a dead stop, its driver obviously unable to see. Hamilton had no chance. He tried to swerve round the Panhard, spun, hit the bank and the D-type flipped. He was thrown out before it landed, then bounced and flew back across the road. I thought it was going to hit me… Duncan was OK, but his Jaguar was a terrible mess. “With four hours to go, we just had to stroke it round to the finish. Towards the end it seemed as if time had slowed down… I was watching the gauges like a hawk, but they showed nothing worrying. Would 4 o’clock never come? And then it did, and here was the chequered flag and… all our guys – and my friends from America, not least Briggs Cunningham. “The sensation of relief was almost more intense than the satisfaction of winning. I’d become quite content with winning races, but – hey – this was Le Mans… It was a big moment…”

‘With four hours to go, we just had to stroke it round to the finish. It seemed as if time had slowed down…’ 92

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TOP LEFT Le Mans start, 1958. MIDDLE LEFT Ferrari 250 Testa Rossa’s final pit stop. BOTTOM LEFT Winners at La Sarthe, Hill and Gendebien. RIGHT Fellow Ferrari drivers Collins and Hawthorn in ’58.

1958 GRAND PRIX DE L’ACF

Reims-Gueux, France – Despite Phil excelling in sports Ferraris for three years, The Old Man had never given him a Grand Prix chance… PHIL HILL: “Still no offer came of a Grand Prix car drive… Under a lot of pressure from Denise (McCluggage) and other friends, my patience finally snapped. “Jo Bonnier had become quite a supporter… and since (he) had just got a fresh Maserati 250F, he invited me to drive his old one in the French Grand Prix. I jumped at the chance. “But when I told Tavoni (Ferrari team manager), he blanched… He said: ‘Don’t do this Phil. You are making a big mistake.’ But what was the issue? What was the big deal about me driving the Maser? I guess, Ferrari thought he could tell me I couldn’t drive for anyone else, yet he wasn’t letting me drive an F1 car for him. So I saw that as untenable… “By that time I felt my record really was good enough… And my innate rebelliousness against unreasonable authority certainly stiffened my resolve. Suddenly Tavoni’s warning struck me as probably a load of

crap… So dammit – I was just going to drive the Maser regardless. “I expected it to be a tired old nail. I really believed (Ferrari) thought I couldn’t drive a Grand Prix car, and I just had to prove that I could – not least to myself... In fact, I found the Maser was a great car to drive. “Mike Hawthorn won for Ferrari. I felt happy with the job I’d done, but I do remember also feeling guilty as I went over to the Ferrari pits looking for some pats on the back for finishing seventh – then seeing their faces. They had just learned that (Luigi) Musso was dead… Musso’s car had just slid into the ditch, tripped and rolled… I was just horribly embarrassed that I had probably shown my egocentric hand in the face of the Ferrari guys’ genuine mourning for Musso – their last great Italian driver. “That was bad. I did feel guilty, and I had to wait a tense week before I was told by Tavoni that they wanted me to drive their Formula 2 car in the German Grand Prix. So I was still a Ferrari guy…” MAG N ETO

LEFT Ginther with Sharknose at German GP, 1961.

1961 GERMAN GRAND PRIX

Nürburgring Nordschleife, West Germany – Either Phil or his team-mate ‘Taffy’ von Trips could become that year’s Formula 1 World Champion Driver in their ‘Sharknose’ Ferraris… While Moss dominated the wet race on rain tyres, Phil and ‘Taffy’ disputed second place... PHIL HILL: “Into the last lap, I had two or three seconds on Trips, and I managed to get another second out of him… and I went so darned fast over the Flugplatz it just scared the living $*”! out of me, and Trips, too. “My car just flew completely up in the air. I thought I knew what flying was about over the Nürburgring humps, but this time the thing really flew.... “It went up with its tail almost vertical, and then came right down on its nose, so hard it bent the front suspension arms and curled back the bottoming skids. The sight scared Trips so bad he dropped right back – all he could see was my car’s undertray… but anyhow, I got another second on him there. “We tore down through the Fuchsröhre and on to Adenau Bridge, then up the hill towards the Karusell again and it started to get really wet. I started to slip and slide pretty badly. Trips was able to watch all this closely, and when I slid badly he’d ease off and when I didn’t slide badly he’d launch into the turn and gain a little. “We got right round towards the start of the straight, and then I thought the only thing to do is to outfox him at the start of it and get him to pass me so I can slot in behind him. So in 94

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that last turn before the straight – which was wetter than ever – I pretended I’d missed a shift, really bad. “And I looked down inside the car and pretended like I was trying to get the thing back in gear, so he wouldn’t think I was foxing. And it worked. He went by me, so I let him pull about a second and then I just went after him like a bat out of hell. “But then, all of a sudden, he stopped. He just slammed on the brakes and we came sliding up side-by-side. We began a bunch of silly play, of ‘after you Alphonse’, knowing full well that whoever went first would get passed. That long switchback straight was dry as a bone and over a mile long. We started and stopped – started and stopped – suddenly Trips decided ‘the hell with this’ – and off he shot. He got a fair jump on me, and anyway I didn’t want to pass him too early since he could then re-slipstream me before we reached the finish line. “So I just drove fast as I could and started concentrating on his car’s tail, and he had about 100 yards on me. But I started gaining and then I was really getting in his tow – and my revcounter instead of petering out at 92009300rpm in top gear was reading 9-5, 9-6, 9-7, 9-8. Damn – I was going nearly 10,000rpm in fifth. “And we were rapidly approaching that last uphill bit before that horrible series of bends before the finish line. A very fast series of bends that they said only Fangio had ever taken flat-out. In our 1.5-litre cars we could

just about take them flat-out if everything was just right. There I was on Trips’s tail, really ready to gobble him up. I had hoped to do it before the over-bridge just there, but didn’t quite make it. I still had a terrific run on him… I’m sure it would have worked out great. I’m sure I would have got him in the final 200-300 yards to the finish line in any case. “But just as we crested the rise before that very, very fast left-hander – I wasn’t even looking at the weather, I was just planning when I was going to swoop out and pass him – we shot under the Antonius Bridge and damn near flew over the hump there. Right in front of me Trips came down and landed halfsideways and – in a flash – I was sideways, too. “An absolute torrent of rain had been advancing upon us from the startline, and we’d run slap into it, flat-out and on the absolute limit of adhesion. Well how Trips and I got through that series of bends I just don’t know. We were both sideways – fully broadside… one way, then the other… We were slithering and sliding for at least a couple of hundred yards. Trips went sliding right to the roadside, his car clipping the hedges just as I had done in the sports car in May. “I tried to get some power down, to scramble on to the finish line – but the water was just so deep, the wheels just spun. The rain was coming down so hard you couldn’t see your hand in front of your face. We went across the line at most a couple of car lengths apart, and that was our German Grand Prix… Trips second, Hill third…”

W O R L D C L A S S R E S T O R A T I O N

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RIGHT Hill’s racing career finished on a high, winning for Chaparral – seen here at the Targa Florio.

1967 BOAC ‘500’ SIX HOURS

Brands Hatch, England – After leaving Ferrari at the end of 1962, Phil’s Formula 1 career subsided with ATS, then Cooper. He drove for Porsche, Aston Martin, Cobra and Ford, before joining Jim Hall’s innovative Chaparral team for 1966-’67… and then, finally, came Brands Hatch, co-driving the 2F Coupé with Mike Spence... PHIL HILL: “For Brands Hatch, I expected the worst because our automatic gearbox had plainly never been designed to transmit the torque we were putting through it from the 427 cubic inch engine… a big solid ZF transaxle would have saved us so much grief, frustration and pain. “Ferrari and Porsche were to fight out the World Championship title between them at Brands Hatch, but the moment we arrived, we found the British crowd were just mad about our high-winged Chaparral. “As the race developed, Ferrari, Mirage and Porsche all took turns at leading. We lost nearly two minutes in an unscheduled pitstop to replace a punctured tyre, but I was then able to pull back two seconds per lap. Despite a late charge from Chris Amon and Jackie Stewart in another works Ferrari 330P4, it wasn’t difficult to maintain a cushion ahead of them, and then the clock was ticking down, the laps were being reeled off, the transmission was holding together – and I was out there in the lead… “Last lap. I came under the last bridge and out onto the falling-away right-hander they called Clearways Corner, and then the 2F’s white nose was pointing towards the finish 9 6

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line in the dip on the Top Straight. Over the pit wall I could see Mike and our guys jumping up and down – waving like crazy – and then, BLAMMM!, the chequered flag had flashed down just in my peripheral vision, and I was off the throttle and slowing on the upslope… and we had won. “And I just felt this enormous, all-embracing kind of flood of pure relief and satisfaction wrap around me like a big, warm comfort blanket. All the knotted muscles and tension of race driving, working at such a sustained level of mental and physical commitment, just evaporated. There was this surging sensation of happiness for myself, for Mike, and for all our Chaparral guys… “We had just won another World Championship-level race, and all the earlier disappointments and frustrations were – in that moment – just completely submerged... “And that was the end of my ’67 season. Hall decided he’d only run a single Chaparral in the Can-Am series. They had just about run out of chassis, and only had one left that was suitable. So no drive for me. And when the series began I found I was perfectly content just going along to watch… “As far as I was concerned, race driving all just faded away. It didn’t break my heart, as my heart had not really been in it. I wish I had started Formula 1 in 1956… “But Brands Hatch gave me a great note to close on; to drive for Chaparral and to win. How many drivers win their last race? Maybe at last, I was content.”

‘I just felt this enormous, allembracing kind of flood of pure relief and satisfaction wrap around me like a comfort blanket’

S T A R T E R

A year ago, engineer and classic car enthusiast Ian Warhurst rescued the Bloodhound Land Speed Record contender from being scrapped when the project went into administration. Now that it’s achieved 628mph in testing, what comes next? We spoke with Ian and other team members

“The kids were always telling me to buy a fast car, so I went out and bought the fastest” W O R D S DAV I D L I L LY W H I T E & J O H N TA L L O D I M A I N P H O T O G R A P H C H R I S S AU N D E R S

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B L O SO D D G THAO URN T E ARN G

IAN WARHURST IS taking a break from signing up Bloodhound sponsors to work on his Rolls-Royce 20/25. The 1937 saloon, along with three more pre-war Rolls-Royces, a Derby Bentley and a Jaguar XK140, were intended as a retirement project when Ian sold his turbocharger repair parts manufacturing business in 2017 – but that all ended in December 2018 with a message from his eldest son. “Charlie sent me a text from university saying: ‘Hey dad, have you seen that Bloodhound is for sale? Why don’t you go buy it, hahaha?’” The project had run out of money, and its future looked bleak. Car enthusiast Ian had followed Bloodhound from the start, fascinated by the engineering – he’d started out as a mechanical engineering graduate working at a company that produced aluminium trusses, but in 2002 bought turbocharger specialist Melett when its founder had to step down. “My brother bought me Bloodhound 1K membership in 2009 for my 40th birthday,” Ian explains. “Then, in 2015, I went to a science education show with my sons. The Bloodhound education team were there, doing the rocket car challenge, and the kids loved it, that’s all they wanted to do all day. So I saw at that point the inspiration the project gives to people. I went back into my own world for a while, but I saw Bloodhound at Newquay [the first test] on TV. The next thing I knew, it had gone into administration. “I assumed it was just something to keep the project under control while they found new sponsors – but suddenly it was being sold and going to auction. For it to end like that after all those years of time and effort seemed like a really undignified ending for the project, so I found a bit more out about what was going on, and that’s when I discovered that it was going to get cut up. I couldn’t allow that to happen.” Bloodhound – 12.5m long and weighing six tonnes – was sat in a building in Avonmouth that the project could no longer afford to rent, and the Ministry of Defence was demanding that the military-controlled equipment fitted to the car be returned immediately rather than risk being lost. “The only way to get the MOD things out was to cut the car in half,” says Ian. “They couldn’t dismantle it because there was nobody capable of doing that. So I went in knowing that if I don’t do a deal today and I walk out of here then basically I’d have been the last person who could have saved Bloodhound. The amount of money they were asking at that point, the assets I was getting, were worth that anyway, so I wasn’t spending a great deal to save it. I like to joke that the kids were always telling me to buy a fast car so I went out and bought the fastest – but the minute I signed the document to actually own it, I became responsible for all the bills for the building, staff costs, and, and, and... from that point onwards.” It had taken just a week from Ian receiving the text from his son to becoming the owner of Bloodhound. Initially he thought that he would be able to bring sponsors in and at least break even on the cost of the car, if nothing else. “I ditched that idea quite a while back!” he laughs. “I had two paths open to me. One was to try to sell the assets to a museum and close it down in a dignified way, but I also realised from talking to the team that I own a car that’s capable of breaking the Land Speed Record. While 1000mph was the M MAAGGNNEETTOO // X9 X 9

headline figure, it has to be able to break the current Land Speed Record [763.035mph achieved by ThrustSSC in October 1997] first, and that in itself is a massive achievement. So, 1000mph… let’s forget about that for a minute, let’s concentrate on the Land Speed Record because I can see that, I can taste that, and I know the figures to achieve that are a sensible number. “I then started down the road of trying to get commercial sponsorship, but what I found was that everyone said: ‘Fantastic! When you go and do the record runs and you’re there and you’re confident you can do it, then give us a call and we’ll have a look.’ “I realised we needed to get some real excitement going about this project again, to build the social media following, and I needed to pay for this phase [the testing] myself. So I committed an amount of money that I knew would allow us to do the high-speed testing. I realised that in order to sell the real value of this project, I need to not sell the sponsorship just yet. It was a high-risk business strategy, but we’ve pulled it off. Now the social media following we’ve got is tremendous, and the sponsors are contacting us. The phone is ringing!” But we’re jumping ahead. Funded by Ian, the team headed out to the Hakskeen Pan desert in the Northern Cape, South Africa to test the desert spec for the first time – that’s including the solid alloy wheels rather than the tyres on which it ran to 200mph at Cornwall Airport, Newquay, UK in 100

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ABOVE Ian gave the Bloodhound LSR project a new lease of life. Future now looks bright for Land Speed Record bid.

October 2017. With world Land Speed Record holder Andy Green back in the cockpit, the first proper speed run went to 334mph to the delight of the team. “It took a couple of attempts to actually get the engine running and the systems all talking to each other,” says Ian, “so it felt like hard work. But when we got it running and it set off down the desert, it just looked so at home in that environment, it was where it was supposed to be. The engineers were all coming up and thanking me and shaking my hand. It was a really emotional day. “I hadn’t known what to expect, I’d never even been in close proximity to a jet engine running before. Being a part of that, seeing the team doing what they do, was quite incredible. I knew why I was doing it – it was an honour to be there working with such a group of incredible individuals. “I’d optimistically thought that the testing would take two weeks, and of course it took four, but I stayed out there the whole time – I wanted to be with the team until we’d achieved our goal. My whole family was out there – the first two weeks corresponded with school half term, and my eldest is at university, so he just sneaked out for a couple of weeks. My middle son Thomas stayed out an extra week because he was helping the mechanics do things on the car. The school said: ‘That’s the best work experience he’ll ever have!’” The test runs exposed a few problems, including an intermittent engine bay overheat warning, but with these

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solved, Bloodhound achieved 628mph (1010km/h). This makes it unofficially the sixth fastest car of all time – although these runs were not about achieving top speed but comparing test-run data with the simulated data, and ensuring that the car behaves as expected. So, what next for Ian and the team? “Break the Land Speed Record!” grins Ian. “We’ve got to get the money in place, so we’re going round finding sponsors, then there’ll be a period of a few months where we’re almost in shutdown mode with the team all doing different contracts – the team members tend to be contracted so they can jump onto different contracts. They’re from an F1 background or a military background or an air force background, some of them are retired, some have got other jobs. That will give us a bit of breathing space while we put the commercial side together. “We’ll be regrouping in maybe four or five months’ time and getting on with the design phase. Once we’ve done that we’ll be back to the desert and we’ll break the record. We’re probably looking at July or August 2021, the winter in South Africa. It’s cooler then, so it’s better for the engines, better for the HTP [high-test peroxide – the rocket oxidiser], better for the humans, so we don’t have to have searing 40ºC heat as we did during testing. Also, above certain temperatures thermal winds build and there’s dust flying around everywhere. You can’t just thread the car between gusts of wind!” Meanwhile, Ian is taking the opportunity to swot up on rocket technology and progress his own car projects. The Derby Bentley has just returned from the bodyshop, and his grandfather’s Rolls-Royce 20/25 is heading off for bodywork. “I’ve always had the interest in old cars because of the family Rolls-Royce. I like the old cars because they’re simpler; I’ve never been into electronics, I’ve always been a mechanical engineer. I’m never happier than when I’m tinkering. “My dad saw the Rolls-Royce for sale in 1962. He called my granddad up, he sent the money and my dad got the car and drove it from Northampton to Brighouse where my granddad lived. Granddad ran it for about two years, but he died in ’64, so his second wife, my step-grandmother, tried it for herself for a while but found it too big. She shoved it into the wooden garage at the end of the drive, shut the doors – that was in 1965 – and it didn’t move a wheel after that. As kids we used to peer through the window at it. “In the mid-’80s my dad persuaded her to let him get it out. The drive had been Tarmac’d up to the garage doors, so we had to cut off the bottoms of the doors to open them, and we

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MARK CHAPMAN

While the Bloodhound LSR project has been hogging the headlines in recent months, it has been in quiet development for well over a decade. Chief engineer Mark Chapman has been involved from almost the very start. “It all started with a call back in 2007 to meet an acquaintance, Richard Noble, over a pint. He laid out the plan to develop a new Land Speed Record car potentially capable of 1000mph. He needed an engineer and I didn’t need asking twice. I signed the NDA and started in February 2008.” Mark’s aerospace background included working with high-profile clients like Lockheed Martin and Rolls-Royce, where he was involved with the VTOL (Vertical Take-Off and Landing) project. He is also a bit of a petrolhead with a stable of eclectic cars bookended by a 1952 Series 1 Land Rover 80 fitted with a 3.5-litre V8 and an Audi RS6 Plus Biturbo V8 Estate. Clearly, he was just the man for the job of helping develop the world’s fastest car. “My experience stood me in good stead as we worked on the integration of the jet engine and rocket systems. By 2010 I was chief engineer, responsible for all technical aspects on Bloodhound.” The project’s long gestation period has been frustrating, and the prospect of it coming to an end altogether was a big concern. One positive aspect, though, is that developments in various tech fields over the years have allowed the team to implement more effective solutions along the way. Mark outlined three key areas that have made the biggest difference. “Our plan from the start was to stream data and video online to let people become immersed in progress regardless of where they were. I always saw this project more as a tech demonstrator than just a really fast car. Social media and telecommunications boosts over the past ten years have made it far easier for us to realise that goal. We can now get far more data from our onboard sensors and GPS, and we’ll soon be moving to a 5G system that’ll greatly increase video-feed quality, too. We have a 360º camera on Andy’s helmet to transmit real-time footage and we plan an augmented-reality system for the record attempt. This tech could work equally well to offer

immersive experiences in a variety of applications. “Rocket tech has also seen a lot of development. The new rocket is both cleaner and more powerful, too. It is a development of the unit launched into space in 2018 and should just emit water vapour. “And finally, battery tech and electric motors have also moved on to the point where we can now make them a far more integral component of the vehicle. Our V8 is now being replaced with the APU, which will power the fuel pump as well as the air brakes and other onboard systems. “Testing at Hakskeen Pan gave us a huge amount of real-world data, which closely matched our predictions. Concerns regarding bodywork erosion at high speeds have proven largely unfounded; the car stood up extremely well. The extreme temperatures had much more of an effect than we imagined. From the reduced performance of the car to the blazing heat we had to endure, our planned return in cooler mid-year months is the right one.” The car will also be fitted with fixed winglets and air brakes, and the parachutes will be modified to stay stable at much higher speeds. Other tweaks will be implemented to more effectively remove dust from the cockpit, improve the radio communications system and move the location of signal boxes to make changes easier. That’ll leave Mark with little time to enjoy his car collection, although with a modified 1972 Datsun 240Z and Lancia Stratos replica, as well as a 1968 Mini Cooper S, at his disposal, you might assume that he’d at least have some fun on the way to work – when he’s not driving his rather more practical Suzuki Swift.

