Magneto Magazine issue 6: Summer 2020 by Hothouse Media

ISSUE

6 SUMMER 2020

“I’M NOT A DRIVER, I’M A RACER”

THE INCREDIBLE LIFE OF STIRLING MOSS

£10.00 |

SUMMER 2020

+ THE BRUMOS PORSCHE STORY | PAUL NEWMAN’S RACE CARS | FERRARI 166 | BARE-METAL D-TYPE | THE NEW ERA OF MORGAN PRINTED IN THE UK

21–29 MAY

DRIVING INTO

SUMMER UPCOMING ONLINE ONLY AUCTIONS 27 MAY–3 JUNE FIA RACE AGAINST COVID-19 AUCTION

3–11 JUNE THE EUROPEAN SALE

FEATURING THE PETITJEAN COLLECTION

13–15 AUGUST SHIFT/MONTEREY CONSIGN OR REGISTER TO BID ONLINE

Be sure to visit our website for the most up-to-date list of auctions for our Online Only time-based sales.

CONSIGN OR REGISTER TO BID

ONLINE ONLY: DRIVING INTO SUMMER EARLY HIGHLIGHT 2017 Ford GT Chassis no. 2FAGP9CW1HH200087 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

1967 FORD GT40 Supplied to Shelby America and sent by John Wyer to Garage Filippinetti for the 1967 Geneva Motor Show n Part of the Ford press fleet then sold to Sir Anthony Bamford of JCB excavator fame n Later featured in the Motor magazine, GT40P/ 1069 turned a Âź mile in 12.4 seconds and 0-100 MPH in 9.1 seconds n Recently prepared and rebuilt for historic racing by Gelscoe Motorsport

1972 GULF MIRAGE M601, the prototype Mirage M6 raced 1972-1974 by Bell, Van Lennep and Ganley for JWA racing n Raced at the 12 hours of Sebring, Daytona 24 hours (pole position), 4th overall at Spa, Nurburgring 1000 Kms, winner of the Imola 500 Kms and 2nd overall in the Kyalami 9 hours n Uprated in 1974 by JWA to Gulf GR7 spec and renumbered GR701 n Further success in 1974 -1975 for Bell, Hunt, Ickx and Hobbs, whilst not finishing the Le Mans 24 Hours, GR701 achieved numerous podium finishes, closing with a win in the hands of Schuppan

1953 JAGUAR C-TYPE #XKC031 was supplied new to the USA for Donald Parkinson, Phil Hillâ&#x20AC;&#x2122;s brother in-law n In 1953-1954 raced on the West Coast in events including Pebble Beach and Torrey Pines n Once retired, XKC 031 remained largely untouched with one owner for over 30 years n Restored by marque specialists CKL and recognised as one of the most original Jaguar C-types n Eligible for a multitude of events

1962 AsTon MARTin DB4 ConVERTiBLE Possibly the most attractive of the open David Brown Aston Martins n No expense spared restoration to concours winning standards by marque specialists Bodylines, Spray-Tec, Elite Trimming and Aston Engineering n Matching numbers and accompanied by a factory build sheet, heritage certificate and extensive history file n Concours winner at various AMOC events

14 Queens Gate Place Mews London SW7 5BQ +44 (0)20 7584 3503 www.fiskens.com

P E B B LE

B E ACH

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©2020 Pebble Beach Company. Pebble Beach®, Pebble Beach Concours d’Elegance®, Pebble Beach Golf Links® and their underlying images are trademarks, trade dress and service marks of Pebble Beach Company.

www.pebblebeachconcours.net

ISSUE

20 COMING SOON Looking ahead to when events restart in the classic car world

31 GP LIBRARY

S TA R T E R Morgan, a year on from its major investment; a clever solution for the historic Castle Duesenberg; India’s leading concours restorer

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114

SIR STIRLING MOSS: A TRIBUTE

FERRARI 166 INTER R E S T O R AT I O N

A LV I S I S A L I V E AND KICKING

PAUL NEWMAN: A RACER REVISITED

Doug Nye recalls the stories and anecdotes behind the great racer, and Damien Smith documents Stirling’s remarkable career

Ferrari Classiche’s painstaking renovation of the one-off 1950 Stabilimenti Farina Cabriolet; it’s a fascinating story

Classic British models are still maintained, restored and even built from NOS in building that has housed the marque since 1968

We retrace King Cool’s footsteps as a racing driver, with his Datsun 510, Nissan 280ZX turbo and motor sport mentor, Bob Sharp

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THE FIFTH LIFE OF BRUMOS RACING

T H E B A R E- M E TA L J A G U A R D -T Y P E

TOP 50 MOTOR SPORT A L L- R O U N D E R S

Sometimes against all odds, Brumos has survived for over 60 years. Now its Porsches are immortalised in a new museum

The extraordinary lengths that Jaguar Classic went to when a bare-metal finish was requested for a Continuation D-type

F1, rallying, endurance racing, touring cars, bikes... We celebrate multi-tasking drivers who could turn their hands to any discipline

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M A R K E T WAT C H : LAGONDA

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M A R K E T A N A LY S I S : LOCKDOWN!