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blew up the tyres and pushed the car out of the garage. There was a mouse’s nest in the boot, all that sort of thing. We took it down to my dad’s garage and we actually got it running, and my dad – he didn’t have much money – used to just do the bare minimum to it to keep it running for weddings. “He died in 1997 and it became my older brother’s car, but he got MS and was going to sell it. I bought it off him in 2010. My brother and I rebuilt the engine, which I’ve just finished in the past few months, and when the Bentley comes back the 20/25 will go to have the bodywork done.” That 1937 Derby Bentley is fresh out of a four-year restoration, and Ian also owns two 1937 25/30s and a 1929 Phantom I. All are ex-wedding cars bought from a family friend who ran them on a shoestring, so Ian has plenty to do – when he’s not swotting up on rocket technology... “As an engineer you like to learn how things work, to fix things, to make things better, so for me I’ve been learning everyday,” he says. “It’s fantastic, I’m loving it. I’m going on YouTube and looking at rocket documentaries and all sorts. I was on the turbo trainer this week doing some exercise and watching the latest rocket technology videos on my iPad. “I’m learning about jet engines, how they work, and the systems technology around them. The team have done an amazing job because the [Bloodhound LSR] jet engine isn’t designed to run at that speed on the ground, it’s designed to run in a plane and have a second one next to it running at the same time, so they’ve had to do all sorts of fancy things with the system to fool the engine into thinking it’s okay to run. “We’ve also kicked the V8 engine out. That was originally there to run the rocket motor fuel pump, but electric motors have come on so much in the past few years that an APU [auxiliary power unit] made of electric motors and batteries can now do the job, and to be honest that’s a lot safer. With all the fuel that goes with the V8, the APU weighs less, too.” The original rocket was going to be a hybrid, which uses an oxidiser (concentrated hydrogen peroxide, or HTP) that decomposes from H2O2 into superheated steam and oxygen. The oxygen was used to feed the fire burning the rubber fuel grain. Ian explains that thanks to advances in rocket technology, Bloodhound can now run in monopropellant form and just use the chemical decomposition without any need to burn a rubber fuel grain. “The only emissions are steam and oxygen,” says Ian. “Nammo has been working with the European Space Agency to develop the HTP rocket. All you do is put fuel in, which goes through a catalyser and creates high-temperature steam to create thrust. It’s actually a really green way of doing it. “There are also a few tweaks like winglets upon the rear fin – we can do that now with the data from the testing – and changing the air brakes. They were on a hydraulic system that was linked to the jet engine hydraulics, but we’re able to do away with that because we’ve now got a big battery on board. The minute you shut the rocket off the fuel pump stops, so the battery power can be used to operate the air brakes. That makes the system a lot simpler, a lot easier and a lot less cost. “Those are the main areas that need designing, so not loads to be honest. Once we’ve done that we will be back to the desert and we’ll break the record.” And, although it’s jumping the gun, we wonder what will 102

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BEN EVANS

“Can you keep something like this on the ground at 1000mph?” This question posed by Richard Noble back in 2007 was Dr Ben Evans’ first step in a 13-year involvement with the Bloodhound LSR project. Ben was just finishing up his PhD in Computational Fluid Dynamics (CFD) at Swansea University, and initially got involved to sanity check the ideas Richard and his team had been experimenting with. “I played with various geometric shapes for around a year to know that in principle, it would be possible to do it, to be able to control the load vertically and not to fly or crash. The theory and science behind it all got me hooked, and I’m finally seeing the fruits of all that theoretical work shooting past me at over 600mph. “Considering how complex the computer models have to be to take into account things like turbulence and how the dust trail that wraps around the rear wheels affects the aerodynamic loads, it was surprising and reassuring to see how closely the car behaved to our predicted data. The performance model was very accurate regarding where Andy would hit peak speed and where it would stop. “Among the most interesting bits of data we measured were the loads on the front and rear axles as the car breached the 450mph mark. At these speeds, some of the airflow passing over the bodywork breaches the speed of sound – called the transonic region. It generates high-pressure regions, which actually reduce the downforce. We will be installing fixed winglets to the car to counteract this phenomenon.” There are no plans to use

adjustable winglets for the record attempt, but they are ready to be implemented if Mark and his team feel that they will be necessary for the 1000mph runs. “On a personal level, I’ve never really been all that interested in the ‘fastest car in the world’ aspect. I approached the project purely from a technical, aerodynamic perspective, and it has been a theoretical project for such a long time. Yet seeing Bloodhound in action at Hakskeen Pan was amazing. The first thing you notice is the sound, then a plume of dust rising in the distance followed by a tiny white speck. The sound increases in intensity, and in an instant it blasts by. That truly is an intense experience, and I can’t wait to see and hear Bloodhound breach the sound barrier in the months to come.” So, what does the associate professor of engineering at Swansea University drive when not optimising the airflow over the fastest thing on four wheels? The answer is a 1.0-litre Citroen C1 – made even more ironic by a rather un-aerodynamic roof rack to accommodate Ben’s other passion, surfing.

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ANDY GREEN

ABOVE 1937 Rolls-Royce 20/25 was intended as a retirement project – but Ian’s attention has been diverted somewhat...

happen to Bloodhound after that? “I’m sure it will go to a museum somewhere,” says Ian. “Wherever is the most appropriate place for people to see it and to be inspired by its journey. Coventry Transport Museum already has Thrust 2 and ThrustSSC and a model of the Bloodhound. [Half a million people a year still visit the museum specifically to see Thrust and ThrustSSC]. Whether they already get enough people through the door with Thrust being there, and whether it should go somewhere else, that’s a decision that should be made later.” For now, the Bloodhound LSR project is doing exactly what its instigator Richard Noble intended, acting as an educational tool to inspire engineering and technology – its new home is the SGS Berkeley Green University Technical College, Gloucestershire, UK. It sits in the engineering hall there, with classrooms on one side, offices on the other, and a first-floor balcony from which students can view the work at any stage. “Mark Chapman, the chief engineer, can stand there with the kids who are learning CAD for the first time [for example],” says Ian. “He can take a component off the car and show them what it does, where it sits on the car, what it’s made of, and then they go away and draw it. The whole point of the project is to inspire engineering, that’s why we’re doing it. “You never know in life do you? I was sat there with tumbleweed blowing around wondering what to do in 2019, and then next thing you know I’m on this massive rollercoaster of a project, sometimes thinking ‘what the hell have you done?’ and sometimes thinking ‘this is amazing!’. But that’s what life’s supposed to be about. “What I wanted to do was to get involved and give back. When you amass a pile of money you should do something good with it, and ethically I felt that I should do something to give back to society rather than sitting round having a good time with it. Doing something you enjoy is also important, of course, and this has got both those elements. I keep pinching myself thinking ‘how did that happen?’” If you’re interested in becoming a Bloodhound LSR sponsor, email sponsorship@graftonlsr.com. 104

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When it comes to finding the right person to pilot what is effectively the most technologically advanced four-wheeled vehicle ever built, the requirements are long and the candidate list is rather short. As it turns out, ex-fighter pilot Andy Green is not only the perfect man for the job, but as the current Land Speed Record holder – he drove the ThrustSSC to its 763.035mph record run in the Black Rock Desert in Nevada – he has invaluable hands-on experience of driving a car at extreme velocities. Needless to say, he was always going to be the first choice for the original project director, Richard Noble. Andy decided to get involved with the project not just to simply eclipse his old record, but as a means of getting a new generation interested in the technical aspect of such an endeavour. While his years of experience clearly came in handy during recent testing, the car and conditions were rather different this time around. “The jet-pilot skill set works for the LSR record runs; being able to interpret a lot of information at speed and make the necessary adjustments is essential on every run. While I gained a lot of highspeed driving experience when we set the record in ThrustSSC back in 1997, the conditions and vehicle were very different here. The SSC had rear-wheel steering, which made it trickier to drive, but the Bloodhound is steered via the front wheels. This made it a pleasure to drive during testing in South Africa. The surface, too, is different to Black Rock – it’s harder, which

is good for control but correcting it laterally can be more challenging, so we are constantly keeping an eye on crosswinds.” Andy praised the efforts of Hakskeen Pan locals in clearing the huge tracts of land required to carry out the runs. “We used only about half of the available track this time, and the surface is top notch with plenty of run-off area for the faster runs when we return.” As a mathematician, Andy’s also able to assess the car’s behaviour in a far more analytical way, and his unflappable missile-man nature means in-cabin fire warnings and 400mph-plus sideways moments register more as data entries rather than life-altering moments. Having achieved 628mph on the final day of testing, one would think he’d be pleased with slightly overshooting the projected top speed, but with true focus he was more concerned about why this had happened. “At first, we thought the engine had overrun by more than the predicted time, but it turned out that GPS error was to blame. An incorrect reading resulted in a .75second overrun, giving us a slightly higher speed.” Such attention to detail is exactly what is needed to get Bloodhound to 800mph and beyond in its next outing in 2021. When it comes to his home life, Andy’s passion for sailing speaks to his perfectionist nature. His 150,000-mile Golf, on the other hand, seems like an odd choice for someone who’s broken the speed of sound on land. It may well be the most meticulously maintained VW that’s ever left the factory, though...

CMY

MCQUEEN LOST AND FOUND

A chance spot online unearthed the King of Cool’s lost Land Rover. Here’s its story from Solihull to Southern California – and beyond WOR D S A N D P HOTO G R A P H Y N IC K DI M B L E B Y

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BELOW Lost and found, the ultimate Hollywood anti-vehicle for the ultimate anti-hero.

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BELOW Bronze Green 1961 Series II Station Wagon formed part of a film contract when Steve was in UK.

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OPPOSITE With his Land Rover and son Chad, movie star McQueen was never happier.

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and – perhaps most importantly – time away from the superficiality of Hollywood. It was a private space that symbolised his enjoyment of simple pleasures – a love of mechanical objects, the freedom of the desert and calm silence away from the craziness of his profession. The Landy isn’t the flash sports car that you’d expect a film star to be driving down Sunset Strip or Santa Monica Boulevard, but I bet that McQueen loved every minute behind the wheel. Land Rovers weren’t designed to be cool in the 1960s, yet their no-nonsense attitude and consummate capability attracted people such as Steve. Not because they were trendy, but because of what they did. Like McQueen, his Land Rover’s actions spoke louder than words. McQueen took delivery of the Bronze Green 1961 Series II Station Wagon while in the UK filming The War Lover. According to Matt Stone, writing in McQueen’s Machines: The

Cars and Bikes of a Hollywood Icon, Steve had the purchase of the Land Rover written into his contract for The War Lover, effectively replacing the use of a chauffeurdriven car during filming. “My agent had a special bit written into my contract,” said McQueen. “He had the studio agree to provide me with a limousine and chauffeur to get me to the set. But that wasn’t my thing, and I told the studio people: ‘Why not let me buy a small car and drive it myself?’ This saved them money, so they okayed the offer. As a result, I got me a 12-speed, four-wheel-drive Land Rover, which I shipped back to California after the film was over. I came out ahead on the deal.” In between filming at Shepperton Studios and Bovingdon Airfield in Hertfordshire, Steve ‘ran amok’ around the British countryside in the Land Rover, as well as indulging his passion for racing with Stirling Moss in Mini Coopers at Brands Hatch (much to the MM AA GG NN EE TT O O/ /1 0 59

BARRY FEINSTEIN PHOTOGRAPHY

“THE MINUTE A picture is over, I run like a thief… I’ll put the old lady and the kids in my Land Rover and take off. Up into the mountains, out in the desert, anywhere… Man, I don’t want to be bugged by anybody.” So said Steve McQueen, as quoted in Marc Eliot’s 2012 biography. You don’t have to be a film fanatic to know that Terrence Stephen McQueen, actor, racer, spannerman and enthusiast of all things mechanical, loved his cars. As he became more successful, his fleet grew exponentially: Porsches, Ferraris and Mercedes featured heavily in his garage, as well as the famous Jaguar XKSS that he enjoyed so much he owned it twice. There was also a 1961 Series II SWB Land Rover, which, appropriately enough for such an unassuming vehicle, is one of McQueen’s lesser-known rides. This discreet and determinedly unflashy Land Rover was a vehicle that brought together all of Steve’s true passions of family, racing

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production company’s alarm). Filming took place between September 1961 and January 1962, with McQueen’s home during that time being a large townhouse in Chester Square, London, SW1, rented to the studio by Lord and Lady Russell. Once the film wrapped, Steve, his wife Neile and the Land Rover headed back to California. A few weeks later, when the Land Rover arrived in the US, McQueen had the legendary custom paint and pinstripe specialist Kenny ‘Von Dutch’ Howard work his magic on the vehicle. Von Dutch had already customised a number of Steve’s motorbikes and his 1957 Jaguar XKSS, and it seems likely that he worked on the Land Rover several times during McQueen’s ownership. Firstly he added

pinstripes echoing the vehicle’s boxy shape, then some logos from Steve’s first production company, Scuderia Condor, on the front doors and tailgate. McQueen’s informal motorcycle and racing ‘club’, Chicken Shit Racing (members included Charles Bronson, Sir John Whitmore, and Bud and Dave Ekins, with ‘races’ allegedly taking place after dark on Mulholland Drive), was also immortalised on the right-hand front wing by Von Dutch. To keep things discreet, and as an ‘in joke’, Bud Ekins took a sample of chicken excrement to a chemist to be analysed and put into a compound formula. The resulting equation (H2PO3+(NH4)3C2O4 in case you wondered) was hand written by Von Dutch onto the wing of the Land Rover (along with

‘United Kingdom Branch’), and remarkably these words are just about visible today. The Landy occupied a unique spot among the growing stable of exotic cars that McQueen acquired during the mid- to late 1960s. Unlike the sports cars and bikes that Steve enjoyed piecemeal, the Land Rover was a presence that found its way into all elements of his life, largely because it was both useful and fun. Steve drove it often while in Hollywood, it towed his racing cars and bikes, he enjoyed private time with his family and dogs in it, and it was a vehicle in which he could take out his celebrity friends and family to enjoy the great outdoors, more often than not near his weekend home in Palm Springs. As such, it was often to be seen speeding

BARRY FEINSTEIN PHOTOGRAPHY

LEFT Towing race cars was among Steve’s many uses for his dependable 4x4. RIGHT Representing Chicken Shit Racing ‘club’, Von Dutch’s equation can still be made out on front wing.

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BELOW Sporting its authentic UK and California numberplates, Series II is back on road at last.

OPPOSITE FROM TOP McQueen’s tool box, mats and key ring (you can just make out ‘Steve’

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on the green disc), and the Von Dutch ‘Scuderia Condor’ artwork are still present and correct.

across the Southern Californian desert, Hollywood stars and starlets hanging on for dear life in the back; parked out in the scrub, windows fogged by cigarette smoke (or other puffs) while Steve hung out with fellow actors or his biker friends between filming; being used as a family runabout on warm days with the top off; pressed into service as a support vehicle for a motorcycling day out; and loaded down with gear, friends and beer for a weekend of camping, shooting or fishing in the mountains. It’s amazing that the vehicle survived at all, let alone in such original condition. Despite being an important part of the McQueens’ life in the 1960s, apart from the occasional mention in his biographies and a dozen or so photos where the Land Rover is part of the shoot (most notably a series from a camping trip up in the Sierra Madre mountains with Life magazine in tow), little has been written about Steve’s Landy before. Appropriately enough, this seems to be because the Series II just got on with the job, unlike the glamorous Ferraris, Porsches and the famous XKSS that wowed the fans almost as much as McQueen did. In the Land Rover’s case, it just sat there patiently in the background. Dependable, honest and ready to do whatever was asked of it. At the time, a Series II was not the obvious set of wheels for a Hollywood star, but when you understand that Steve was happier hanging out with dirt bikers and spannermen than he was with studio executives and directors, then the Landy starts to make sense. You can imagine him charging into Bud Ekins’ motorcycle ’shop, his latest twowheeled purchase on tow behind the Landy, or bouncing along canyon roads, dirt tracks or the desert, roof off, big grin, with the faint smell of petrol and gear oil in the air. The years between 1962 and ’69 were arguably Steve’s most successful, with his star definitely in ascendance. In that period, he made his most famous and critically acclaimed films and cemented his position as Hollywood’s King of Cool. We don’t know exactly when the Series II left McQueen’s ownership, but I suspect that it would have been in the late 1960s or early ’70s when his life started to become more complicated. Is it a coincidence that his first wife Neile served up divorce papers at the same time, when Steve’s well documented drug use and womanising became too much for her? What we do know is that the Land Rover’s current owner, Ike Goss of Pangolin 4x4, Oregon, can’t quite believe that he owns it. Ike MAGNETO