170

KNOWLEDGE: E N G I N E B AY S

148

172

COLLECTIONS: LOVE YOUR CAR

174

LEGAL: A NUMBERS GAME

176

HISTORIC RACING: ROAD TO LE MANS

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BEHIND THE LEGEND: ANDRETTI MAGNETO

E DI TOR ’ S

W E LCOM E

Issue 6 These are difficult times, and amid all this we lost Sir Stirling Moss, arguably the driver with the greatest-ever mix of skill, bravery, personality and willingness to give back to the motor-racing world. How many of us have seen him at events, spoken to him, shaken his hand, or watched him race or demonstrate historic cars? I’m willing to bet there’s no other driver of such stature who’s engaged with as many enthusiasts as Stirling did. So we hope you enjoy Doug Nye’s wonderful stories of his years spent as a great friend of Stirling Moss, and Damien Smith’s superb examination of this great driver’s varied career. And please think of Sir Stirling’s widow, Lady Moss – Susie to everyone she meets – who accompanied him to every event and who nursed him for the threeand-a-half years since he was taken ill in Singapore. As for this issue of Magneto, we heartily thank the contributors and advertisers for their support during these unprecedented times. If you’re able to, please favour those advertisers who have supported us. We’ve had to postpone our Concours on Savile Row until 2021, but the better news is that slipcases and reprints of Issues 1 and 2 are now available, as are digital versions of back issues of Magneto on www.magnetomagazine.com. We’ve made digital Issues 1 to 5 free of charge; you’re welcome to forward these to fellow enthusiasts who might not yet have sampled the print version of Magneto. Most importantly, though, enjoy this issue – and stay safe.

David Lillywhite Editorial director

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MAGNE TO

HERITAGE IS ABOUT

PASSION

The victory of our Alfa Romeo 6C 1500 SS at the 2019 1000 Miglia is one of our most recent accomplishments, a reflection of the passion and expertise of our drivers and technicians. The same passion that we put into taking care of your classic car. Discover our world. www.fcaheritage.com

Contributors DOUG NYE Is there anyone better placed to lead a tribute to Sir Stirling Moss than Doug Nye? We certainly don’t think there is. As the world’s leading motor sport historian, Doug was well qualified anyway, but being a great friend of Stirling’s added an extra dimension to his superb feature. He says: “Stirling Moss changed my life,” and from his feature you’ll understand why.

DAMIEN SMITH For the full story of Sir Stirling Moss’s remarkable career, Damien Smith’s excellent obituary perfectly supplements Doug Nye’s personal tales. Motor sport oracle Damien was ideally placed to author it, having met Stirling many times during his career as a specialist writer – which has included several years editing both Autosport and Motor Sport magazines.

CHARLES FLEMING Usually you’ll find Charles writing about cars and motorcycles for the Los Angeles Times, although he’s also the author of several books on LA, and the remarkable My Lobotomy. For Magneto, Charles tells the heart-warming tale of the Castle Duesenberg – the first passenger car from the Duesenberg brothers – and its donation to a leading museum.

Matt’s been one of the world’s leading car photographers since he switched from magazine editing to photography in 2003, and his work has featured in every issue of Magneto. Perhaps the most challenging assignment we’ve given him so far has been to shoot the bare-metal D-type Continuation in this issue, to show off its remarkable but subtle brushed finish.

MAGN E TO

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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 US contributor

Australian editor

European editor

Winston Goodfellow

James Nicholls

Johan Dillen

Contributors Will Broadhead, Robert Dean, Charles Fleming, Rob Gould, Sam Hancock, Tyler Heatley, Richard Heseltine, Matthew Howell, Dirk de Jager, John Mayhead, Tim McNair, Doug Nye, Andy Reid, Clive Robertson, Damien Smith, Peter Stevens, Matt Stone 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 (US), AUS $28 (Australia and New Zealand) Annual subscription £38 (UK), €52 (Europe), $60 (US), 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 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.

MAGN E TO

SIR STIRLING MOSS, OBE 1929-2020

Sir Stirling Moss was special to so many people worldwide. Ever polite, friendly, and talented, he exemplified everything we’ve come to expect from a British gentleman. In a race car, he was calm and relaxed but at the same time intensely focused on the task at hand. He was an important factor in getting The Amelia Island Concours d’Elegance off the ground in 1996 as our first honoree. He returned often and was the only honoree of a long line of great

drivers to be honored twice (1996 and 2015). He and Lady Susie made a wonderful pair and were always a treat to be with. His racing accomplishments and his sense of fair play were what defined his extraordinary career. The Board of Directors, and Staff of “The Amelia” wish to express our love and condolences to Lady Susie and the family. Bill and Jane Warner

MOR E

F ROM

M AG N E TO

D I G I TA L I S S U E S

ISSUE 1 & 2 REPRINTS

If you’d like to sample Magneto in digital form, the first five issues are now being converted. They will be available via the Magneto website, to make access to Magneto easier during the COVID-19 crisis. But remember, it’s even better in print! www.magnetomagazine.com

The original print runs of the first two issues sold out months ago. This is your chance to pre-order limited-issue reprints of issues 1 & 2, with lead features on 100 years of Zagato and Enzo Ferrari respectively. Limited-edition pre-order for £15 plus p&p each. 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

MAGN E TO

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19-20 AUGUST 2020

92 RARE CARS ROAR INTO 1 SQUARE MILE

On 19th to 20th August, the gardens of the Honourable Artillery Company, in the heart of the City, will host a selection of the rarest and fastest cars from 1912 to the present day, each an icon of its era. A unique automotive garden party with the perfect combination of concours cars from the UKâ&#x20AC;&#x2122;s leading private collectors, luxury retailers, fine watches, art, gourmet food and champagne; an occasion of pure indulgence. TICKETS AT LONDONCONCOURS.CO.UK Hospitality and general enquiries 020 3142 8542

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C O M I N G S O O N SUMMER

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M O N TME OR NE YT E R E Y M O T OMR OS TPOORRST PS O R T S R E U N RI OE NU N I O N As the high-octane As the high-octane highlighthighlight of California’s of California’s MontereyMonterey Car Car Week, theWeek, Rolexthe Monterey Rolex Monterey Motorsports Motorsports Reunion is Reunion a is a must-do for must-do fans of for historic fans of historic race cars.race It sees cars. more It sees than more than 550 celebrated 550 celebrated machinesmachines go go into battle into at WeatherTech battle at WeatherTech RacewayRaceway Laguna Seca, Laguna whose Seca, whose heroic curves heroic include curvesthe include the legendarylegendary Corkscrew. Corkscrew. Entries are Entries whittled are down whittled down from 1000-plus from 1000-plus applications, applications, and scrutinised and scrutinised for periodfor period correctness, correctness, race provenance race provenance and authenticity. and authenticity. At the time At the time of writingofentries writing had entries just had just opened, on opened, the assumption on the assumption that it will that go it ahead, will go despite ahead, despite the cancellation the cancellation of the Pebble of the Pebble Beach Concours Beach Concours d’Elegance. d’Elegance. Eras spanEras the span 1920sthe to the 1920s to the early 1990s, early and 1990s, encompass and encompass everything everything from Sports from Sports Racers and Racers Tourers andto Tourers GT, to GT, CanAm, FIA, CanAm, TransAm FIA, TransAm and and IMSA. The IMSA. openThe paddock open paddock at at this celebration this celebration of motor of motor sport history sportishistory a great is bonus. a great bonus. Can’t get Can’t enough? get Car enough? WeekCar Week kicks off with kicksthe off Monterey with the Monterey Pre-Reunion Pre-Reunion over the over the previous previous weekendweekend of Augustof August 8-9. This 8-9. givesThis around gives300 around 300 competitors competitors track time track in time in a less frenetic a lessenvironment. frenetic environment. www.weathertechraceway.com www.weathertechraceway.com ROLEX

ROLEX

August 13-16, August 2020 13-16, 2020

M AG NM ET AO G N/ E 2T1O

M I L L ME IML ILGE L MI AI G L I A October October 22-25, 2020 22-25, 2020

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M 2 2A G/ NME A TG ON E T O

MILLE MIGLIA

The iconic The Mille iconic Miglia MilleisMiglia is one of many one of events manyaround events around the world the toworld be rescheduled to be rescheduled due to the due disruption to the disruption caused caused by this yearâ&#x20AC;&#x2122;s by this COVID-19 yearâ&#x20AC;&#x2122;s COVID-19 pandemic. pandemic. For its 38th For its 38th edition, the edition, historic the regularity historic regularity run has moved run hasfrom moved its from its traditional traditional May slotMay to slot to October.October. A re-enactment A re-enactment of the Italian of therace Italian heldrace from held from 1927 to 1957, 1927ittowill 1957, feature it will400 feature 400 speciallyspecially selected selected vehicles,vehicles, all all of whichof are which of a type are of that a type that would have would been have eligible beento eligible to competecompete back in the back day. in the day. The route The starts route instarts Brescia, in Brescia, and has and a stopover has a stopover at Cerviaat Cervia before continuing before continuing to Rome,to Rome, where participants where participants will will take parttake in apart parade in aon parade Via on Via Veneto. The Veneto. longest Theleg longest takesleg takes them to them Parma, tothe Parma, Italian the Italian Capital of Capital Culture of 2020, Culture and 2020, and travelling travelling via Milan via onMilan the on the final day,final the Mille day, the Miglia Mille Miglia concludes concludes back in Brescia. back in Brescia. Following Following in the tyre-marks in the tyre-marks of heroesofsuch heroes as Stirling such as Stirling Moss and Moss Denis and Jenkinson Denis Jenkinson is the holy is the grail holy for grail manyfor many motoring motoring aficionados, aficionados, but but whetherwhether participating participating or spectating, or spectating, the Millethe Mille Miglia isMiglia considered is considered the the pinnaclepinnacle of the sport. of the sport. www.1000miglia.it www.1000miglia.it