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spotted the vehicle on the online classified ad site Craigslist, advertised as an original 1960s Land Rover, but with no mention of the McQueen connection. As a Series Land Rover expert, Goss recognised the original UK numberplate that was still attached: 5085 WD. His interest was piqued, and he tells of an immediate 11-hour overnight drive from his home to Bellingham, Washington, where the Series II was still for sale. The seller of the vehicle – a building contractor – had acquired the Land Rover in exchange for work he’d done on a septic tank. The contractor didn’t know about the vehicle’s illustrious history, and he hadn’t been kind to the Series II in the ten years that he’d owned it. It had sat outside in an equipment yard for most of this time, and as it no longer ran under its own steam the contractor shunted it around the yard with heavy equipment when it needed moving. It was in a pretty sorry state. Even so, Ike had a hunch that it was Steve’s old Land Rover – but this was based only on that numberplate and a photo of McQueen standing next to a green Land Rover, which Ike found on the internet. Another clue was the vehicle’s keyring, which had the name ‘Steve’ imprinted on the paper tab where ink from a Biro had once been. Surely this must be McQueen’s old vehicle? After some deliberation, the deal was done and Ike took the vehicle back to his workshop to get it back up and running, and to try to find out whether it actually was Steve McQueen’s Land Rover. One of the first things he did was to call Michael Bishop at JLR Classic to see whether there was anything in the company’s records that might confirm things. The original Rover Company chassis plate was in situ, and because the Series II had spent its life in California, that same number was still visibly stamped on the front-right spring hanger – something that would have long since rusted away had the vehicle remained in the UK. Michael checked the archive and struck gold. The original hand-written ledger showed that chassis number 24400689 entered the despatch office at Solihull on 18 October, 1961, leaving on 1 November, 1961 to go to “Queen Esq. London, SW1. Rover Los Angeles”. Despite the misspelling, this was the concrete proof that Ike was searching for – it had to be the vehicle bought for Steve McQueen as part of his contract for The War Lover. The Land Rover would have been registered by the Rover Company as part of the delivery, with the WD registration originating from the Warwickshire vehicle-licencing office. Once filming was complete, the vehicle was 1 14

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ABOVE Land Rover specialist Ike Goss of Oregon-based Pangolin 4x4 rescued Series II.

shipped back to California and re-registered with licence plate number JNH 815; only six digits away from Steve’s XKSS that he’d purchased in 1958 (JNH 809). McQueen chose to keep the UK registration plates on the vehicle, leaving the front one exposed and the rear plate all but covered by the new, smaller US number. Amazingly, both the original UK plates remain in situ to this day. It’s this originality that really stands out as Ike and I look around the Land Rover, and I’m amazed that the special features Von Dutch added to the vehicle are still in place. Apart from the pinstriping, other surviving features include the optional mesh floor mats that can be seen in period photos of Steve with the car, the whip aerial fitted behind the driver’s door, his original tool box (complete with rusty tools) and the two Lucas additional front lamps – one a spot, the other a driving light. There are two worn-out oil-change stickers stuck to the driver’s seat base, too. The garages’ addresses are: Mobil, 1708 N Palm Canyon, Palm Springs (less than five minutes’ drive from Steve’s first desert home at 811 Grace Circle) and Marsh Manor Shell, 995 Marsh Road, Redwood City, CA. Redwood City is near San Francisco, so this maybe offers a clue as to where the Land Rover ended up after his ownership. Von

‘Land Rover found its way into all elements of McQueen’s life, largely because it was both useful and fun’

Dutch’s signwriting is still visible on the panels, with ‘Scuderia Condor’ still proudly present on both doors, as well as some Egyptian-style hieroglyphs and a Desert Palm on the tailgate. Under the fuel cap he wrote ‘Petrol’ (instead of ‘Gas’), as well as that ‘H2PO3+(NH4)3C2O4 United Kingdom Branch’ on the front righthand wing. The only modern reproductions are the rear ‘GB’ and ‘United States Auto Club’ stickers, which seem appropriate considering they were there when Steve owned the vehicle. When Ike first got the Land Rover into the workshop, there was quite a bit of mechanical work to be done to get it back to serviceable condition. However, with his encyclopaedic knowledge of Series Land Rovers, he was the perfect person to carry out the work sympathetically, leaving the exterior and interior largely untouched to maintain the vehicle’s originality. Driving in the Landy, there is definitely a feeling of McQueen’s presence – especially if you have just looked through the numerous images of Steve with the vehicle that Ike and his partner Jenna have put together in a photo album. As you might imagine, they are extremely proud to own this amazing part of Land Rover history that, until recently, was lost, unloved and could have ended up being broken for parts. But being a Land Rover enthusiast first and foremost, Ike is pretty pragmatic about the vehicle, and he’s not afraid to drive it. “At the end of the day 5085 WD is a fantastically original 1961 Series II Land Rover and it’s great to drive,” he tells me. “The McQueen connection is just a nice bonus…” Barry Feinstein, whose period black-and-white images are featured on these pages, was a close friend of McQueen. He was the stills photographer on the set of Bullitt, and his archive contains many iconic pictures of Steve. See more at www.barryfeinsteinphotography.net.

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IN 1970, ITALIAN coachbuilders were living in a golden era. They were rich in ideas, and money was still coming in from the amazingly successful 1960s. They were all focusing on creating show cars capable of celebrating, in the most appropriate way, the arrival of the brand-new decade. As was established tradition, the Geneva Motor Show at the beginning of the year and Turin Motor Show at the end were considered the perfect locations to show off the various firmsâ&#x20AC;&#x2122; technical capabilities and innovative ideas. The previous decade had set a new hierarchy among the coachbuilders, with Pininfarina and Bertone overtaking their competitors; names such as Vignale, Ghia, Touring and Castagna. Meanwhile, the new kid on the block, Italdesign, was promising but too young, having been founded only in 1968. This was the environment in which two masterpieces hit the limelight: the Pininfarina Ferrari 512S Modulo stormed Geneva, while the Bertone Lancia Stratos HF Zero stole the show in Turin. Both cars, very different in concept and origin, are today considered works of art, symbolising a visionary era when everything was believed to be possible. Amazingly, both prototypes survived â&#x20AC;&#x201C; an

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OPPOSITE AND ABOVE One-offs â&#x20AC;&#x201C; Italian auto legends come together in equally iconic building.

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BELOW Ferrari Modulo is now considered a work of art, symbolising a visionary era when anything was thought possible.

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TOP RIGHT Leading to the legendary Lancia race and rally car, Bertone Stratos HF Zero concept is equally seminal.

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BOTTOM RIGHT Cabin entry is via flat, flip-up screen. Two people and luggage can be carried in comfort.

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LEFT Ramp rises six storeys up to the roof of Fiat’s renowned Lingotto factory in Turin; a perfect Brutalist setting.

CLOCKWISE FROM TOP LEFT Forefathers of ‘the wedge’; 1.6-litre V4 Stratos HF was at least functional from

the beginning; V12-powered Modulo concept required intensive re-engineering before it could be used on road.

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“Modulo started a new life, visually virtually identical to the show car but widely transformed under the stunning skin’

achievement made more remarkable still when you consider the turmoil in which the respective companies subsequently found themselves. They are both in working order, too, and capable of being driven, under the careful gaze of their respective owners, of course. Paolo Martin, back then the styling chief of Pininfarina, and Marcello Gandini, Bertone’s legendary design boss, are the men whose talent created these two iconic pieces of art. “It was my summer project,” explains Martin today. “It was started on a spring morning in 1967, while I was working on the dimensions of the dashboard for the future Rolls-Royce Camargue. It was a latent idea I’d had for a while, of creating the most extreme show car ever – a modular object with wheels.” He continues: “I drew a quick sketch to firm up the concept, but, in my mind, the car was already complete. A few 1:10-scale designs later, I showed the project to my boss, director Franco Martinengo. He was enthusiastic to see it, but was worried about the revolution the car represented, hence nothing happened. Then, just before the summer break of 1968, I ordered eight cubic metres of polystyrene from the purchasing office, two car batteries and an electric resistor. The company closed for the holidays, and, instead, I started my project. “It was a cyclopean work to transform the blocks of polystyrene (made solid with fish glue) with a bow and the electric resistor connected to the batteries to heat it up. With a homemade mega rasp, created from a sheet of perforated metal sheet with a square-shaped punch and a huge grater, I removed material for several days – material that I hid in my underwear and ‘relocated’ outside the company, usually ‘losing’ it during my journey home. “At the end of the holiday,” he says, “I was tired but ready to show my work to Sergio Pininfarina and his brother-in-law Renzo Carli. However, they didn’t like it, and my 1 24

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model ended up under a blanket in one room. A few months later, with the Geneva Motor Show quickly approaching and a more traditional project based on a Ferrari 512S chassis already approved, something happened and I was asked to revamp my idea. I was to adapt it to a 512S chassis (number #27) and to design the (modular) interior, too. “The main issue for the cabin concerned the ‘balls’ containing the switches. Running out of time and solutions to make them, I ‘borrowed’, from a retired workers’ playground, a bowling ball from which to create a cast. We put the final touches on the Modulo when it was already loaded on the truck for Geneva. It was painted black, to me a mistake (my idea was to have it in a very light blue) because it was hiding the project’s beauty and innovation, but everybody in the firm was scared of the press and public’s possible reaction. “How wrong they were, because the car was an immediate hit. The image return was immense, while the Modulo was requested all over the world. To me, the most coveted memory of this project is the telegram Sergio Pininfarina sent me, complimenting my work while sending his apologies for not fully believing in it at the beginning. I still have it.” Several paint colours later the car was parked inside the Pininfarina museum, where it remained until it was bought, in 2014, by American collector James ‘Jim’ Glickenhaus. A friend of the Pininfarina family, who is famous for often using his rare racing cars on open roads, Glickenhaus aimed to make the Modulo driveable. The task was entrusted to his team of mechanics led by Salvatore ‘Sal’ Barone – and it was not an easy one, considering that the show car was never intended to be self propelled. Not only was it missing thousands of components, including those inside the many mechanicals Ferrari had supplied as

ABOVE Modulo’s dashboard is the height of creativity, with spherical switch consoles created using a cast taken from a bowling ball.

empty shells, but it didn’t even have the space to put them. After four years of intensive engineering, the Modulo started a new life as a ‘real’ car, visually virtually identical to the show machine but transformed under the stunning skin. After its debut at Pebble Beach in 2018, and appearance at Villa d’Este the following year, it was driven on the ex-Fiat Lingotto factory roof circuit on a rainy day in 2019 next to its counterpart, the Lancia Stratos HF Zero. “The idea behind that concept was to show Lancia we were capable of designing race cars, too,” explains Marcello Gandini, who created it while leading the styling department at Bertone. “It was Nuccio Bertone’s idea, knowing that the Fulvia coupé was soon to be discontinued, and believing Lancia was in need of a replacement to go rallying with.” Lancia had no early involvement with this work, as proven by the fact that the donor car was a crashed 1.6-litre Fulvia HF, bought by Bertone from a Turin scrapyard for its engine and chassis. Says Gandini: “The Stratos HF Zero is a car I love, because I was forced to use my metal-working skills. I reinvented not only the positioning of the engine but also the whole suspension system, as well as created a space in which to position the pedals.” Everything about this car looks futuristic, even through 21st-century eyes. To understand the importance of the Stratos HF Zero project, and how far advanced it was, simply look at how many auto designers of successive years state that this was the car which inspired them on their career path. These days, one of the more coveted ‘contemporary’ supercars, which already commands millions of dollars, is the McLaren F1 created by technical genius Gordon

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‘This was a magic moment that would most likely remain a one-off, forever cast in automotive history’

Murray. It’s capable of seating three people plus luggage in the body of a supercar, and is both fast on track and usable on open roads. Yet the Stratos HF Zero did virtually the same thing, only 20 years beforehand while remaining much smaller and lower – so low, in fact, that sits a mere 33 inches from the ground. Entered via the flat, flip-up windscreen, it can easily seat two people – even very tall ones, as proven by 6ft3in Simon Kidston, who drove the car while at Villa d’Este. It’s easy to fit two wide luggage bags behind the sliding seats, too. Even more impressively, in order to remain fully driveable even as a concept, there is a full-size spare tyre as well. The chassis was reworked at Bertone, while the rear suspension – a double-wishbone set-up with a transverse leaf spring – was originally the front one, tilted. Meanwhile, the front end adopted a MacPherson-strut system. A 45-litre fuel tank was more than enough to provide the small four-cylinder engine with a decent range, and four disc brakes were used to give the best stopping power. A rubber mat attached to the front of the car indicated where to step into the cockpit, and also acted as a button to open the windscreen. That the car was effectively driveable was proven by Nuccio Bertone himself, as he used it to travel to the Lancia racing team’s HQ. He created extra showmanship by entering the premises without stopping, passing under the closed barrier. From this meeting, he drove away with the commission to design a new Lancia, which would be named Stratos, to go rallying in the World Championship. Contemporary Italian automotive magazine Quattroruote test drove the Stratos through downtown Milan, proving its usability and, in doing so, creating quite a stir among onlookers. Before retirement to Bertone’s museum, the Stratos show car covered an amazing 3000km. Now painted silver, it remained in the 1 26

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museum for another 30 years, during which time it was used in the 1988 Michael Jackson movie Moonwalker. In 2000, Bertone restored the car and repainted it in the original bronze colour. RM Sotheby’s subsequently sold it at the 2011 Villa d’Este sale to Los Angeles-based collector Thomas Mao, who showed it several times. Appearances included the Petersen Automotive Museum’s ‘Sculpture in Motion: Masterpieces of Italian Design’ exhibition in 2012, the Atlanta High Museum of Art’s 2014 ‘Dream Cars’ show and the 2015 Kuwait Concours d’Elegance. Considered a premier example of the link between automotive style and art, the Stratos HF Zero entered American Phillip Sarofim’s collection a couple of years ago. Under his ownership it was shown at the 2018 Villa d’Este Concours before going, in 2019, to the Museo Nazionale dell’Automobile (MAUTO) for an exposition dedicated to the creations of Marcello Gandini. “We went to Turin to see the Stratos, which we were scheduled to collect a few days later, and meet mutual friends, the Stola family,” says Sarofim’s friend and frequent partner in automotive crime, Richard Gauntlett. “We immediately perceived the excitement still surrounding the car. A crazy idea surfaced while having breakfast; why, while we are back in Turin to collect the Stratos, don’t we drive it from the museum up to the famous Lingotto roof racetrack?” It originated almost as a joke, but Maria Paola Stola said that she could try to arrange it through her network. Then Phillip’s dear friend Jim Glickenhaus, sitting just a table away, immediately accepted the invitation to join in this amazing raid with the Modulo. This is how everything happened, and why two of the most iconic show cars ever built were driven six floors up, onto the roof of one of the

world’s most renowned industrial buildings. “It was the pure joy of and love for classic cars,” says Gauntlett, “without hidden scope. Just some friends willing to spend a memorable day with their classics, even if it was indeed quite special.” The already eclectic convoy was further enhanced when Alois Ruf brought along two Yellowbirds. Yes, it was a crazy project, yet nothing went really crazy because everybody enjoyed the moment while keeping in mind the cars’ historical value and their preservation. To preserve the Modulo’s clutch, the car was towed up the long ramp to the roof (it’s definitely bigger than the Fiat Topolino, 600 or any of the 80 models built at Lingotto in period, and its racing steering ratios would have forced it to be manoeuvred through some corners), while a jammed thermostat on the Stratos at the time restricted its use to a few laps. For the few witnesses watching the two show cars being driven on the banked curves as though chasing one another, it was a magic moment that would most likely remain a oneoff, forever cast in automotive history. There are no better words than Gauntlett’s to describe the day: “After returning to the MAUTO, I stopped in the dedicated place outside to smoke a cigarette. Marcello Gandini showed up, and we had an aperitif together, talking about cars, design and life in general. The most unforgettable 20 minutes of my life. So much so that, when he went away, I realised I had nothing ‘physical’ left of this meeting but for the ashtray with our cigarette butts. “I asked the bartender for some polyethylene sheet, as is used to wrap left-overs, and I wrapped the ashtray as it was. It’s with me now, on my desk, still wrapped, and that is how it’ll stay until maybe one of my grandchildren will one day ask me what it is. Then I’ll tell them of the magic of a crazy idea transformed into one of the most unforgettable days in the recent history of classic cars, and in my life.”

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Every historic racer wants to drive at Le Mans Classic – but what’s it really like to do so? Over three issues we’re going to follow three historic cars – a Ferrari, Jaguar and Aston – from preparation to the big race

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IT’S THE DREAM, isn’t it? A daunting, challenging dream, but a dream nonetheless. To race at Le Mans. Very few of us could compete in the 24 Hours, but to race on the same circuit, day and night, is achievable in historics, thanks to Le Mans Classic, which takes place every other July. It was first run in 2002, organised by Peter Auto, which still looks after it today. If you think that closing public roads and making them safe sounds difficult, then the reality is probably more difficult by a factor of ten – but the result is an event like no other, on the most famous circuit in the world. One of the main sponsors of Le Mans Classic, along with headline sponsor Richard Mille, is EFG Private Bank, which links up with various UK companies to ensure its customers get the best possible experience and support when they visit the Classic. Working with Lockton, GTO Engineering and auction resource website Glenmarch, EFG is planning to support a Vintage Bentley drive to the event for its clients and business contacts. It’s thanks to this network that we’re able to follow three very special cars as they’re prepared for, and raced at, Le Mans Classic. The cars are a Ferrari 250GT SWB, the Jaguar E-type ‘2 BBC’ and the ‘Muncher’ Aston Martin DBS V8.

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1962 F E R R A R I 250GT SW B Rare steel-bodied SWB has a concours history, but proved itself as a racer at Goodwood last year

WILL THIS BE the most beautiful car racing at Le Mans Classic? Quite possibly – and in case you’re wondering, the green paintwork is its original colour, as is the tan leather upholstery. It’s also a rarity, even by Ferrari 250 standards, given that it’s one of just 11 right-hand-drive versions of the 90 steel-bodied stradale-spec cars. Most of the Ferrari 250s you see racing at Goodwood or Le Mans tend to be stripped-out alloybodied cars, the ultimate of course being the 250GTO that followed the SWB models in 1962. It’s a late

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model, too, built in ’62, which means it features several soughtafter differences from earlier cars – air vent in the rear of the roof, left-hand fuel filler, teardrop front side lights, opening front quarterlights and more. The SWB was restored by DK Engineering during the 1990s and received Ferrari Classiche Certification in 2011, confirming that the engine, gearbox and rear axle are the items originally fitted to the car by the factory. Although it’s won concours awards in the past, the SWB was most recently seen racing in the Kinrara Trophy at the 2019 Goodwood Revival under its new ownership of Ian Livingstone and radio and TV presenter Chris Evans – a serial Ferrari owner. The Kinrara Trophy drive, however, was shared by DK Engineering’s James Cottingham and three-times Le Mans winner, former Audi works driver and current Porsche Formula E competitor André Lotterer. Against more highly tuned opposition, including 250GTOs,

other 250GT SWBs, E-types and Aston Martin DB4 GTs, the pair did well to bring the SWB into eighth position in qualifying, and a creditable 13th in the race – remember that this is a steelbodied street-specification car with full interior trim, up against mostly alloy-bodied cars. As for Le Mans, the SWB will be prepared and looked after by GTO Engineering. These cars have a fine history at La Sarthe: in 1959 the NART SWB finished fourth, in 1960 SWBs finished fourth, fifth, sixth and seventh, and in 1961 a privately entered SWB finished third behind two Testa Rossas, with another finishing eighth.