SUMMER

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P E K I NP GE KTION G T O P A R I SP AMROI TS OMRO T O R C H A L CL HE NA GL LE E N G E May 28-July May3,28-July 2022 3, 2022

GERARD BROWN

With anyWith luck,any life luck, would life have would have reverted reverted pretty much pretty back much to back to normal –normal whatever – whatever that is – that is – by the time by the 2022’s time edition 2022’sofedition of the 9000-mile the 9000-mile Peking toPeking Paris to Paris Motor Challenge Motor Challenge for pre-1976 for pre-1976 vehicles is vehicles scheduled is scheduled to take to take place. That place. means Thatthe means 110 the 110 lucky participants lucky participants from 22 from 22 nationalities nationalities who’ll get who’ll the get the opportunity opportunity to compete to compete will havewill plenty have ofplenty time toof time to prepare for prepare the unique for the37-day unique 37-day endurance endurance rally, which rally, passes which passes through ten through countries ten countries as as it travelsiteast travels to west. east to west. The world’s Thelongest world’sand longest and toughesttoughest driving challenge driving challenge for for vintage and vintage classic and machinery, classic machinery, it followsitthe follows spiritthe of the spirit of the original pioneers original pioneers from 1907, from 1907, and includes and includes timed sections timed sections to to keep things keep extra things interesting. extra interesting. EntrantsEntrants are promised are promised fastfastpaced romps paced across romps gravel, across gravel, sand andsand stunning and stunning roads, roads, interspersed interspersed with luxury with luxury hotels and hotels canvas andcamping. canvas camping. If you want If you to take wantpart to take in part in future runnings future runnings of the Peking of the Peking to Paris, to summon Paris, summon your sense your sense of adventure, of adventure, brush upbrush on up on your driving, your navigation driving, navigation and mechanic and mechanic skills, and skills, get and get thinkingthinking ahead; allahead; available all available places forplaces 2022 for have 2022 nowhave been now been allocated,allocated, but you can butalways you can always aim for the aim2025 for the edition. 2025 edition. www.endurorally.com www.endurorally.com

M A G NM EA TG O N/ E 2T 5O

SUMMER

AU T U M N

WINTER

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C O M I N G S O O N

BELOW The Concours of Elegance, Hampton Court.

NÜRBURGRING OLDTIMER GP August 7-9, 2020 Germany’s Nürburgring is the venue for the AdV Oldtimer Grand Prix, one of the world’s most popular historic motor sport events. Crowds of 60,000-plus are expected, to watch seven decades of competition machinery across 14 classes. Tickets start at €22.40. www.nuerburgring.de

TOUR AUTO August 31-September 5, 2020 Tour Auto Optic 2000 starts in Paris and finishes in Marseille, and travels via Clermont-Ferrand, Limoges, Toulouse and Pont du Gard. En route it takes in four circuits and ten special stages. Porsche Prototypes are the theme. www.peterauto.peter.fr

CONCOURS OF ELEGANCE September 4-6, 2020 Sixty of the world’s rarest concours cars will be on display in the exquisite gardens of Hampton Court Palace in September – many of which will never previously have been seen in the UK. They will be accompanied by hundreds more rare and finely presented vehicular exhibits, from 1896 pioneers to present-day supercars. www.concoursofelegance.co.uk

G O O DWO O D R E V I VA L September 11-13, 2020 For excitement, atmosphere and sheer joie de vivre, little beats the evocative sights and sounds of historic racing machinery roaring around Goodwood’s glorious circuit in West Sussex every September. Set against a periodperfect vintage backdrop, this unique event never fails to impress. www.goodwood.com

BERNINA GRAN TURISMO September 17-20, 2020 This 5.6km closed-road hillclimb along the Bernina pass celebrates the 1920s and ’30s grand era of motor spot in the Alpine region around St Moritz. All sports and racing machinery up to the early 1980s is eligible, and the event promises to be a hugely exciting experience enhanced by spectacular scenery and superb Swiss hospitality. www.bernina-granturismo.com

MONZA HISTORIC September 18-20, 2020 This year, Peter Auto’s annual Italian races return to Autodromo Nazionale di Monza. Ferraris, Alfa Romeos, Bizzarrinis, De Tomasos, Iso Rivoltas, Maseratis, Lancias, Osellas and more can be seen across the grids, which include GTs, sports cars, prototypes and touring cars from the 1950s to the 2000s. For fans of undiluted historic racing, this is not to be missed.

R A L LY E D E S L É G E N D E S September 22-26, 2020 Now in its third year, Peter Auto’s Rallye des Légendes Richard Mille aims to see beautiful motor cars roaring along French roads in celebration of the art de vivre. Held over a three-day period, during which participants in 50 vehicles dating from 1925-1975 return to the hub town every night, it promises “more marvellous surprises in exceptional settings”. See website for location and more details. www.peterauto.peter.fr

SALON PRIVÉ September 23-26, 2020

Labor Day Weekend extravaganza features vintage racing at its best, incorporating VSCCA and VRG. It’s practice and qualifying on Friday and full-on racing on Saturday and Monday, interspersed with the Sunday in the Park Concours and Gathering of the Marques.

Another postponement, this time by a mere three weeks. Salon Privé will now take place from Wednesday to Saturday, and will build on last year’s success with more than 2100 classic, super and hypercars and an anticipated guest list of 25,000-plus. Attractions at Blenheim Palace will include the prestigious concours and displays from UK car clubs, as well as debuts of the latest models from top automotive marques.

www.limerock.com

www.salonpriveconcours.com

LIME ROCK PARK H I STO R I C F E ST I VA L September 4-7, 2020

MAGNE TO

www.peterauto.peter.fr

AUDRAIN NEWPORT CONCOURS October 1-4, 2020 Rhode Island opens up its legendary hospitality once again for this year’s Audrain Newport Concours and Motor Week. Dubbed “a celebration of all things history, luxury and sport”, it incorporates exhibitions of rare and exciting automobiles, seminars, exclusive concerts, galas and VIP parties, culminating in the Audrain Concours d’Elegance featuring a world-class collection of over a billion dollarsworth of rare and vintage cars. www.audrainconcours.com

VAT E R + S O H N October 9-11, 2020 New for 2020, this is Happy Few Racing’s latest twist on the classic rally event. Staged specifically for Porsches – with only one of any model allowed to participate – the regularity race takes in the kind of selected routes, fine cuisine and clever surprises the organiser is renowned for providing in the likes of its Rallye Père-Fille, Rallye Père-Fils and Padre-Figlio events. www.happyfewracing.com

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S T A R T E R

55 John Tojeiro’s MG special – driven by Stirling Moss, and the inspiration for the AC Ace

S T A R T E R

Bulldog fights back

Restoration has begun on Aston Martin’s 1970s supercar, with a plan to finally run it at 200mph

HOW APPROPRIATE THAT it’s named the Bulldog, because there are few vehicles that demonstrate a British fighting spirit more than Aston Martin’s remarkable supercar, which reigned as the fastest car in the world for six years. Consider that the Bulldog was conceived in a challenging economic climate, amid strikes and austerity, at a company only barely solvent but brimming with technical talent. Aston Martin’s aim was to show that it was not a company of skilled but outdated artisans, but instead one of world-class engineering ability. Sadly the Bulldog was canned in 1981 before it achieved the target

200mph, but it still managed an impressive 192mph two-up on the banked track of MIRA in late 1979. In the following years, the single example of the Bulldog built was sold to a collector in the Middle East, then to an American, before returning to the UK. Yet it’s never been used in anger, and over that time the William Towns-designed bodywork has been changed from silver and light grey to light green, and the interior trim from dark brown and black to tan. Now with a brand-new owner, the Bulldog has been consigned to Classic Motor Cars (CMC) in Bridgnorth, UK, for a full restoration,

AMY SHORE

with the aim of attempting to reach 200mph in the completed car. These are the very first pictures of the Aston stripped for in-depth inspection ahead of the renovation, taken just before the company went into temporary shutdown due to the COVID-19 pandemic. “The break in restoration has allowed us to do even more research on the car,” says CMC managing director Nigel Woodward. “The initial publicity received from when we announced the restoration has resulted in people sending us a number of historical pictures we had not seen before. These will help us when we get the restoration underway again.” The company revealed its plans on February 27 this year, and immediately afterwards it started the stripdown. This initially involved lifting out the 600bhp twin-turbo 5.3-litre Aston V8 and carefully removing the aluminium body panels from their complex supporting structure, which was revealed for the first time in more than 40 years. It won’t be an easy restoration. Aston Martin threw every bit of 1970s trickery it had at the Bulldog, including the five centrally mounted hidden headlamps and a multitude of LED buttons inside the car. The restored machine will be revealed in a future issue of Magneto.