‘The SWB was most recently seen racing in the Kinrara Trophy at the 2019 Revival’

1961 JAG UAR E-T YP E ‘2 B B C’ Raced almost from new by Robin Sturgess, it’s one of the most campaigned of all early E-types

JAGUAR DEALER ROBIN Sturgess was known both for his racing exploits and for his ownership of the famous Italian Job E-type. Sturgess had already established himself as a Jaguar racer by the time the E-type was launched in 1961, having campaigned XK120 and C-type during the late 1950s. The Jaguar factory, keen to promote the performance of the cars, always favoured dealers with an active racing interest, and Sturgess was the first to race an E-type – a red drophead that was 12th off the production line. He

registered it ‘2 BBC’, and during 1961 used it as a demonstrator in the week for the dealership while racing it with considerable success at the weekends. In 1962 he re-registered the drophead as 848 CRY and it was sold, ending up with model Richard Essame, who was given the part of ‘Tony’ in The Italian Job. When Richard drove the E-type to location it was commandeered by the crew, and thus became ‘The Italian Job E-type’, which now belongs to collector and publisher Philip Porter. Also in ’62, Sturgess moved onto the ’61 fixed-head you see here, swapping the 2 BBC plate to this car – hence the explanation of The Italian Job car, to avoid confusion... Once again, Sturgess achieved great success in the fixed-head 2 BBC, while it was still being used as a demonstrator at the dealership. During the 1962 season he achieved 12 first places from 22 starts, with not a single retirement – perhaps because he knew he had to drive it back to the showroom in one piece for the

following day. Sturgess passed away aged 85 in March 2019, but not before he was reunited with 2 BBC and his old crash helmet, painted in the same shade of red. The car has recently been restored by Kingswell Coachworks, taking it back to bare metal, though keeping it largely original. Owner Mark Midgley drove the finished car at last year’s Goodwood Revival, running it with a clear Perspex curved panel in place of the tailgate to dramatic effect. He shared the drive with former British GT champion Calum Lockie. Mark has, of course, now entered his 2 BBC E-type into this year’s Le Mans Classic.

‘During the 1962 season he achieved 12 first places from 22 starts, with not a single retirement’

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1977 ASTON MA RTI N DBS V8 ‘MUNC H E R’ The famous Robin Hamilton racer, built to the exact 1977 Le Mans 24 Hours specification

WHAT A MACHINE! If you’ve ever seen it in action, perhaps at Le Mans Classic 2016 or more recently at the Spa-Classic, you’ll remember the thunder – and wonder at the view it presents in the rear-view mirrors of its rivals. It came about in 1977, when Aston Martin dealer Robin Hamilton made the perhaps surprising decision to turn his company’s DBS V8 club racer into a Le Mans 24 Hours contender. The factory, in the midst of another financial crisis, wasn’t willing or even able to help, so

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Hamilton gathered up a small team, including David Jack – more about him in a moment. The DBS V8, not the lightest car ever made, was hastily prepared for the ’77 Le Mans with a wide-arch bodykit, AP Racing brakes and numerous other modifications. At the circuit, with preparation of the car still ongoing, the team qualified by the skin of the teeth, finishing last – but it was the heaviest car out there, by some 275kg. In the race the car fared well despite eating a set of brake discs in just seven hours and having to run the remaining 17 hours on a cracked second set – which earned the DBS the now well known ‘Muncher’ nickname. It finished third in the GTP class and 17th overall, which was quite a result for its first time out at Le Mans. The team wanted more, though, so it stripped down the car after the race, to install a new 800bhp twin-turbo V8 powerplant and a significantly revised bodykit. The DBS wasn’t ready for the 1978 24 Hours, but it was entered into the 1979 running – yet retired with a

melted piston. Fast forward to 2014, and the Muncher – still in this ’79 specification but with boxes of parts from its 1977 iteration – was bought by well known historic racer Paul Chase-Gardener. Rightly wanting to preserve the car as it had last raced, he bought a tired club racer and used it as the basis for a recreation of the 1977-spec Muncher, using many of the original ’77 parts, including engine. With help from David Jack – now Aston Engineering – Leaping Cats and Coopersport, the bodykit was recreated and an exacting copy was built; right down to the AP Racing brakes. Paul will be contesting it at Le Mans Classic this year.

‘In the race the car fared well despite eating a set of brake discs in just seven hours’

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Boost or bust

Brabham’s BT52B was the first turbo car to take the World Championship – and now it’s roaring once again. Thanks to exclusive circuit access, we can bring you the complete story WOR D S JOHAN DILLEN PHOTOGRAPHY D I R K D E JAG E R BMW CLASSIC

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NORMALLY, A ROLL-OUT is when you verify that everything functions on a car. Careful is often the operative word – but this is a roll-out BMW style. After two laps, flames come spitting out of the exhaust. On the straight, Marc Surer is already hitting 180mph. The roll-out is officially over when the car sputters to a halt on the track, after a run of some 45 miles. No, there’s nothing wrong... it’s just that Marc has used up all the fuel. Now this is a fitting roll-out for a car that defined one of the most exciting eras in Formula 1: the 1980s turbo years. The Brabham BT52B with its minimalist, pushedback sidepods is among the most exquisite F1 designs ever, a Gordon Murray masterpiece. This is also the first turbocharged car to take the F1 world title. And incidentally, to this day that remains the only time BMW has ever grabbed that particular accolade. This is the exact car in which Nelson Piquet secured the title in the 1983 season’s ultimate Grand Prix, in Kyalami. This car – chassis 1 – belongs to BMW, while you might have seen the only other BT52B in the previous issue of Magneto. It resides in the collection of the owner of Brabham at that time, Bernie Ecclestone. “We want to keep our car in driving condition,” BMW Classic’s Norbert Knerr tells us at the roll-out at the very down-to-earth test track at BMW’s factory in Regensburg, an hour north of Munich. This is where BMW produces the 1 Series and 2 Series, and a small loop is laid out for testing and shake-down purposes. Only today, the X1 and 1 Series have to scramble, because something else is coming. “The last time this car drove was in 2017 at Portimao, with Nelson’s son Pedro behind the wheel,” Knerr explains. “The engine in the meantime had accumulated over 600km, so it was time for a rebuild. That was what happened back in the day as well; the engines

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ABOVE Exciting times for Marc Surer and BMW Classic team’s roll-out of BT52B with rebuilt motor.

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LEFT Engine parts layout is reminiscent of photoshoots for German auto magazines. ABOVE KKK turbocharger was digitally scanned so a new one can be built if original should break.

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LEFT Marc Surer back in the rebuilt BT52B – and topping 180mph within a few laps.

lasted only one race weekend, and then they would need a rebuild. This car was last restored in 2012, in time for the 30th anniversary of the World Championship victory. Since then, we’ve used it for demo drives at the Goodwood Festival of Speed and Historic Grand Prix Zandvoort. So now it was time to open up the engine again – and we decided to make the most of the opportunity.” The idea quickly grew within BMW to lay the engine out – roughly 400 parts – around the car, as German auto magazines do to illustrate their 100,000km durability tests. It took one night in the workshop to record a stop-motion movie, with a nervous photographer and even more nervous technicians keeping an eye out so no part would get lost. All the components were laid out as they would be placed inside the engine – but there was another reason to have a closer look at all the parts as well. “If you want to keep these cars running, finding the right spares is becoming ever more difficult,” Andreas Fuchs says. Fuchs is the technician who rebuilt the engine. Whereas a normal unit would keep him occupied for 30 hours, this F1 powerplant takes about 100 hours. Knerr adds: “We took everything apart, and this time we made a digital scan of the turbocharger. You can’t find that big KKK any more. If it were to break now, at least we can build a new one ourselves.” There’s a lot of love for this M12/13, which is probably the best-ever showing of BMW’s engine-building talents. This tiny 1.5-litre fourcylinder put out close to 1500bhp in qualifying trim, or a stunning 1000bhp per litre. Fuchs explains: “We still have the original build sheets for the engine, so we know exactly what went in. But what we don’t have is the operating list with all the right settings. That took some time to figure out. We wanted our car to function as it would have in 1983, with as many original parts as possible. He continues: “For instance, this was the first F1 car with an electronically controlled injection system. It’s a Kugelfischer set-up that originated in Formula 2. We have kept it on the car instead of doing an upgrade. We did have to make a change to the magnesium parts. These are now finished in gold paint. They used to be coloured gold originally as well, but that process involved the use of Chrome 6. This has since been proven as a dangerous substance, and it’s no longer available. “The engine gave 650bhp at a boost pressure of 2.8 bar. Maximum boost was 3.3, resulting in 850bhp for qualifying. It wasn’t until we made the switch from the KKK turbo to Garrett that MAGNETO

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we would see power figures go over 1000bhp.” Fuchs looks a little nervous today. “I’ve been working at BMW for nine years, and three years at BMW Classic. This was my first F1 engine, so it’s become my baby. We had it on the bench and we performed a start in the shop, but now it’s for real. You want the driver to be able to perform in it.” A keen spectator of this roll-out is Roland Ast, who was BMW engine guru Paul Rosche’s right-hand man in the ’80s. He recalls: “When we started out, we had no clue we were going to break 1000bhp with such a tiny engine. There were lots of doubts at BMW whether turbocharging was even the right way. We were also looking at a V6, but we had no such engines in our car line-up, so that didn’t make sense. “We had our first turbo experience with the 320 that ran in the DRM championship under Group 5 regulations, and it was looking quite usable. But due to the regulations, this was a really small engine – just a little over 1400cc. So with F1 in mind, Paul Rosche tried a 1.5-litre engine with a bit more boost. It gave over 600bhp immediately. We were happy with that.” Ast confirms that, at first, well run production blocks from the M10 family were used. “Well, for one, this was a cheaper way to produce the engines. But there was also a technical advantage. These blocks were more supple, making them better suited to resisting the pressures they were put under. Of course, the blocks were stripped and reinforced with high-strength steel components.” As time goes by, we tend to forget the bad stuff. BMW’s initial relationship with Brabham was just as rocky as the recent Honda-McLaren debacle in F1. A plethora of blown engines, Brabham opting to run the Cosworth engine instead of the fragile BMW unit and many bruised egos ultimately almost led to a standoff… and then Brabham-BMW won their first Grand Prix in 1982. Ast puts the old differences to rest: “We started testing in 1981, did our first season in 1982 and won the championship in 1983. In ’83, we had something like 850bhp in qualifying. It’d be less in the race, but Nelson Piquet once told me we had what felt like a 100bhp advantage over the Renault turbo. “Piquet and his team-mate Patrese were very careful and only used maximum boost in the race for overtaking. After that, they tried to bring the car to the finish. 1983 was not an easy season. We won the first race in Rio with Piquet, but a lot of trouble followed. For some unknown reason, it was always Patrese who came out worst. In Monza we were much quicker than all the other cars, but after three laps his engine let go. At Hockenheim, we were 14 4

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PREVIOUS SPREAD “If you want to keep these cars running, finding right spares is becoming ever more difficult,” explains BMW Classic technician Andreas Fuchs. RIGHT Meticulous powerplant rebuild by Fuchs took around 100 hours.

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ABOVE Brabham ID plate harks back to a golden era of motor sport – and its driver controls are reminiscent of a simpler time. BELOW Roll-out proves highly successful – until fuel runs out.

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leading in the final stages when all of a sudden, we had a fire in the engine. It turned out the standard fuel filter we used got clogged. “Around this time, we started replacing ever more production-car parts with competition parts, because the strain was becoming bigger. This was clear in the BT52B, an evolution of the BT52. To be fair, at that time we all believed the championship was gone. Piquet was, I think, 17 points down on Prost, with just four races to go. So all we wanted to do was show up and win as many races as we could.” After both retired from the Dutch Grand Prix, when Prost took out Piquet, the Brazilian somehow got a winning streak going over the next two GPs. Ast continues the story: “So Piquet started winning races. Good! But all of a sudden, he was back in the hunt for the title. That’s when we started smelling blood, and really started focusing on the title hunt. By the final race in South Africa, the situation had completely changed, and we only had to make sure that Nelson finished higher than Prost.” Renault even had the ‘Prost World Champion’ T-shirts ready, but in the race the Frenchman had to retire with a broken turbo. “Piquet was easily able to take it. He finished third and took the title. Patrese won in the other car. “We had arrived at a point where all of a sudden there was a lot of discussion about the fuel we were using. We had looked at the regulations and found that there was no precise definition about the fuel you had to use. So we had – from the first race of the season – a special mixture made for us by BASF, based on 102-octane fuel. For South Africa, we couldn’t source this fuel. The regulations were clear that in a case where you could not source 102 octane, you were allowed to use aviation fuel, avgas, with an even higher octane. But we thought it a risk, so we opted to stay with our specially made fuel. “This aroused suspicion with the other teams: ‘Wait a minute, why don’t these guys want to run on stronger fuel when they are allowed?’ Allegations that we were cheating started, and some teams saw an opportunity to analyse some of our fuel. After that, everybody used special fuel.” Even now, BASF is still making this special fuel for BMW, at quite a cost. “We have to,” Andy Fuchs says. “If you put in regular fuel, the engine is toast.” While we’re talking, Swiss driver Marc Surer has made himself comfortable in the cockpit. Surer was a BMW driver at the time, and he would go on to become BMW Motorsport’s boss after a career-ending crash in a Ford RS200 Group B rally monster in 1986. Nowadays he is mostly an F1 pundit for Swiss TV. He drove for

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Porsche 962 -110

First built and raced by Kremer Porsche, utilising a Thompson built chassis 962-110 raced at LeMans 24hr and the Kyalami 500kms In 1987 before being sold to Jean AlmĂŠras for the 1989 World Endurance Championship, including a second Le Mans 24 hours. At the time this car was the first privately owned 962 in France. More recently raced at Le Mans 24h support race in 2012.

1981 Lotus 87 - Cosworth

Built by Lotus as a replacement for the banned 88 twin chassis car, the 87 was one of the first carbon chassis cars in F1, chassis 4 was raced by Nigel Mansell. More recently raced in Masters Historic F1. An iconic JPS Lotus ideal as a collector piece or competitive race car complete with good spares package.

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BT 52 B

GORDON MURRAY ON BT52 One of the most iconic shapes ever for a Formula 1 car grew out of a change in regulations; no more skirts allowed to suck the cars down in 1983. “Without skirts, the centre of pressure was going right to the back again. I took a gamble and lost the classic sidepods altogether. All the others had kept the big sidepods and tried to seal them. I thought we should focus on horsepower for 1983, and have the world’s simplest, non-adjustable car,” Murray states in his memoirs, One Formula. “Rosche had warned me that we should concentrate on putting the power down, so I needed as much weight at the back as possible.” Murray continued, too, with pitstops to fuel up the car. This way they could run a much lighter – even underweight – car at the beginning of the race, and fuel up for the second part. BT52B brought a new colour scheme and small extra wings at the sides. For the final race in Kyalami, Murray psyched out Prost and the Renault team as much as possible. “We always did two-thirds of the race before pitting. I knew they’d expect us to do this in Kyalami as well. But we started with less fuel, so he’d have to pit earlier. I figured Nelson would lap two seconds quicker than anybody else and demoralise the others.” In the end, Prost’s engine let go and Piquet bagged the first world title in a turbo F1.

Brabham in the big-turbo years, in 1985: “I got a call to replace François Hesnault at Brabham. Don’t get me wrong, he was a fine driver, but this was a time when the engine was putting out 1200bhp in qualifying. On top of that, Brabham had Pirelli tyres, which were rubbish when cold and unpredictable when warm. Hesnault was spinning on the straight, so Bernie told him: ‘Look kid, you’re going to get yourself killed. Maybe you should consider giving up racing.’ He got out, and I got the call. “These were crazy times in F1. Rosche told me at the time we had over 1100bhp. But that was all he could say, because the dyno at BMW only went up to 1100bhp. It wasn’t until years later he told me it was probably 1460bhp. For qualifying only. It was a complete ‘banzai’ effort. We’d have only one lap on full boost, with the qualifying tyres. The engineers would call it ‘killer mode’, as the engine would be finished by the end. If another guy screwed up your lap, that was your qualifying done. The engine wouldn’t take an extra lap on full boost. The extra grip the qualifying tyres offered made it possible to exploit it a bit better. A bit. Basically, you’d wait for the end of the corner, have the car placed nicely in the middle of the track with the wheels straight and then ‘boooom’.” Surer did get to drive the BT52B once in period. “I got a call: ‘Can you be at Silverstone tomorrow, to drive the car?’ Well… Of course I could. I quickly fixed a flight from Switzerland to England and made my way to the track. It was just the one test drive at the time, and I especially remember how brutal these cars

were. The most recent F1 car I’ve driven was the two-seater with the V10 engine, which has a lot of downforce. After each corner I was thinking, ‘I should have taken it in a higher gear’. The turbo cars were much more difficult to drive in comparison. We had much less downforce and way more horsepower.” Today’s reunion seems to please Surer. We hear him pounding down the straight, going through gear after gear, engine screaming. Taking things easy? Why would you? Shifting down for the corner, long flames are licking the underpart of the spoiler. This is motor sport at its most spectacular. Horsepower translates into emotion as the BT52B shrieks by at our feet, standing on the edge of the test track. A modern-day F1 car sounds like a vacuum cleaner compared with this monster. It’s frightful, it’s mighty and it’s beautiful. But then things go quiet. A little stutter from the engine, and that’s it. Surer has used up all the fuel. “Ah, what a lot of fun that was,” he debriefs. “It surprised me how quickly it all came back to me. You can drive this car on the sound alone. When the boost comes, it starts to sound deeper. You don’t need to look at the revcounter. This was also the trick you needed to master in the races. You had to be able to plan in advance when the boost would be on. “Because of this, I’d always already be a bit on the gas on entry into the corner. But if you miscalculated, the boost would be on too soon and you’d have to come out of it again. Not easy – especially since, off-boost, there’s nothing. Below 7000rpm, I was told you have only 150bhp, the power from the naturally aspirated engine. And then the boost comes in brutally. We ran it up to 11,500rpm. We had to walk a fine line, because we knew it’d blow up at 12,000rpm.” Now there’s a 10,500rpm red line, Fuchs explains: “We were looking for a bit more usability. As we’ll mostly only be doing demo laps, it doesn’t need peak performance. We have it running at 2.6 bar, resulting in 634bhp now.” That’s still impressive, of course, as Surer comments: “On the straights, I just went for it, gear after gear. I had to come off the throttle on the straight in sixth, as I was approaching 10,500rpm.” A little look at the slide sheets with the gear ratios brings a smile to his face: “That was over 300kph.” Remember, we are on a roll-out. “It’s quite cold today. When I hit full gas on the slicks in fourth gear, I had wheelspin. Quite unbelievable, these cars.”

LEFT Piquet, pictured here in the BT52B at the 1983 Dutch Grand Prix, powered his way to World Championship victory in the same year.

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0 The Top 50 Greatest Events In The World

The collector car world is spoiled for choice with concours, rallies, races and shows. We round up the very best established events around the globe WOR D S DAV I D L I L LY W H I T E

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49 50 CIRCUIT DES REMPARTS Angoulême, France So many incredible historic racing events to choose from, and Circuit des Remparts is by no means the biggest. In fact, it’s relatively small, but it takes place on the narrow roads in the centre of historic Angoulême, south-western France, and that gives it an atmosphere all of its own. It’s relaxed, yet fun and exciting to watch or to compete at. Vintage Bugattis seem to have found their natural home here, but there’s a great variety of grids to see. Next: September 18-20, 2020

ARIZONA AUCTION WEEK Scottsdale, Arizona, US A week of car auctions might sound like your idea of hell – or at the very least rather dangerous to your wallet – but there’s nothing like this crazy week in and around Scottsdale, Arizona. Almost all the major auction houses hold sales, so collectors, dealers and potential buyers flock there, making for a heady party atmosphere and plenty of classics on display. The highlight is the huge, exuberant Barrett-Jackson sale – do not miss it. Next: January 2021

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47 48 MOTORCLASSICA Melbourne, Australia Motorclassica has turned out to be a masterstroke, bringing the first premierlevel concours to Australia. Melbourne’s lovely Royal Exhibition Building gives the main concours a relaxed, classy feel, and a classic car tour and motor show add to the attractions. The cut-price After Five evening admission is a great idea – but we’d recommend the VIP Experience (lounge, food, drinks) if you really want to get the best of Motorclassica. Next: October 9-11, 2020

R Ø M Ø M OTO R F E ST I VA L Rømø, Denmark This evocative event pays tribute to Denmark’s history of beach racing, as between 1919 and 1924 the island of Fanø hosted some of Europe’s most legendary pioneers looking to set speed records and test their mettle. Today, all eyes are on the wide, long sands of nearby Rømø, where pre-WW2 cars and bikes assemble once a year to relive those glory times, in a similar vein to the UK’s VHRA Pendine Sands meet and the US’s Race of Gentlemen. Next: August 22, 2020

46 V I N TA G E P R E S C O T T Gloucestershire, UK That Vintage cars are still as popular as they are in the UK is largely down to the Vintage Sports-Car Club. The highlight of the club’s motor sport meetings is Vintage Prescott, on the historic 1127-yard Prescott hillclimb, owned by the Bugatti Owners’ Club since 1937. No event feels more English on a summer’s day – picnics, oily hands fettling a Vintage engine, and the sights and sounds of the cars tackling that tricky hillclimb. Spiffing! Next: August 1-2, 2020

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TECHNO-CLASSICA Essen, Germany

BERNINA GRAN TURISMO St Moritz, Switzerland There’s a long history of racing on the beautiful Bernina Pass in the Swiss Alps, which this event has done much to revive. For two days the pass is closed to public traffic to allow historic single-seaters, Touring Cars, GT Prototypes and more to compete – along with demonstration runs by special classes such as Group B rally cars and Group C race cars. It is a truly special event in a magical location that really should be witnessed. Next: September 17-20, 2020

44 V E R N A S C A S I LV E R F L A G Piacenza, Italy If you remember the introduction of this event, which retraces the steps of the historic Castell’ArquatoVernasca timed hillclimb, you might be shocked to learn that it celebrates its 25th anniversary in 2020. Fortunately, it’s better than

ever, bringing important historic race cars to the Appenines region of Italy, to be displayed in the town of Castell’Arquato and take turns to run up the old 8.5km hillclimb route (closed to the other traffic) at 30-second intervals, to the delight of the locals and spectators alike. The event is for cars of any age up to early 1970, with entries open up to May – and the rarer the car, the more likely it is to be accepted. Next: June 26-28, 2020

‘Huge’ is always mentioned in any description of Germany’s Techno-Classica Essen – and that’s fair enough. So many halls, such an incredible choice of spares, automobilia and cars for sale, along with fantastic displays taking entire halls each from the heritage divisions of the major German marques. Other European indoor events have grown in size and stature over the years, most notably Stuttgart, but Techno is still the daddy. Next: March 25-29, 2020

42 B E A U L I E U I N T E R N AT I O N A L AUTOJUMBLE Hampshire, UK It’s almost as though eBay never existed. Row upon row of stalls, laden with obscure parts, signs, books, posters – just about anything you can imagine. Witness happy souls dragging engines or body panels back to the car park, weary chaps wearing lists of parts required, tired autojumblers hitting the wine as the sun sinks... and best of all, it’s based at the wonderful National Motor Museum in the glorious New Forest. Next: September 5-6, 2020

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H E R S H E Y FA L L M E E T Pennsylvania, US

L A F E S TA MILLE MIGLIA JAPAN Tokyo, Japan The premier event in Japan is La Festa Mille Miglia, an 800-mile road rally for 89 classics, from 1919 to 1967. It starts in the Harajuku district of Tokyo and heads north to Kitashiobara, where competitors are based overnight, heading further north before returning for a second night there, ahead of the third day travelling back south. A fourth day is spent travelling along the east coast before finishing in Harajuku. Next: October 2020

For the rest of the world, Hershey is known as the home of America’s favourite chocolate – but if you’re into cars you’ll know it for the largest swapmeet in existence. There are over 9000 stands, plus 1000 car-corral spaces, along with around 1500 cars on show. If you were to walk every avenue, it’s said you’d cover 29.5 miles. If you’re looking for parts for American classics in particular, and you’ve got strong legs, this is the place to be. Next: October 7-10, 2020

38 39 LA JOLLA CONCOURS D’ELEGANCE San Diego, US The humble La Jolla Motor Car Classic first took place at this exquisite San Diego venue 16 years ago, and it’s been honed into a worldclass concours d’elegance that’s every bit as impressive as its name (‘the jewel’ in Spanish) suggests. The superlative array of classic and collector cars are framed against a picture-perfect Pacific backdrop, and the hospitality laid on will delight all but the most jaundiced. Next: April 17-19, 2020

B AY T O B I R D W O O D Glandore, Australia The Bay to Birdwood in south Australia is a huge 40-mile parade of cars that ends with a show and concours. It alternates each year between the Run (pre-1960 vehicles) and the Classic (1956-’86 vehicles) – except for in 2020, the event’s 40th anniversary, the parade will consist of all ages of vehicle together, making it the biggest in history. And it was already the largest continually held motoring event in the world. It’s great fun and an amazing spectacle. Next: September 27, 2020

37 GREENWICH CONCOURS OF ELEGANCE Connecticut, US Watch out behind you, because the Greenwich Concours is coming up fast. For its 25th running in 2020 the event comes under the ownership of Hagerty, which will take over from the Wennerstrom family that has nurtured this amazing event so admirably. It’s become a massive event, with Saturday packed with American classics and the Sunday dedicated to overseas cars of the highest quality. Next: May 29-31, 2020

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RÉTROMOBILE Paris, France

L U F T G E K Ü H LT Various, mostly US It’s a Porsche event, specifically an air-cooled Porsche event, and there are plenty of those in the world. But Luft is special because it uses highly unusual venues – lumber-yards, film studios, etc – and sets out the feature cars artfully, building the mystique by not letting on the location until the last possible moment – although we know the next one is East Coast. And so Luftgekühlt has become a cult, with a following around the world. Next: May 31, 2020

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34 AUTO MOTO D’EPOCA Padova, Italy Italy’s Rétromobile? Well, it certainly has the style and flair of its French counterpart, and although it’s not as well established among Brits or Americans, for those in the

know it attracts a similar annual pilgrimage. For automobilia, motoring art and rare parts for Italian classics, this indoor show is unmissable. And while the huge halls the show is based in are largely characterless, Padova (or Padua as it’s known in English) is one of northern Italy’s most vibrant, charming towns. Don’t miss out on sightseeing. Next: October 22-25, 2020

As the Continent’s traditional season opener, Rétromobile draws crowds of 120,000plus enthusiasts from as far afield as the US. Its home is at the Porte de Versailles Exhibition Centre, Paris, and you can count on it to offer something different to the norm, complete with those Gallic flourishes the French do so very well. Boasting hundreds of classic vehicles, automobilia sellers, clubs and parts dealers, plus auctions, Rétromobile is simply huge. Next: February 2021

32 C AVA L L I N O C L A S S I C Florida, US There are Ferrari events and there’s the Cavallino Classic: the ultimate Ferrari event. Kicking off the season every January, the absolute cream of classic Ferraris converge on Palm Beach, Florida for tours, track sessions, parties, seminars and a renowned concours that is judged to the highest (ICJAG) standards. Although, incredibly, it rained for the 2019 event, generally this is a chance for some winter sun and the best Ferraris in the world. Next: January 2021

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36 SCHLOSS DYCK C L A S S I C D AY S Jüchen, Germany

Unashamedly inspired by the Goodwood Festival of Speed, although on a smaller scale, Classic Days is based around the 11th century Schloss Dyck moated castle – and you won’t be surprised to hear that it consists of exciting demonstration runs, a concours and car club displays. It’s brilliantly done, with enough rarified machinery (two- and four-wheeled) to keep even Festival of Speed regulars happy, and offers a relaxed atmosphere in a truly special location. Next: July 31-August 2, 2020

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RIGHT Blenheim Palace provides a grand backdrop for Salon Privé.

SPA-CL ASSIC Spa-Francorchamps, Belgium

30 31 D AY T O N A C L A S S I C Florida, US The Daytona 24 Hours is legendary, and this is historic racing’s version of it, charging around the famous banked circuit through the night. As with Le Mans Classic it doesn’t subject historics to non-stop running, but it instead schedules five groups of legendary race cars, from 1960 onwards, organised by performance and age to compete in one-hour sessions, four times each over the 24 hours. There’s a three-minute pitstop during each session, regardless of whether a driver change is to take place or not. The first group of race cars take the green flag at noon on the Saturday, and the following 24 hours go by in a haze of exhaust noise, hot dogs and lager. It’s worth noting, too, that even before the noon start, there’s practice and qualifying, and HSR sprint races. It’s interesting that as well as the thundering prototypes and endurance racers of the 1960s, ’70s and ’80s, more recent Daytona race cars, almost up to the present day, can race at the Classic – as can a select bunch of historics that never raced in period at Daytona. Next: November 4-8, 2020

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SALON PRIVÉ Oxfordshire, UK If this was a record chart then we’d need a DJ excitedly proclaiming the ascendance of Salon Privé, as it’s fast heading up the listings. Few other concours have improved so rapidly year-on-year, and the healthy rivalry between Salon Privé and the Concours of Elegance over the same days seems to have spurred the former in particular to head onwards and upwards. Judging is overseen by former Pebble Beach head judge Ed Gilbertson, to be joined in 2020 by another Pebble regular, Nic Waller, as concours curator. The 2019 event saw the largest-ever collection of Bentleys gathered in one place,

and – crucially – each day is different. Thursday is the Concours d’Elegance, Friday is Ladies’ Day celebrating elegance (and hats specifically) alongside the concours, Saturday adds the Masters-themed display (110 years of Alfa Romeo for 2020), and the Sunday opens up the event to the public with more than 1000 supercars and classics on display. Correspondingly large crowds attend. All this takes place at one of the UK’s greatest stately homes, Blenheim Palace – the birthplace of Winston Churchill and the current home of the Duke of Marlborough. Next: September 3-6, 2020

The greatest race track in the world? Could be… and if you have raced there you’ll know it’s fast and challenging, often with varying weather around the circuit. The La Source hairpin, Eau Rouge, Raidillon, Combes Esses, Malmédy corner, Pouhon double left-hander and curve at Blanchimont are all iconic features of this legendary track. It suits classics, so the two big historic Spa events are highly popular. September’s Spa Six Hours is fantastic – but May’s SpaClassic, from Peter Auto, is even better. Grids include the Porsche 2.0L Cup, Classic Endurance Racing, Endurance Racing Legends, Group C Racing, Heritage Touring Cup, Sixties’ Endurance and The Greatest’s Trophy (for 1950s and ’60s endurance cars). The Touring Cars get two races, one of them on the Saturday evening. The infield is packed with clubs and special displays, while Spa is one of those rare circuits at which it’s possible to do a full lap on foot without losing sight of the track. There are so many iconic viewing points; the locations mentioned above are all worth laying out your picnic and settling down for an hour or two before moving on to the next spot. Next: May 22-24, 2020

28 THE QUAIL, A MOTORSPORTS G AT H E R I N G Carmel, California, US Cars and gourmet food. What could be better? The Quail, A Motorsports Gathering has become the place for well heeled Carmel locals to mix with the auto-world movers and shakers during Monterey Car Week. The not-insignificant entry costs cover food and drink throughout the day, with themed outdoor restaurants spread around the ever-expanding venue. Along with the culinary offerings are the equally impressive cars and bikes, from pre-war to the latest hypercars, with many manufacturers choosing The Quail for world or US premieres of new models. For 2020, the 18th running, the special classes will include the 50th anniversary of the Lamborghini Urraco and Jarama, 50 years of the Alfa Romeo Montreal and the half-century of the Citroën SM. They’ll supplement the regular classes of Post-War Sports, Post-War Racing, The Evolution of the Supercar, The Great Ferraris, Custom Coachwork, and Sports and Racing Motorcycles. Such is the clamour for tickets that they’re now granted by organiser Peninsula Events on a lottery basis. This opens every February, six months ahead of the event itself. Next: August 14, 2020

LEFT See historics racing through night at Belgium’s Spa-Classic.

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LEFT Eifel Rallye Festival is best rally spectacle in world.

23 LA CARRERA PANAMERICANA Mexico

24 S I LV E R S T O N E C L A S S I C Northamptonshire, UK

26 ADAC EIFEL R A L LY E F E S T I V A L

27 COLORADO GRAND Colorado, US Of all the American classic car tours, we think this is the best. US rallies tend to be more relaxed than their Euro equivalents, and this is no exception, being noncompetitive and covering 1000 miles through the spectacular Rocky Mountains over five days during the fall. Around 85 pre-1961 cars take part every year. Porsche 356s, Alfa Giuliettas and Big Healeys are the starting point, Gullwings, Cobras and Ferrari 250s are almost run-of-themill, and one-off special sports cars aren’t unusual. Bugatti Type 57, Talbot-Lago, Delahaye and pre-war Alfa? Yep! This is one serious event. It’s been in existence since 1989; Englewood car fan Bob Sutherland started it with the aim of raising money for charity. It certainly achieved that, generating around $500,000 a year for Colorado causes. To date, it’s raised no less than $6.5 million. Entries open every March, with the event taking place the following September. Next: September 14-19, 2020

Vulkaneifel, Germany If you’re a lifelong rally fan, it’s probably fair to say that the Eifel Rallye Festival will thrill you to the core. For a decade it’s been bringing a cross-section of around 160 top-flight historic cars from across 50 years of rallying to Germany’s sparsely populated Vulkaneifel area. From the capital of the region, Daun, the cars leave on challenging routes along country lanes and Tarmac and gravel special stages, with enough viewing areas and grandstands for the 10,000 visitors. The centre of Daun becomes Rally Mile, through which all the cars pass each day – and where scrutineering takes place from early on Friday morning. Manufacturers and rally teams support the event with their heritage cars, as do many of the legendary drivers, including Stig Blomqvist, Harald Demuth, Jimmy McRae, Timo Salonen, Nicky Grist and more. For the best rally spectacle in the world, it really does have to be the Eifel Rallye Festival. Next: July 23-25, 2020

25 CONCOURS OF ELEGANCE HAMPTON COURT Middlesex, UK The Concours of Elegance started out in 2012 to celebrate the diamond jubilee of Queen Elizabeth’s ascendance to the throne. That first event was at Windsor Castle, which was followed by a circuit of royal venues before settling into a residence at King Henry VIII’s imposing Hampton Court Palace. It’s one heck of a venue, and it has allowed the concours to develop, adding new attractions and sponsors. The cars are of the highest quality you’ll see in the UK, beautifully laid out through the Palace gardens. The 60 vehicles of the main concours are joined by themed displays, along with club gatherings and a line-up of Royal Automobile Club member cars. It’s relaxed and elegant, and should the cars lose their attraction for some of the family, there’s plenty to see around the Palace itself. Next: September 4-6, 2020

Incredible to think that Silverstone Classic celebrates its 30th anniversary in 2020 – and my hasn’t it grown since the early days of the Coys Historic Festival as it was then. Now the world’s largest historic racing festival, in 2019 it had more than 20 races and over 1000 entries, covering F1, Sports Cars, GT and Touring Cars. All grids can be seen in qualifying action on the Friday, while the races are spread across the Saturday and Sunday. As well as open paddocks there are over 10,000 club cars on display, plus trade areas, fairground rides, auctions and big-name music concerts. If there’s a downside to this huge event it is, of course, the sheer size of the site, and the distance between the track and viewing areas. But that’s Silverstone (and most other F1-eligible tracks) for you – and there’s plenty to make up for it. Next: July 31-August 2, 2020

Let’s start by saying that La Carrera Panamericana makes all other classic events look really tame. Really, really tame. Mad, bad and dangerous to know since its instigation in 1950 to celebrate the inauguration of the recently created Pan-American Highway, it continued until 1954 and quickly acquired the reputation of being the ultimate road race – but lethal with it. It was relaunched as an historic car event in 1988, and now around 80 classics complete the 3000km route through Mexico every autumn, along fast, dusty, treacherous roads. European sports cars mix with American saloons in original livery – the regulations allow 249 1940-’54 models, 200 1955-’73/’74/’75 (depending on class) cars and 50 modern classics that are allowed to follow the route on the understanding that they won’t be classified in the results. It’s an event that’s exhilarating, frightening and legendary, one of those bucket-list challenges that could be hard to resist for anyone looking for the ultimate automotive adrenaline fix. Next: October 16-22, 2020

ABOVE Mexico’s La Carrera Panamericana; mad, bad but fabulous.

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LEFT India’s 21 Gun Salute offers heritage, culture and cars.