OPPOSITE Stunning Bulldog was sum of Aston’s technical prowess in the late 1970s, but project was canned before the car could fulfil its true potential.

FROM ABOVE CMC commenced with removal of V8 engine and body stripdown to supporting structure just prior to worldwide lockdown. Final plans include attempting to reach 200mph in completed car.

MAGNETO

S T A R T E R

A U C T I O N WAT C H

LOGGING ON TO DIGITAL AUCTIONS With the regular live sale schedule on indefinite hiatus, what innovative online auction opportunities are arising – and who’ll take up the challenge?

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ALL WAS GOING well in the collector car market. Results from Arizona Auction Week were a bit flat but steady, with strong sell-through rates. It was the same for the Rétromobile sale, and the auctions at Amelia Island also saw strong results, with a total of $77.4 million from all the event’s sales. This compared favourably with the 2019 total of $79.6m, especially as in 2019 321 of a total 452 cars were sold and, in 2020, 306 of 350 cars sold. And then, a week after Amelia, the world stopped. Due to the growing spread of COVID-19, businesses were closed, the stock market plummeted and all

live car events were cancelled. Sales that were cancelled, postponed or moved included Barrett-Jackson Palm Beach, RM Sotheby’s The Elkhart Collection, RM Sotheby’s Monaco, Bonhams Goodwood Members’ Meeting, Mecum’s Portland sale, RM Sotheby’s TechnoClassica Essen, Mecum Iowa and Texas, and Gooding & Company’s Passion of a Lifetime. All is not lost, though, because in the online world of auctions things look a little better, with the edge going to the established digital companies. RM Sotheby’s, for example, took its Florida sale online. The presentation was superb, with cars thoroughly detailed and every flaw documented with quality photographs. This led to a 69 percent sell-through rate – an impressive number for a firsttime online-only auction. There has been a bit of a frenzy of activity in the online collector car auction space, with numerous (relatively) new players out there including The Market, Collecting Cars, PCarMarket, Hemmings and others. The anchor tenant in the online auction space is Bring A Trailer; if you’ve not heard of it, I cannot begin to figure out why not. Bring A Trailer has been recording record site traffic since the start of the COVID-19 madness. There were 16,265 bids and $13,571,969-worth of cars sold during April 2020, both up 35 percent on April 2019. There were also 7573 new users (up 49 percent) along with 785 auction watchers (up 24 percent). They have set numerous price records, including for the Datsun 240Z, the Volkswagen Golf/Rabbit GTI and others. That said, there are also a number of cars selling at lower prices, and not just on Bring A Trailer. This brings up an issue many people have these days, in trying to figure out what their cars are worth. You will see numerous post-auction comments on Bring A Trailer asking if the realised price was a good deal or a poor one; the replies seem to indicate that no one out there really knows where the market is heading from a value standpoint. Cars are selling, but with the world economy in turmoil, people are reluctant to state whether prices are up or down. The tools that we have all used to determine values in

the past are always a bit behind the curve due to lags in data and, in an economic environment such as we have now, those tools often find themselves struggling to deliver timely and accurate data. This has led to the creation of a new tool to determine what the market is actually doing in real time, based on current transactional data. This tool was developed by a pair of database engineers who also play in the collector car hobby. The US-based company is called Lancia Innovations, and its web-based valuations tool shows what’s happening in this changing market. It includes risk modelling, long and short-term trend analysis, and reserve-not-met trends, all by car model. It’s at www.lancia.tech. So what will we see in the coming months? First, I think we will see more and more players in the online auctions space. There is room for more quality players in this arena, and I honestly do not think that a best-of-market company exists. Yet. Bring A Trailer has the advantage of being the first serious player in the online collector car auction market, but I view it in terms of social media companies. It’s an immensely popular and successful online auction site with a lot of traffic, tremendous time on site, and person-to-person interaction. What it lacks, in my opinion, is innovation and technological growth. In a nutshell, there are existing technical tools that can be utilised to give an actual virtual auction experience to buyers. Not one single player has chosen to take the risk and make the investment in anything better. All rely on text comments to communicate. It reminds me of Myspace. Remember that? The first firm that makes the investment to provide a truly seamless interactive experience with an online sale will be the Facebook of the digital auction world. What would also help is if that company employs the best practices of a live auction; dedicated specialists, bidder assistants if required, and a live feed of each sale. For the rest of the year I believe we’ll see a growth in the online-only auction world and continued sales of classics, although likely at lower prices than pre-lockdown. Andy Reid

Jeffâ&#x20AC;&#x2122;s Resurrections F I N E M O T O R I N G R E ST O R AT I O N

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jeffsresurrections |

www.jeffsresurrections.com

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How to use classic cars as assets In the midst of the pandemic, we can use classic cars to help finance further vehicle purchases or emergency funds

THIS YEAR MIGHT have started off in the right direction, but the new pandemic we are now battling seems on the face of it to have frozen most financial activity. Considering the damage to the economy, we may see a lot of car values suffer as a result – and while hopefully that would be temporary, that of course remains to be seen. For those who are bold enough, though, it appears there can be a silver lining, because some collectors are certainly still buying, with topend dealers such as Robert Glover reporting increased interest. Others are using their classics as assets to raise short-term money to see them through the crisis. Car owners at both extremes are using equity release. This allows a company or individual to move capital from unencumbered motors or collections to buy other high-end vehicles that feature on their wish list, or lets funds be deployed

elsewhere, for example into property, shares or other asset classes. In the current situation, finance providers across the board are being more conservative, and loan-tovalue ratios have dropped to around 60 percent in many cases in order to protect themselves against serious dips in vehicle values. But collector car specialist finance providers are still busy, worldwide. Finance specialists in this field include, in the UK, Classic & Sports Finance, Twin Spark, JBR Capital and Rare Car Finance, while in the US there’s JJ Best Banc & Co, Woodside Credit and others. A non-expert finance broker would look at car values via internet research and classified adverts, and base valuations on those. However, a collector car finance specialist will understand that there can be a massive difference in value between a car that was crashed and rebuilt and an example of the same model

that is little changed from when it won an important race in the hands of a famous driver. The other advantage of specialist finance such as this is that it can generally be agreed in a matter of days rather than the weeks that a remortgage, for example, might take. “It is all about flexibility and leverage,” says Jonathan Franklin of “boutique funders” Rare Car Finance (www.rarecarfinance.com). He says that the company is increasingly being asked to provide flexible equity-release products, re-financing and restructuring of current agreements. Several of its clients have arranged to use their existing classics to free up funds to buy more vehicles while prices are low. Jonathan cites the example of one collector with several cars, one of which is valued at £20 million. He’s now able to take £5m against it, so if he finds a car he wants he’ll have the funds available to secure it quickly. However, it’s not just confined to such big-value cars. “We can adapt to anyone’s individual circumstances,” explains

‘As an asset, a collector car is far more portable and easier to manage than a property’

Jonathan. “They might not do it on any particular asset. You might have 50 cars, but use just five of them as assets. It can be based on one car, or it can be based on a portfolio. “Our message is that we’re quite different, we are very agile and we have very good contacts in quite exclusive areas of private banks who understand the collector car market. A new agreement or the restructuring of a current agreement can quite often be completed in only a few days, and the asset is far more portable and easier to manage than a property, for example. Interest rates are low, too, so what better time?” He continues: “To operate effectively in this market requires a professional and very discreet approach. Having the right expertise is paramount to quickly identifying the value and quality of the asset, and to match a specific lender to the client’s circumstances, which can often be complex.” Some finance specialists, including Rare Car Finance, will also take on overseas clients. More traditional lenders will be less likely to do this. If you’re a short-term speculator, then it may not be the right time to consider finance. However if you’ve always had your heart set on something special, which may have been previously out of reach, or simply want to save some money by restructuring a current agreement, it may be worth contacting one of the collector car finance specialists.

Right If you’re feeling bold, now might be the right time to buy your dream car.

MAGNETO

RM SOTHEBY’S

S T A R T E R

S T A R T E R Mr Adrian Hallmark CEO Bentley Motors Ltd. Pyms Lane Crewe Cheshire CW1 3PL Great Britain March 20, 2020 Dear Mr Hallmark

BATTLE OF THE BLOWERS Recent news from Bentley has brought the contentious issue of Continuation cars to the fore. Here are both sides of the argument; where do you stand?

ABOVE Ralph Lauren’s original 4½ Blower; Bentley has pre-sold all 12 of its Continuation cars.