21 GUN SALUTE I N T E R N AT I O N A L V I N T A G E C A R R A L LY A N D CONCOURS D’ELEGANCE

HERO CLASSIC M A R AT H O N

Delhi, India The first 21 Gun Salute took place in 2011, and since then it’s steadily grown in size and quality. It’s just switched to a biennial event, alternating with Cartier’s Indian Concours, with 125 Indiabased collector cars planned for the show field, alongside 15 brought in from overseas and 25 classic motorcycles from around the world. The two-day event starts off with a short rally through Delhi, culminating at the Karma Lakelands Golf Course. It’s packed with colour and culture, and the quality of the cars might surprise anyone unfamiliar with the most recent Indian concours – restoration standards are impressive. Looking for the complete experience? 21 Gun Salute also runs an additional Incredible India Tour – 35 cars, 23 days and 4000km, stopping at a different royal palace every day for meals. The tour ends at the concours, and all 35 cars will be exhibited. If you’ve been to your fair share of UK, European and US concours, perhaps it’s time to see how it’s done in India. Next: February 15-16, 2020

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21 AUDRAIN’S NEWPORT CONCOURS AND MOTOR WEEK Rhode Island, US This is the newest event in the Top 50, because overall we’ve consciously stuck only with the most established to ensure consistency. Audrain’s, though, came in with such a bang in 2019 that the committee of contributors to this article were all adamant that it should be included. The organisers’ ambition is for Audrain’s to become the East Coast’s answer to Pebble Beach or even Monterey Car Week overall. Based in elegant Newport, it’s off to a strong start on venue, with the action centred around the Audrain’s Automobile Museum and various stunning houses. The inaugural concours was presided over Jay Leno and his TV sidekick Donald Osbourne, since made event chairman. The quality of the cars impressed all involved, as did the various activities – including an evening concert by John Legend. It’s a gamble, but if Audrain’s continues as it started, then it thoroughly deserves this high rating. Next: October 1-4, 2020

Spain and northern Portugal The Classic Marathon really is the daddy, having kicked off the long-distance historic rally as we know it in June 1988, as the brainchild of the late Philip Young. Stirling Moss drove an MGB in that first event, inspiring a new genre that is stronger now than it’s ever been. Which of the rallies is best? That’s very much about where to go, and how you like your balance of driving and relaxing, but we favour the Classic Marathon for its emphasis on endurance while still allowing just enough time to socialise and enjoy the luxury accommodation, for the spectacular scenery along the carefully chosen routes (different for each biennial running of the Marathon) and for the super-efficient running by the uberexperienced HERO team. The 2020 event heads through the mountains of Spain and northern Portugal, with start and finish at the Las Caldas Spa Resort. This means UK competitors can make the two-day drive from the UK, take the Santander ferry or fly in, leaving the car to be transported down. Next: June 7-12, 2020

19 AV D O L D T I M E R GRAND PRIX Nürburgring, Germany Whether you view the Nürburgring Nordschleife as heaven on earth or the Green Hell, as Jackie Stewart referred to it, it’s hard to deny the appeal of the AvD Oldtimer Grand Prix – one of the world’s largest historic racing festivals. What a place to race! What a place to spectate, for that matter – and more than 60,000 people do that every year at the Oldtimer, to watch (typically) around 14 grids of historic race machines that include Touring Cars,

ABOVE Historics tackle Nürburgring at AvD Oldtimer Grand Prix.

Masters Formula 1, Formula Junior and even rally cars. Some of the grids are 50 strong, so there’s no shortage of machinery to see. The racing takes place on the historic, twisting 12.9-mile Nordschleife and the modern circuit combined, making for the ultimate challenge for the drivers and endless viewing opportunities for the spectators. There’s little better than settling down on a grass bank in the sun to watch historic race cars tear past on the famously graffiti’d Tarmac. If you can’t make it to the Oldtimer, don’t forget the smaller but still excellent Nürburgring Classic in June. Next: August 7-9, 2020

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17 18 TOUR AUTO Paris to Marseille The Tour de France Automobile first ran in 1899, but it was reborn in the form we know it in 1951 and ran until 1986. In its late-1960s heyday it attracted the very best teams and drivers. In 1992 it was reborn as a retrospective. Run by Peter Auto, Tour Auto is now the biggest, most important such event for 1960s and ’70s sports cars, with Competition and Regularity classes. Any car of a type that ran in the event from 1961 to 1973 is eligible. The roads are suitably epic, and the route takes in several challenging circuits – Nevers Magny-Cours, Albi, Charade and Ledenon – many of which you’d be unlikely to sample at any other time. Slickly organised and fast-paced, the Tour Auto is a remarkable experience. You’ll also glimpse rarely seen cars and famous drivers. Next: April 20-25, 2020

E A S T A F R I C A N S A FA R I C L A S S I C R A L LY Kenya, Africa The organisers tag it as “the world’s greatest classic rally”. Ballsy, but they have a point. It’s extremely tough, yet regulars such as Porsche specialist Richard Tuthill are near evangelical about the appeal of rallying through Kenya, where roads disappear overnight and hazards are as likely to include a hungry lion as the infamous red mud. The East African Safari Classic was inspired by the glory days of the Safari Rally, devised in 1953 to honour Queen Elizabeth’s coronation. The Classic, first run in 2003, is open to two-wheel-drive, normally aspirated FIA rally cars built before 1986. Over nine days it covers 5000km (3100 miles) through the remarkable landscape of Kenya and Tanzania, passing through national parks and stopping overnight at some of Africa’s finest lodges. It’s tough, there’s no getting away from that, and to take part you need an experienced back-up crew. But for unique, life-changing experiences, it’s probably at the top of the list. Next: Nov/Dec 2020

R A L LY E M O N T E CARLO HISTORIQUE

MONACO GRAND PRIX HISTORIQUE

Various starts to Monaco

Monte-Carlo, Monaco

Who wouldn’t want to ‘do the Monte’? What a thrill to relive the escapades of Paddy Hopkirk, Björn Waldegård, Jean Ragnotti and so many more heroes of Rallye MonteCarlo. It’s a thrill and a privilege to follow just a few days behind the modern-day Monte, but it’s tough, too, with snowy Alpine cols to negotiate in the last pre-Monaco stages. Competitors start from all over Europe; for 2020 it was Glasgow, Reims, Barcelona, Athens, Bad Homburg and Monte-Carlo, all converging in south-east France for the toughest stages of all. Only cars of a type that took part between 1911-’80 are eligible, and you’ll find that small, agile ones are just as likely to win as powerful models, as 2019’s Renault 8 victory proves. You’ll be mixing with a few rally greats, too, because drivers such as Ragnotti, Walter Röhrl and Bruno Saby still regularly take part. For a slightly easier – but still challenging – ride, the Rallye Monte-Carlo Classique follows mostly the same route but without some of the time-keeping elements. Both are organised by the Automobile Club de Monaco. Next: January 2021

15 MODENA CENTO ORE Rome to Modena, Italy If you’ve ticked the Mille Miglia off your list, can’t get an entry or simply don’t fancy the madness of it, then there’s a tried-and-tested alternative that those in the know swear by: the Modena Cento Ore, which celebrates its 20th year in 2020. All the best elements of the Mille Miglia are there – the cars, the people, a spectacular route – but without the chaos. It’s limited to just 100 cars from the 1930s through to the 1980s, competing in either the Competition class or the more relaxed Regularity class. The Modena Cento Ore heads from Rome via Florence to Modena, and uses the best roads, circuits (including Imola) and special stages. Hotels and dinner locations are the most outstanding that Italy has to offer, and the organisation and atmosphere are superb, meaning those who’ve taken part once tend to go back time after time. Be sure to book early. Next: June 2-6, 2020

It’s Monaco, baby! We’d say you can close your eyes and just picture iconic machinery sweeping past the casino or the harbour, but actually at the GP Historique there’s no need to close your eyes, because all those famous race cars tend to be on track. The Historique happens every two years, ahead of the F1, using the same infrastructure – and the same layout that the GP has followed almost unchanged since 1929. More than for any other venue it helps if you have invested in some sort of hospitality package, because so many of the best viewing spots are taken by sponsors, and there’s more chance to wander through the paddocks if you’ve got an access-allareas pass (they’re otherwise accessible at lunchtimes and after racing has finished for the day). Choose your hotel well and you might even have a decent view of the action from your room – although the ultimate, of course, is to base yourself on one of the yachts in the harbour. Don’t miss the chance to peruse the auctions or wander the streets to find new viewing spots as well. Next: May 8-10, 2020

LEFT Seeing red on the East African Safari Classic Rally.

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9 10 AMELIA ISLAND CONCOURS D’ELEGANCE Florida, US

12 MONTEREY MOTORSPORTS REUNION

13 CONCORSO D’ELEGANZA VILLA D’ESTE Cernobbio, Italy If there’s any car event that epitomises la dolce vita, it’s Villa d’Este. Fifties Ferraris, Riva boats, beautiful people and spectacular villas, against the picturesque Lake Como framed by snowcapped Alpine mountains. It’s just perfect. Despite its reputation as Europe’s Pebble Beach, the BMW Classic-sponsored concours isn’t huge, but the selection of cars and bikes is sublime, added to by the latest concepts from manufacturers, who take the competition for the Concept Car Best of Show extremely seriously. Classic classes this year include Hypercars of the 1990s, Cops and Robbers cars, and 1960s-’80s endurance racers. Entry to the Saturday concours is limited, and 2020 tickets are already sold out, but the same cars are shown at the equally beautiful Villa Erba on the Sunday. Why not also book a boat ride on the lake, stroll through Cernobbio town, sit in the lakeside cafés and generally relax? There’s no better place for it. Next: May 22-24, 2020

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California, US Historic race cars at Laguna Seca, more properly known as the WeatherTech Raceway. What more could you ask for? The Monterey Motorsports Reunion takes place during Monterey Car Week, attracting the best cars of the US West Coast and beyond, from brass era to 1980s IMSA monsters. The noise of the 1960s CanAm and 1970s TransAm grids is out of this world. The circuit sits in a hot, dusty natural bowl, and it twists and turns to the top of the hill, and then back down the infamous Corkscrew, one of the greatest sections of track in the world. The racing isn’t always quite as ‘spirited’ (okay, aggressive) as in the UK and Europe, but the venue is stunning, with accessible paddocks and brand displays. If only the off-track attractions were a little higher quality. Be prepared for the huge temperature differences between coastal events and sun-baked Laguna Seca a few miles inland. Look out for the shuttle trolleys, don’t feel the need to dress smartly, take lots of sun-cream and wear ear protectors for the TransAms... Next: August 13-16, 2020

11 GOODWOOD MEMBERS’ MEETING Sussex, UK “Like the Revival but without the crowds” is the usual description of the Members’ Meeting. Also, it’s colder, and newer cars are allowed to race, most notably 1970s saloons such as the Rover SD1 and Ford Capri 3.0, plus Group C and Turbo F1 demos. It’s a continuation of the BARC race meetings of the 1950s and ’60s, revived in 2014 for the 72nd Members’ Meeting, and it’s open only to GRRC members – or, seeing as there’s a waiting list for full membership, you can buy into the GRRC Fellowship for £39, which will then allow you to buy MM tickets. Best to do both days; the racing is spectacular, there’s full paddock access and the food hall features live music. But if you do just one day, make it Saturday and stay for the dusk race, fireworks, circus displays and superb party: that special Goodwood touch sets this above other meetings. Period gear isn’t required, but dress stylishly and, above all, warmly. Brrrr! Next: March 28-29, 2020

We’ve been guilty of describing Amelia Island as “America’s second-best concours” in the past, but actually that does it an injustice. There’s as much to see as at Pebble Beach, but in a more relaxed atmosphere, with even more eclectic displays. We’ve seen the Bullitt Mustang, Cars and Guitars and the vehicles of customiser Ed ‘Big Daddy’ Roth, to name but a few. The event has grown hugely in recent years, and now attracts several auction houses and a spectacular free-entry Cars and Coffee on the Saturday. Add to that excellent seminars and plenty of manufacturer activity, and you’ve got one hell of an event. Oh, and of course it’s on the beautiful Florida East Coast, and close to Jacksonville, home of Hurley Haywood, Brumos Racing and the new Brumos museum. For 2020’s 25th anniversary, the honoree is racer and team owner Roger Penske, so expect lots of NASCAR and Indy content. Next: March 5-8, 2020

BONNEVILLE SPEED WEEK Utah, US As time goes by, and environmental conditions combined with irresponsible mining thin the famous salt flats, racing at Bonneville becomes ever more precarious. Every year there’s always a chance that the flats will be flooded and events won’t take place. But usually they do. And then competitors and visitors are treated to a sight like no other, one that’s enchanted petrolheads since the early days of motoring, and really took off with hot-rodding in the 1940s. This is where Malcolm Campbell achieved the first-ever 300mph pass, in 1935, where Craig Breedlove and Art Arfons battled throughout the 1960s for the Land Speed Record, and where Gary Gabelich achieved over 1000km/h (630mph) in the rocketpowered Blue Flame in 1970. There are two major events held at Bonneville now: Speed Week and the World Finals. We prefer Speed Week for the sheer variety of machinery. Conditions are harsh, accommodation in nearby Wendover is sparse and basic, but can you say you’re a true car guy if you haven’t done Bonneville? Next: August 8-14, 2020

ABOVE Catch speed-record action at Bonneville while you still can.

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RIGHT Exhausting conditions on Peking to Paris.

6 LE MANS CLASSIC Le Mans, France

PEKING TO PARIS MOTOR CHALLENGE

C H A N T I L LY A R T S & ELEGANCE Oise, France Here’s an event that takes the original concept of concours d’elegance and ramps it up several notches. There’s no more beautiful and elegant concours anywhere in the world, and we don’t think there ever has been. The venue is the sublime Château de Chantilly, 25 miles north of Paris. It was the work of Henri d’Orléans, Duke of Aumale, son of the last King of France, Louis-Philippe, and houses the second-largest collection of antique paintings in France after the Louvre. The concours utilises the château’s formal gardens and ornamental lake to display the concours cars new and old, with hundreds of additional classic vehicles from French clubs shown off in the grounds of the estate. But the château is also home to the Museum of the Living Horse in the adjoining Grand Stables, which allows stunning equine displays to punctuate the car features – and, in addition, there are art displays, craft demonstrations, children’s activities, music and dancing, and fashion shows. It really is the most civilised of events. We just hope that the news that the Aga Khan is to end his support of the château won’t affect the concours. Next: Summer 2021

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China, Mongolia, Russia, Kazakhstan, Finland, Estonia, Latvia, Poland, Germany, Belgium and France The ultimate adventure? Thirty-six days and 8500 miles (going by 2019 figures) through genuinely tough terrain, including the great wilderness of the Mongolian desert. Daily mileages are typically around 250, but there are some 400-mile days; as the organisers at the Endurance Rally Association (now part of HERO) point out, this is an endurance event after all… You’ll camp in the desert, you’ll need to repair your

car in the most difficult conditions and you’ll need a tough, competent co-driver. And a tough, competent and well prepared vehicle, too... But completing the Peking to Paris, following the route taken by first race winner Prince Scipione Borghese in 1907, is truly special. Car choices vary wildly, although there are old favourites in both the Vintage and Classic class, including Cricklewood-era Bentleys and 1930s Chevrolet and Ford Coupes in the former, and Volvo Amazons, Porsche 911s and Datsun 240Zs in the latter. But the 2019 entry list included a 1907 Contal tricycle [shudder] and a Rolls-Royce Silver Shadow, so there’s no need to be too predictable. Next: Summer 2022

It’s the dead of night, and you’re stood at Mulsanne. Headlights flicker into view, the roar gets ever louder, and then the pack arrives at the corner, braking hard, exhausts popping, brake discs glowing. A 917 with a Ferrari 512S on its tail out-brakes a GT40, and all three catapult out of the corner towards Arnage, leaving you shaken and stirred. This is the Le Mans Classic. It’s not as slick or seamless as the modern-day 24 Hours, because the six ‘plateaus’ or grids run in stages through the 24 hours, rather than subjecting the historic cars to continuous running. But my God, it’s evocative and exciting. It’s also rather more civilised than the modern 24 Hours. Fewer spectators, far fewer drunken Englishmen, and a better class of food, drink and merchandise. The campsites don’t resemble war zones, and, of course, there’s glamping or stays in nearby châteaus for those less keen on basic tent life. Half the fun is the drive down in an interesting car, and the obligatory pilgrimage around the circuit before the roads are closed ahead of the racing. You will fall in love with Le Mans all over again. Next: July 2-5, 2020

5 LONDON TO BRIGHTON VETERAN CAR RUN UK How can travelling at 30mph (if you’re lucky) feel so exciting? Why would anyone brave the UK in November in a car with minimal weather protection? And what makes thousands of spectators stand in the cold for hours? All these questions are answered when you take part in, or even simply watch, the London to Brighton Veteran Car Run. It’s an institution, the world’s longest-running auto event, instigated in 1897 to commemorate the passing of the Locomotives on Highways Act in 1896, which raised the maximum speed for vehicles under three tonnes from 4mph to 14mph, and abolished the need for someone to walk in front of them with a red flag. From the dawn start in London’s Hyde Park to the finish on Madeira Drive on the Brighton seafront, the run still takes place, open only to pre-1905 cars and (more recently) motorcycles. Taking part can feel like a feat of endurance, nursing sometimes cantankerous machinery through modern traffic conditions, but the camaraderie and spectators’ support are second to none – and many seasoned race and rally entrants count the London to Brighton as their favourite event of the year. Next: November 1, 2020

LEFT Historics race through night at Le Mans Classic.

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3 MILLE MIGLIA Brescia-Rome-Brescia, Italy

4 G O O DWO O D F E ST I VA L OF SPEED Sussex, UK The head says the Festival of Speed should be number one, but the heart beats harder for… well, you’ll get to that in a minute. But, my goodness, the Festival of Speed is incredible, brilliant, mind-bogglingly amazing. Based around the imposing Goodwood House and its driveway, which handily serves as a challenging hillclimb, the Festival of Speed has replaced the staid British Motor Show as the place for manufacturers to show off their wares. Thankfully, however, it’s so much more than that, and it’s not all about the F1 and WRC cars, either – although they help… No, for Magneto, the appeal of the Festival of Speed is in the crazy gems that the event has the power to turn up. The Hurst Hemi Under Glass wheelie car, the Beast of Turin Fiat, Don Garlits’ Swamp Rat dragster, the Lotus 38 Indycar, Jaguar’s XJ13, and hundreds, maybe thousands more. It’s incredible – and they’re all easily viewed in the busy paddocks. If you’re there for only a day, you might not even make it to the slippery forest rally course at the top of the hill – but you’ll be missing out. Ditto the drift track, the BMX stunts, the Future Lab, the Supercar Paddock... the list goes on and on. So really, you need to be at the Festival for two days at the very least. Next: July 9-12, 2020

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Everything you’ve heard about the Mille Miglia is probably true, and yet likely doesn’t even get close to the true madness of it all. Yes, entire families sit out for hours to wave and cheer. Yes, children are given time off school to watch the cars go by. Yes, the police wave the cars through red lights, and their motorcycle-mounted colleagues ride alongside, urging you to go faster. There’s an air of chaos that’s inevitable when you have 400 classic cars tearing through Italy, not to mention support vehicles, photographers and the accursed supercar runs that accompany the Mille Miglia (the last thing you need when nursing the drum brakes of an XK120 is to be cut up by a hotshot in a new Ferrari). But underneath it all you might be surprised to hear that the Mille Miglia is slickly organised. Paperwork and scrutineering are generally dealt with efficiently, accommodation and hospitality are well organised (although you may find it’s a long drive to your hotel), and marshalling is superb – albeit accompanied by a lot of arm waving. Survival tips? Read all the documentation well before

the event. Keep your head when all around you (particularly Gullwing drivers) are losing theirs. Remember that you can jump red lights when the police tell you to, but not when there are no police around. Don’t stress if you get delayed, there’s usually plenty of time to get to time checks. And if you feel the red mist beginning to descend, take a deep breath, because that’s when accidents happen on the Mille Miglia. All that in mind, there is little better in life than blasting through stunning Italian countryside or driving through beautiful historic town centres to the cheers of thousands of spectators in the wheeltracks of Messrs Moss and Jenks. So, all you need is an entry… You need a car of a type that competed in the Mille Miglia between 1923 and ’57, or better still, one that actually did compete. You don’t want something that everyone else (especially sponsoring manufacturers) has got. You need a well presented provenance file. Then you need to pay to register your car a year ahead with the Mille Miglia and cross all your fingers. Next: May 13-16, 2020

ABOVE Pebble Beach is the world’s top concours – and it is 70 this year.

PEBBLE BEACH CONCOURS D’ELEGANCE California, US It wasn’t the first-ever concours d’elegance, but for decades it’s been the most important – and in 2020 Pebble Beach celebrates its 70th anniversary. If you haven’t been, it might be easy to dismiss the appeal of cars sitting static on a golf course. But the golf course is one of the best in the world, lying on the stunning Monterey Peninsula on the Pacific coast, and the automobiles are absolutely the greatest on the planet. At Pebble Beach you see cars that you’ve never seen before, and that you might

never see again. It was at Pebble Beach that the BAT cars, for example, were reunited for the first time in decades, back in 1989. It was there that all the Bugatti Royales were gathered, and more recently where the best-ever collection of the greatest Vintage Bentleys was assembled to mark the revered brand’s centenary, Vehicles are restored specifically for Pebble Beach, and revealed there exclusively. Teams of judges pore over the cars, and nowhere else are the judging results taken as seriously. To win Best of Show is the ultimate accolade for any serious collector. This 70th year will be celebrated by bringing in many previous Best of Show winners, while Pininfarina’s 90th birthday will be marked with pre-war and post-war classes for its designs, as well as another for Pininfarinastyled Ferraris. A line-up of Carrera Panamericana cars will echo a 1953 Pebble Beach display of the Mexican road racers when they were contemporary, while Miller race machinery will form another special class. Get there early before the sun comes up, watch the cars trundle onto the lawns as the mist drifts in off the ocean, grab yourself a coffee, doughnut and revered Dawn Patrol cap at the Hagerty stand, and settle into the world’s greatest concours. Next: August 16, 2020

G O O DWO O D R E V I VA L Sussex, UK

There was a moment in the early days of the Revival, appropriate to this issue of Magneto, when Phil Hill and Carroll Shelby were reunited at the famous circuit. As their voices boomed over the PA system, competing with the noise of countless thoroughbred engines revving, visitors stood stock still in their smart period clothes to listen in awe, hairs on the back of the neck collectively standing to attention. That’s the Revival, where for two decades the impossible has been made possible. Who would have thought us self-conscious

Brits could be persuaded to dress up en masse in wartime uniforms, or as Woodbine-era mechanics or tweed-clad gentry? (It’s now those who haven’t made the effort who feel daft). Or believed that a circuit which had descended into near-dereliction by the 1980s could become the premier go-to destination of the world’s leading car collectors? Or that it would then become the one place in the world where current F1, Touring Car and Le Mans drivers would compete so fiercely in historic cars, alongside pro historic drivers and happy amateurs? Yet there’s so much more

even than that. It’s the remarkable combination of the location – a historied, former World War Two airfield perimeter roadturned-racetrack nestled in the rolling hills of the South Downs – and the entry list – the greatest of pre-1966 racing cars – combined with a remarkable attention to detail that sees all service vehicles as pre-’66, food served in reproduction ’60s newspaper, and actors and extras playing out entertaining scenes around the circuit. After a few visits you might get used to the Glam Cab girls offering you a ride in a liveried Mk1 Cortina, a spiv

furtively showing you the watches hanging from the inside of his jacket before he’s chased away by the Keystone Cops, the mods and rockers eyeing each other fauxaggressively across the forecourts of period garages, the Spitfires flying low overhead and the eyepopping, heart-stopping racing taking place on track. But the thrill never goes. For most racers, the opportunity to compete is the ultimate ambition, and with it comes the chance to mingle with the best in the Drivers’ Club. It’s not an easy entry – a willingness to share the job with a big-name driver is a

prerequisite, the ability to introduce said driver to the Revival pushes you further up the list, and a previously unseen car of special provenance helps some more. No point going for the same car as everyone else, either – that’s not what it’s about. As an example of how competitive is the push for entries, just witness the clamour to qualify for the Settrington Cup, the big names involved, and the incredible standards of preparation of the cars on the grid. The Settrington Cup? Yes, that’s the children’s pedal-car race... Next: September 11-13, 2020

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Maserati MC12 The Italian manufacturer finally returned to the track with this GT1-homologated, Ferrari Enzo-based supercar. Now, a good MC12 can fetch more than four times its original price W O R D S T Y L E R H E AT L E Y P H O T O G R A P H Y M AG I C C A R P I C S

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M A R K E T WAT C H

FABLED ITALIAN MARQUE Maserati is drenched in a history many of its modern contemporaries can only dream of. The history books show that Ferraris weren’t the only red cars to beat in motor sport… It was the crimson flash of a Maserati that attracted the world’s top drivers and brought feverish excitement to Italian crowds the world over. Stunning victories in the hands of legends such as Juan Manuel Fangio cemented the trident as a symbol of worldbeating performance. However, tragedy during the 1957 Mille Miglia resulted in the Maserati factory officially withdrawing from motor sport and ultimately refocusing on series production cars. As the decades passed and Maserati went through a series of ownership changes, eventually falling under the same banner as its historical rival Ferrari, its illustrious racing past began to fade into the pages of history. That was until the unexpected – but totally sensational – 2004 announcement that Maserati would return to the track after decades of absence with a new model, dubbed the MC12. Utilising the bones of Ferrari’s flagship Enzo supercar, the MC12 was developed to comply with the GT1 racing regulations of its day. A wonderful by-product of these guidelines was that a minimum of 25 road-legal examples of the racer were needed for homologation, resulting in one of the most extreme specials to ever grace Tarmac. Such was the excitement among fans for the sold-out MC12, that Maserati decided to extend production to a total of 50 road cars. While the uninitiated might claim that the Maserati MC12 is simply a rebodied Enzo, this supercar received a complete development programme that resulted in many bespoke elements to satisfy its motor sport ambitions. Its lengthy 16.9ft profile manipulates the air to generate far greater downforce than the Prancing Horse, all while retaining a top speed of 205mph. The naturally aspirated 6.0-litre V12 engine was reprogrammed and optimised to work with an air restrictor mandated by GT1 rulemakers. Gear-driven cams were

ABOVE Royal blue leather trim and figure-hugging seats help make cabin more cosseting than Enzo’s. fitted as the cherry on top to strengthen the engine for the punishing crucible that is motor sport. Its output of 623bhp and a 0-62mph dash of 3.8 seconds might be fractionally inferior to those of the Enzo, but several independent hot-lap tests over the years have consistently proven the MC12 to be the faster of this pair. The MC12 Corsa competed in the FIA GT and GT1 championships with great success, winning the Manufacturers’ Cup in 2005 and 2007. Twelve customer track-only cars were produced, making an MC12 in any guise one of only 62 in the entire world.

T H E D E S I R A B I L I T Y FA C T O R Does it get any more desirable than a rarified road-legal racer, equipped with one of Italy’s most coveted V12 engines? Each example was spoken for prior to the MC12’s unveiling – despite a steep £501,365 price tag

‘True scarcity and GT1 provenance have resulted in higher values than the Enzo’

($790,000) – and collectors have since quickly re-homed those that re-entered the market. That said, the car did have its critics at launch, with some misunderstanding its motor sport motivations for typical supercar impracticalities. In addition to an appearance akin to that of the Batmobile, the MC12 features several other traits that distinguish the car from its Ferrari cousin. The cabin’s trimmed in royal blue leather and plays host to a pair of figure-hugging seats, contributing to an environment that’s arguably more cosseting than the Enzo’s. It also possesses a detachable roof that not only allows the sunshine in, but serves that masterful V12 symphony direct to your eardrums. The vast majority of the 50 road cars were finished in a distinctive pearl white and blue paint scheme, but two managed to escape the factory colours; one in black and the other in silver. The model’s price sticker when new was a fair chunk of change, but today’s values have proven the car to be a sound investment. Its rarity and pedigree have led to examples selling in excess of £1.6 million ($2m), while pristine low-mileage MC12s are changing hands for over £2m ($2.6m).

T H E N U T S A N D B O LT S Considering the MC12’s exotic nature and keen focus on high performance, you’d be forgiven for thinking it to be a burdensome beast

MAGNETO

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TIMELINE

M A R K E T WAT C H

2004

The Maserati MC12 road car was revealed, with 25 examples to be produced in order to meet FIA GT1 homologation requirements. Styled by Frank Stephenson, the road car’s near-17ft length helped create more downforce than Ferrari’s Enzo. While there was initially a dispute over the racer’s legality in motor sport (something resolved later in the season) the MC12 took its maiden victory in Germany.

2005

Due to high demand, an extra 25 road-going examples were built. 2005 would mark a commanding victory on track as Maserati claimed the FIA GT Manufacturers’ Cup with almost double the points of the next competitor.

2006 to maintain. However, the opposite is true. According to Meridien Modena, a dealership responsible for maintaining a few of these unicorns over the years, this Maserati is a relative dream to work on. One of the biggest issues for experts tinkering with supercars is access to components located deep in the bowels of the chassis. Thanks to the MC12 being designed with quick pitstop repairs in mind, body panels are easily opened or removed, which effortlessly reveals the car’s skeletal structure. On the rare occasion that one of the 50 MC12 stradale models comes up for sale, you’ll notice that most have exceptionally low mileage due to their prestige as a collector car. While that is excellent news for buyers, this also means it’s imperative to check the car’s history. Ensure that regular maintenance has been kept up to date and that its storage has been proactive, as opposed to left as a museum display. High-performance cars are living, breathing things, with stationary neglect often resulting in a costly bill to get a car running sweetly again. It might seem obvious, but have a detailed check for any accident

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ABOVE All but two of the 50 road cars were finished in a distinctive pearl white and blue paint scheme. damage. There is not a ready supply of replacement body panels, meaning that getting something remanufactured will likely result in your MC12 taking a trip back to the factory in Italy. Most of these cars are prized possessions and are unlikely to have been in harm’s way, but you can’t be too careful. The MC12’s thumping V12 heart is actually one of its strongest assets. Being derived from the Enzo’s engine, it’s a known quantity and has proven reliable if well maintained. That said, it’s still worth getting a specialist to check for any unwanted smoke and correct compression. It is, in fact, the clutch that’s likely to be this supercar’s Achilles’ heel. The Maserati Cambiocorsa automated manual gearbox is not very accommodating to stop-start traffic, making life tough for the clutch. Make sure ratios engage correctly when commanded, and that the car doesn’t drop out of gear. Replacement clutch units can set you back £3000-£4000. Parts supply can be a big worry

for new custodians of exceptionally rare cars, and the MC12 is no different. Spare parts are thin on the ground, but its saving grace is the common DNA shared with the Enzo. Components are said to be fairly adaptable should originals be unavailable.

THE FINAL DECISION It could be argued that the Maserati MC12 has lived in the Enzo’s shadow, with the Ferrari being the more popular of the pair. However, the star status of its scarlet sibling has made the MC12 a stealthy, but steadily appreciating, commodity. Today the true scarcity and GT1 provenance of the Maserati are fully recognised, resulting in values that are notably higher than any Enzo’s. People gasped at the MC12’s half a million pound price when new, yet considering that some of the best examples are now worth quadruple that, it has proven a sound investment. But better than simply being something of intense rarity and value, the MC12 is a fascinating machine that returned Maserati to the top step of the podium after decades of absence. It’s the car that did the historic trident justice.

T H E D E TA I L S 2004-2005 MASERATI MC12 6.0-LITRE V12 623BHP 205MPH 3.8SEC

PRICING PROJECT GOOD CONCOURS

The MC12 Versione Corse made its debut at the 2006 Bologna Motor Show. This track-only car was made available to those wanting to experience the GT1’s racer performance. In fact, the Versione Corse’s V12 actually possessed over 150bhp more power due to not being restricted by race regulations. The road car may have been out of production by now, but the racer was still winning championships. Between 2004 and 2010, the Corsa scored six team, six drivers’ and two constructors’ championships.

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M A R K E T A NA LYS I S

PHOTO BY RM SOTHEBY’S

Mercedes-Benz 300SL Gullwing Prices have settled, which is great news for those who simply love the model’s style and panache, if not for investors W O R D S DAV I D L I L LY W H I T E

300SL GULLWING ALLOY US PRICES

300SL GULLWING STEEL US PRICES $1,800,000

$7,000,000

$1,600,000

$6,000,000

$1,400,000

$5,000,000

$1,200,000

$4,000,000

$1,000,000 $800,000

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$600,000

$2,000,000

$400,000 $1,000,000

$200,000

2014

2015

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300SL GULLWING ALLOY UK PRICES

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300SL GULLWING STEEL UK PRICES £1,200,000

£5,000,000

£1,000,000

£4,000,000

£800,000 £3,000,000 £600,000 £2,000,000 £400,000 £1,000,000

£200,000

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1 CONCOURS

THE 300SL GULLWING is very much what Hagerty terms a ‘Global’ car; values are roughly the same all around the world, because buyers are prepared to purchase them overseas and so prices tend to stay roughly constant across borders. The alloy-bodied Mercedes-Benz, in particular, is a good example. Since 2015, US data has shown values to be flat with a top value of $6.9m. In the same time, UK values have seemingly risen from £4.2m to £5.2m. Actually, when you take into

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account the exchange rate (close to $1.6 to £1 in 2015, and now $1.3) this equates to a very similar figure. This proves that the US market, where the model was very popular when new, is where the trend is set. As the steel cars are more numerous and less valuable, these tend to fluctuate more, both across borders and within markets. That said, values peaked across all three markets (US, UK and European) in 2015, with the top at $1.75m, £1.3m and €1.5m respectively. Again, when

you take exchange rates into account, this was roughly in the same ballpark. After that peak we saw a significant number enter the market, selling both on the open market and at auction, with the spike persuading some long-term owners to part with their cars. As usually happens in such situations, it became a buyer’s market and the values softened. Around $1.1m for a good example is now the norm, and prices seem to have settled. The only other trend we’ve noticed is that the spread of

2016 2 EXCELLENT

2017

2018 3 GOOD

2019 4 FAIR

values is narrowing; although the top cars have dropped slightly in value, the ‘fair’ ones are holding firm. Are they good investments? With values trending as static, if you’re simply after a financial return, there are probably better places to put your money. However, if you want a model that will attract attention everywhere you go, gain you entry to some amazing events and make you smile, it’s a cracking buy. Thanks to Hagerty for use of its Price Guide data for this article.

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T H E

K NOW L E D G E

Tool time An original tool kit can be highly valuable – but more importantly, it adds an extraspecial element to a car’s history

A FEW YEARS ago, I bought a 1965 Alfa Romeo 2600 Sprint at auction. It was a wonderful old car that had been owned from new by one of the owners’ club’s most well known members. I couldn’t wait to pick up the box file and go through its history – and when I did, I was delighted to find the paperwork accompanied by a battered old wooden box, covered in flaking blue Hammerite paint. I’d been handed the hidden gem of the classic car world; the original tool kit. People pay a huge amount of money for original tool kits. RM Sotheby’s sold a Ferrari 275 kit at its Essen sale last April for €20,400 including fees. It was oily, rusty and used, but all the parts were present and it included the original Battaini jack. Meanwhile, on eBay, two red plastic-handled screwdrivers made by Klein that were originally included in an early Porsche 911 tool kit are, at time of writing, for sale at just under £600. Big money for tools that will be rarely, if ever, used; a collector friend of mine recently admitted his original tool kit is so valuable it never leaves the house. Then there are the replicas. Every owners’ club forum, from AC to Zagato, will undoubtedly have a page dedicated to those seeking to replicate or rebuild a set of

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tools. There will be discussions on the correct length of a 30g French pattern hammer, debates about which year the Dunlop brakebleeding tube was changed to a Girling one, and links to obscure sites in faraway countries where tools are being remade. So why the attraction? I think tools give a connection to a classic car that is sometimes lost with the vehicle itself. You could buy an Aston Martin DB5 and these days the chances are it will have been restored. Gleaming paintwork, a fresh leather interior and sparkling chrome are lovely, but not how the car left the factory. Nestled in the boot, however, the tool kit is an unmolested pathway back to the day when a man from Newport Pagnell wearing a brown shop coat ticked off each tool as he put them into the roll back in 1963. These were the days when car manufacturers spent time and money working with tool makers to create beautiful, highly engineered items that would work with longevity and precision. Today, even when a marque’s heritage operation decides to recreate them, they’re not the same; Porsche now sells lovely replica tyre-pressure gauges, but they just don’t have the feel of the original Messko item from the 1960s.

ABOVE Ferrari 275 kit was rusty and used, but all the parts were present, including a Battaini jack. RM Sotheby’s sold it for €20,400.

It’s this tactile nature of original tools that explains why they are so collectable. They’re designed to be held, to be used. Back in the days when tappets needed regular adjustment and brakes required bleeding, these weren’t just placed in the cars for show, but were essential working parts. The grain of a woodhandled screwdriver still holds the oily marks left when a previous owner adjusted their carburettor or tightened a boot catch. The cracked, rusting surface of a jack still bears witness to a roadside repair on a dark and rainy night. It’s a physical record of the car’s life, bad days as well as good. As with my 2600, the presence of an original tool kit also shows how

‘The tactile nature of tools explains why they are so collectable. They’re designed to be used’

carefully owners have looked after the car. While many tools may have found their way out of the boot and into the vortex of the garage, never to be seen again, the owner of my Alfa had carefully oiled and replaced each one after every use. The three interchangeable shafts of the screwdriver still sat nestled in their correct flock-lined pocket, next to an unused spark-plug, complete with an original cardboard tube protecting its thread. The Alfa Romeo-branded spanners, lined up in size order, dwarfed the small brown packet of fuses that was still embedded in a tiny recess. This wooden box described the love the owner had for his car in the most eloquent way possible. This coming summer I’ll enjoy visiting all manner of auto shows, from the smartest concours events to local car-park meets, but I have an admission to make; my favourite will be the autojumbles. There, you’ll find me rootling around in boxes with the focused zeal of a man panning for gold, hooked on the feeling I’ve had a few times in the past when my heart jumps at the first glimpse of a tool I’ve been long searching for. You never know – even those elusive, correct Hapewe pliers may be out there somewhere… only time will tell.

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COL L EC T IONS

Anecdotes of a life well lived Reflecting on how passions can be passed down through the generations, our columnist pays tribute to his late father, a man of style, skill and taste – particularly concerning cars WOR D S ROB E RT DE A N

ON NOVEMBER 21, 2019, my dad passed from this life peacefully at the ripe old age of 97. In the course of doing the research for his obituary, I not only discovered a lot of things about his life, but I also realised how much of an influence he was on my love of old cars, old machinery and making things. Dad spent his early years doing what we all did, by taking old wrecks, tarting them up and smoking them around before selling them on, sometimes at a profit. In his case, he liked Austin Sevens. He took the engine out of one tourer by sliding it along the chassis and dropping it onto a panel beater’s leather cushion. He shimmed the rear main bearing with strips cut from an old tobacco tin and had it all back together by the evening so he could take a girl out dancing. On another occasion, he bought a Ruby saloon that his father told him was a rust bucket. My dad said: “You don’t know what you are talking about; it’s perfectly OK.” Inevitably, as dad drove away with his father watching, the whole rear window and panel fell out on to the road and smashed. Dad said he kept on going so the old man would have time to calm down before he got back. He would regale my brother and I with stories of his dad, who imported American cars such as Model T Fords, Essex Super 6s and Hudson Terraplanes. He had the

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first spray-paint apparatus in the UK for car repairs, and a lift made of cables with steel balls bolted to it, which came up under a section of floor and could lift a car up to the floor above. His family business was making horse-drawn coaches, and this later lent itself to the making of bodywork and repairs for cars. Dad had many nice cars, and he liked a ‘luxo-barge’. In the early 1960s he had a Sunbeam Rapier on which he had a firm hot up the engine – but he said it needed a bag of gravel in the boot to keep the back end on the ground. My father’s company was a cinema advertising agency called Pearl & Dean, which some readers may have heard of. Dad told me they ordered three new 3.8-litre manual-spec Jaguar Mk3 saloons in brown with a deep maroon interior. The three cars were delivered from Brown’s Lane to the office in Dover Street, London, and the number of people crowding around the three new Jags brought the street to a standstill. In the 1970s dad had a Vignale Jensen Interceptor in metallic green with a soft cream leather interior. Dad loved it because of its power and looks, but one day he was walking past Jack Barclay’s showroom and there in the window was an S2 Flying Spur and an S3 Continental convertible, both of which had belonged to Brian

ABOVE Bob Dean passed his love of style, good taste and quality onto his progeny; as classic car lovers, is it only right that we should do the same?

Epstein, the Beatles’ manager. He picked the S3 in a deep chocolate brown, which he used as everyday transport. We went on many trips and holidays in that car, which I think is now in America. His final nice car was a Bentley R-type which, due to failing eyesight, he didn’t drive much but loved to be driven in by his great friend, Michael Horley. I still own it today. Dad could build anything in wood, from a garage, to an ornate antique mirror, to a model ship with rigging. This made my brother and I very practical people. Most of us have stories of a father, uncle or mother who worked on, drove or raced cars and bikes, who

‘Inevitably, as dad drove away with his father watching, the whole rear window and panel fell out on to the road and smashed’

inspired us to have a go at stripping a carburettor or doing the brakes on an old jalopy we owned. Often it was because we were strapped for cash as a student or first-time owner. Sadly, modern machinery doesn’t lend itself to home repair as much as it did, but don’t be fooled; young owners know how to do different stuff. They can plug in and re-map, they can go on a forum and find out how to restyle, lower or wrap a car, or chip an ECU. I see more and more young men and women at VSCC and one-make club meetings who are racing, driving and repairing vintage and classic cars because their dad or mum had one, or because a neighbour gave them a ride in something amazing that inspired them. Don’t believe the miseries who have you believe that all the knowledge is dying with the old boys, because the up-and-coming generation is very capable. So, go out and inspire your children and grandchildren, show them how to change a spark-plug or a wheel, and you’ll be amazed at the reaction. Our lovely pastime is in good hands. I always have been and always will be grateful to my dad for his style, good taste and humour. He understood quality, and his life and cars reflected that to my brother and I. We will always carry that with us. Keep helping others to be part of the machinery.

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Don’t be green about imports Buying a classic vehicle from abroad? Our legal expert has some sage advice – using his own Kermit-coloured Alfa GTV as an appropriate case study W O R D S C L I V E R O B E R T S O N , H E A LY S L L P

THEY “SEEMED TO have a sensuality and driveability that transcended performance. A measure of the spirit to be found in Maserati, Lamborghini and Ferrari that is intrinsically Italian... talking to you every minute of the way through the wheel, the pedals and most of all the seat.” So said 1970s-’80s Car editor Mel Nichols, arguably the father of motor writing at its most exuberant and effective. Mel was transcribing some of his thoughts on the sum of the parts of his own, much-loved, 1972 Alfa Romeo GTV 2000. A recent windfall meant I was able to crystallise my Alfa daydreams. With Mel’s eulogies reverberating in my head, I went online with determination. I found a freshly restored RHD, but as I got ready to drive to Wiltshire the phone rang. The dealer had sold the car the previous evening. Back online with a vengeance, I soon fell upon a beautiful ’75 in compelling Kermit green – apparently a genuine but rare Alfa colour, Verde code AR 241. But, of course, life is never that simple; it was in a garage in Johannesburg.

TO SEE OR NOT TO SEE? I’d often pondered whether it could ever make sense to buy a car sight unseen. The gods had conspired to present a challenge I couldn’t resist. Here is a light guide to purchasing and importing a motor from another jurisdiction, while touching on my personal experience of the process. The GTV seller was a lifelong Alfa enthusiast, and following receipt of some 30 clear, well lit photos, I made an offer, suggesting a 10 percent deposit pending inspection. No luck; full price only, but with a

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recommendation for an Alfa expert who might take care of an inspection. Concerned that an independent third party might be more suitable, I got in touch with the UK Alfa club; it recommended the same individual. The inspection revealed the car to be a “good, honest” example, known to the garage when in the hands of the previous owner from the early ’80s. I offered the seller the asking price, on the basis that I draw up a draft agreement for sale and purchase. Every such contract is different depending on the terms agreed, but always consider certain absolutes. First, there are the parties. Enquire about status and liquidity if a firm is involved, or establish identity of individuals, usually with sight of passports and online searches. In my Alfa’s case, the seller was acting as an agent for his wife, the owner, who confirmed the situation and that she would contract as seller. Second, the car must be clearly identified by reference to registration, chassis and engine numbers. The definition of ‘car’ should also include, in a schedule to the contract, a reference to spares or equipment, as well as the documentation and any history that accompany it. Third, the price should be clearly set out, showing when a deposit will be paid, usually on signature, and the balance settled. Fourthly, title, completion and delivery need to be recorded. In South Africa, a Certificate of Registration shows the owner, VIN/chassis number and so on. If the vehicle has been financed by a third party, the recorded owner will be the finance provider. Completion and delivery will be on a fixed date when the full price is paid,

ABOVE Legal expert Clive drew up a specific agreement to ensure painfree import of South African GTV. which is when the car will be delivered to its new owner or collected by the shipping agent. Next, and most importantly, the seller should agree to warrant certain aspects of the sale. Title is paramount. The seller states that the car is theirs to sell, free of charges, such as mortgage or loan. A ‘matching-numbers’ sale must be expressed in those terms. Breach of a warranty lets the buyer recover damages and avoid the sale. The contract will also cover miscellaneous matters, including applicable law, and ought to have an agreed form of Bill of Sale annexed, which should be notarised, following signature, to assist with proof of authenticity.

SHIPPING OUT The sale agreement can deal with shipping, but usually the buyer will make the arrangements. In choosing the shipper it may be tempting to settle on a company in the country of sale, which is understandable given that this is where most of the arrangements need to take place. However, once the car is in freight, those involved have no further practical interest in the transaction. Better to engage a UK shipper to take overall responsibility to deliver

‘Every such contract is different, but always consider certain absolutes’

to the order of the new owner. Also, if anything goes awry during the trip, legal action in England would be less costly than anywhere else. A proper shipping contract should cover the following issues. The first step will be to obtain the export paperwork and police clearance, which might require delivery of the vehicle to Government departments for inspection. The car will then be collected from the seller, delivered to the agreed port and containerised. The shipper must arrange marine insurance to the full purchase price. Keep an eye out for over-ambitious excess charges. On arrival the agent will pay the port fees, make submissions to UK customs and oversee unloading. The agent will also see that an invoice, for settlement by the buyer, is created for the payment of the five percent classic car import duty. Delivery to the new owner then takes place, and in the meantime the agent will handle the post-customs clearance link to the DVLA, known as NOVA. Upon approval, application is made to the DVLA for vehicle registration and the issue of a number plate. From collection in South Africa to being lawfully on the road in the UK will take eight to ten weeks. The Alfa is scheduled to arrive around the publication date of this Magneto. I will then know whether my dreams have been realised. Instinctively, I feel that this GTV will be a beauty, but if nothing else the whole experience has been absorbing and instructive, while introducing me to a whole raft of new, enthusiastic and helpful individuals. Now, where did I put that Alfa Owners’ Club application form...?

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H I STOR IC

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Preparing for a generational shift Grand Prix cars from the late 1990s and 2000s are coming of age – but what’s involved in owning and racing them? WOR D S SA M H A NCO C K

WHILE A DFV-powered historic Formula 1 car is understandably a daunting prospect for many an historic racer, I’d always encourage those tempted, because they’ll often be surprised by the surplus of grip and find it a manageable, potentially life-affirming experience. But what about younger Grand Prix machinery? Specifically cars that are currently ineligible for the official FIA Masters’ Historic Formula 1 Championship – those from 1986 onwards. Do the same rules apply? You would have thought that improved aerodynamics and electronic driver aids would only make it easier for an amateur driver, despite the additional horsepower. But according to former F1 driver Karun Chandhok, there’s a limit to this theory: “A 2004 ex-Montoya Williams-BMW, for example, is a violent, violent assault on the senses. You’re talking 900bhp and 600kg-odd. It’s just so bloody quick. Forget about driver aids and aero – you really need some relevant experience under your belt before driving something like that. By contrast, though, a car from the mid-1990s like Jacques’ or Damon’s FW18 is somewhat easier, even for a relative novice to enjoy.” We are having this discussion because paddock speculation is rife that younger Grand Prix cars are the next ‘big thing’. As the appointed test driver for Williams’ burgeoning Heritage department, Karun knows whereof he speaks. For the past year or so, Williams has been busy dusting off and

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recommissioning a select few cars from its illustrious past, and quietly offering them to private collectors. As with Ferrari’s similar, but longerestablished, Corse Clienti, the idea is that the cars remain with the factory, which prepares and runs them at the owners’ behest. With McLaren now evaluating a similar programme, and some independent preparers already fielding such cars in the BOSS (Big Open SingleSeaters) GP series, momentum in this sector is gathering. But why now? Undeniably, a generational shift is afoot. Witness the recent boom in post-1995 sports prototypes and GTs, arguably at the cost of preceding categories such as Group C. With the success of established series having pushed values to a plateau, it’s only natural that participants seek alternatives offering a little more ‘headroom’ – particularly if such vehicles happen to be the bedroom poster cars of their childhood. FIA Masters’ Historic Formula 1 Championship has yet to shift in this direction, and continues to thrive ‘as is’. However, entrants’ ears will surely have pricked at the recent announcement that demonstration runs for GP cars “from the 3.5-litre era, right up to the present day” will be held at four events in 2020. This is exactly how the aforementioned sports car evolution began, so the excitement is understandable. But while it is tempting to draw parallels, it’s not so straightforward with Formula 1. First of all, you can forget about

ABOVE Ex-Mansell Williams sold for £2.7 million at FoS, acting as a bellwether for upwardly mobile values in this youngtimer market. anything from ‘the present day’, as Karun explains: “Without the engine manufacturers’ assistance, running any car from the hybrid era – 2014 onwards – is just not realistic. The cost and complication are prohibitive. But turbo-era cars, the 3.5-litre era, through to the narrowtrack, grooved-tyre V10s of the 2000s… that’s all feasible.” And not, it seems, accompanied by a battalion of engineers as one might expect. Karun reckons that three or four technicians are sufficient to run most of these cars on a typical track day. Crucially for Williams Heritage, Honda and BMW have been extremely helpful. And when they don’t have access to the proprietary technology required, Judd and Cosworth step in to fill the void. “With the ’92 Mansell car,” says Chandhok, “Cosworth created a new dashboard, ECU and wiring loom, and got it all speaking to the old Renault software and Williams chassis software. It all

‘Groundswell of activity means early adopters are sitting pretty as values harden’

works – and that includes the active suspension. Quite amazing!” Encouraging stuff. But what about cockpit sizes? “Drivers over six feet tall will always struggle with the earlier cars, particularly those from the late 1980s and early 1990s. But from 1995 the cockpits grew a bit bigger, and from 2000 onwards they became quite luxurious.” Inevitably, running costs are greater than for a DFV-era car, although they do vary wildly from engine to engine. “It’s hard to peg down an exact number without talking about details of the car and track. But, ballpark, a Renault-era Williams will cost between €30,000€45,000 ‘all in’ for circa 250km at a privately hired circuit like Jerez. The more modern BMW-era cars will be around 25 percent more. The cost of hiring the track is a decent chunk of that, so any larger group outings such as Masters’ demonstrations will reduce it accordingly.” The groundswell of activity means early adopters are sitting pretty as values noticeably harden. But with Nigel Mansell’s 1992 F1 title-winning Williams selling for £2.7 million at Goodwood’s Festival of Speed auction last year, and an ex-Schumacher, multiple Grand Prixwinning 2002 Ferrari selling in December for $6.64m, has the train already left the station? For the headline-grabbing icons perhaps. Meanwhile, circa £800,000 will get you into a Williams with a podium or two to its name and, if you do your homework, less celebrated cars are out there for substantially less.

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FAR LEFT The JPS sponsorship deal extended to F2, F3 (like this 1972 Type 73) and GT, as well as merchandise and, of course, road cars.

George Hadfield on JPS Lotus John Player’s ace marketing man in the 1970s and ’80s explains the company’s surprising relationship with Colin Chapman and his drivers

WE SPONSORED MOTOCROSS, tennis and motorcycling, and I was involved mainly with cars. When John Player decided to go motor racing under Geoffrey Kent – a very forward-looking marketing director – its initial thought was to go with Paul Emery, who built and ran racing Hillman Imps in the mid-’60s. I said: “You know that you’ll just be preaching to three clubmen and a sick dog. We really want to be talking to the whole nation, and there’s only one car to sponsor and that is a Lotus!” Eventually Geoffrey agreed with Colin Chapman to sponsor Formula 1, 2, 3 and GT, although he was never really interested in Formula 2 or 3. We went from Gold Leaf to John Player Special, by which time we had left Formula 2. Not generally known is that we had an enormous problem with painting the cars originally; there was no such colour as black. It may look like black, but when it’s photographed or on TV or in bright sunlight there is no such colour as black ink. It doesn’t exist. We also had trouble with the gold; the original cars were gold-leafed, and they were appalling on TV. You couldn’t see the gold at all, so we quickly went to yellow, not that we ever told anyone, and the coachlines and logos were yellow paint until we finished. Geoffrey used to write to Colin each year and say: “We would like to sponsor your cars, how little will it cost, and where will they be?” It was a one-sentence letter almost. Colin

would write back, and everything was done on a per-car start business; two cars per race, that’s 14 starts, plus Race of Champions and Daily Express at Silverstone – that’s two more, so maybe 16 car starts. The cost per car was so much, and Colin would do his best to win as many races as possible and become World Champion constructors, and Geoffrey would write back and say: “Enclosed is our cheque.” It was £30,000 a year [in the Gold Leaf days]... it crept up to £100,000-plus in 1972. There was no contract. Why not? Because John Player was extremely rich, awesomely rich, really. It could afford to do virtually anything it wanted, wherever it wanted, whenever it wanted. If we wanted a bit more profit we’d just add another 0.002 percent water to the tobacco. Colin was treated like a [retail] buyer of tobacco goods: while he delivered, he was instantly paid, no question. And he’d tell you contracts are worthless pieces of paper… he never had contracts with Cosworth, Renault or Ford to supply engines. He did have contracts with his drivers, though, not because he didn’t trust them but because of the possibility of death. Emerson Fittipaldi was amazingly adult for his age and Ronnie Peterson was one of the favourites of the team; everybody loved Ronnie. He went to Zolder and wrote off three cars, and still Colin would produce cars for him, which he wouldn’t do for anyone else. I wasn’t present when Ronnie died

but I believe Colin was very cut up. And then we had Gunnar Nilsson, who died of cancer, who never really had the chance to pitch in. Mario Andretti had the world’s most feeble handshake, but put him in a car and he’s magic. Jim Clark and Colin were like brothers; Colin and Emerson like father and son. But Andretti and Colin were like brother and brother. Graham Hill upset John Player the most. Why? His book never mentioned that John Player paid his wages when he was racing for Colin, and we kept him on while he was in hospital. Whatever shortcomings any of the drivers had, we kept paying until they left the team, because we were that sort of company. So when Nilsson was dying, he’d have been paid right up to the final day. The other driver, of course, was Nigel Mansell. Now Mansell and Colin were almost as good as Colin and Clark, because Mansell is a tough Brummie. In those days even if his arse was full of petrol – which occasionally it was – he’d keep trying, he never, ever stopped. It’s amusing to see the ingenuity [in later years] that teams with tobacco sponsorship have displayed in their graphic attempts to get around the ad ban. The 2015 Lotus F1 team [black and gold] livery looked contemporary enough, but of course it had nothing to with JPS. You have to go historic racing for that. Extracted from a longer interview in Black & Gold: The Story of the John Player Specials, www.coteriepress.com.

Magneto (ISSN No: 2631-9489, USPS number 22830) is published four times a year – in February, May, August and November – by Hothouse Publishing Ltd, UK. Magneto is distributed in the USA by RRD/Spatial, 1250 Valley Brook Ave, Lyndhurst NJ 07071. Periodicals postage paid at South Hackensack NJ. POSTMASTER: send address changes to Magneto c/o RRD, 1250 Valley Brook Ave, Lyndhurst NJ 07071.

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