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We, the undersigned, represent a significant proportion of lifelong enthusiasts for the Bentley marque. Between us we own, maintain, preserve, exhibit, rally and race a considerable number of the Vintage and immediately Post-Vintage Bentley models originally manufactured by Bentley Motors Ltd. Between 1919 and 1931, Bentley cars achieved tremendous International racing success – not least by winning the immensely prestigious Le Mans 24-Hour race no fewer than five times. During that period – when significant British motor-sporting success was incredibly scarce – the achievements of these British Racing Green-liveried sporting Bentleys did more than any rival UK-built marque to promote their nation’s engineering prestige internationally. They achieved that aim so well that the Bentley brand’s modern-day charismatic renown was earned by those machines’ outstandingly significant successes. And such renown was magnified by the sophisticated celebrity status of many of those cars’ contemporary owners and ‘Bentley Boy’ drivers. Perfectly properly, your Bentley Motors company today still trades upon that legendary record. The Bentley reputation for peerless quality, power, pace and reliability was built at that time by the marque’s creators, and it became thoroughly well established in motoring folklore. Understandably, over many years, Bentley Motors’ marketing department has sought to maximise this remarkable heritage. Bentley Motors Ltd. has often had recourse to supportive private owners – such as ourselves – to provide one or more of our genuine period cars for various company promotions and events which we have willingly encouraged. Against such a supportive background, we are now writing to express our shared concern and dismay upon hearing of your company’s apparent plans to build and market a batch of 12 replica ‘Blower’ Bentleys for premium-price sale. Marketing people – in their understandable enthusiasm – often fail to grasp matters not only of detail, but also of basic truth. We urge you to please not squander time, funding, energy and the Bentley brand’s reputation upon the recently announced batch of 12 facsimile cars, cars that would serve only to dilute that special admiration and awe that can only come from viewing and embracing the genuine article. To do otherwise would be to pervert a glorious history. Sincerely,

R A L P H L AU R E N

RO B WA LT O N

E V E RT L O U W M A N

J O H N M O Z A RT

WILLIAM E (‘CHIP’) CONNOR

LORD BAMFORD

P E T E R G L I VA N O S

FRED SIMEONE

A RT U RO K E L L E R

SIMON KIDSTON

RESPONSE FROM BENTLEY The Blower Continuation Series project is borne from a decision to complete a conservative restoration of our own Team Blower, which over the past 19 years of our ownership has been used a great deal and so needs mechanical rejuvenation. In parallel, to relieve the future strain on what is now a very old car, we decided to build a recreation for use in non-competitive and noncritical events, where the heritage is not crucial. This recreation would provide the basis for a genuine

Birkin Team Blower experience, without risking the integrity of the genuine car, which is arguably the most valuable Bentley in existence. After much research and discussion with a number of the stakeholders – vintage Bentley owners, restorers, specialists and a selection of Bentley Drivers Club and Benjafield Club members – we tested the idea of making an official Continuation Series based on our plans for a sole recreation, and were overwhelmed with the positivity of the response. While we heard some similar

concerns to those expressed in the letter you mention, the vast majority of feedback was hugely supportive of the project. While the Continuation Series cars will be mechanically identical to our Team Blower, they will not be the same colour or feature the same graphics, and so will be instantly recognisable as Continuation cars. The original four Team Blowers are unique, extremely rare, exceptionally valuable and each has its own incredible story – no new car or addition to the Bentley Blower family can change that.

Offered For Sale

This 1930 heavy chassis 4 Â˝ Litre Bentley is matching numbers with original VdP coachwork and rare long bonnet speicification. Incredibly; one family ownership, bought direct from Bentley Motors.

L O N D O N R O A D , H I L L B R O W, W E S T S U S S E X , G U33 7 N X W I L L I A M @ V I N T A G E B E N T L E Y. C O M T E L E P H O N E : + 4 4 ( 0 ) 17 3 0 8 9 5 5 1 1

S T A R T E R

Farewell to ‘The Horse’ Imperative to the success of the GT40, legendary race-development engineer John Horsman has passed away aged 85

BORN IN LANCASHIRE on November 22, 1934, John Hargreaves Horsman decided, while obtaining his Mechanical Sciences Honours Degree at Cambridge, that race cars were his future. In October 1958 he duly began an apprenticeship at David Brown Industries, a move calculated to achieve his goal of working at Aston Martin; a year later, he was in the sports car manufacturer’s drawing office. Soon after, general manager and chief executive John Wyer made him project engineer assisting production development. This meant Horsman was ideally placed to keep Wyer abreast of all things engineering while the older man concentrated on running the company. Keen to expand his engineering horizons, Horsman decided in late 1960 – when Aston, having ceased racing sports cars after winning 1959’s Le Mans and World Sportscar Championship, also ended its GP involvement – to move to America, booking passage on the Queen Mary. An instant about-turn followed when Wyer asked him to be his personal assistant; the carrot motor-racing involvement, for which Horsman longed, was likely to ensue. It was a decision he never regretted, because Aston returned to Le Mans in 1962. Horsman would then assist with Project 212 and, for 1963, the two

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Project 214s and sole 215, although his design input was limited, mainly concentrating on time keeping, team travel and logistics. However, the 212 and 215’s front and rear-end lift problems impressed upon him the growing importance of aerodynamics, which were then little understood. For the 214s’ penultimate outing – Monza’s Coppa Inter-Europa and their finest hour, when one beat Ferrari’s 250GTO to win and the other took third ahead of a GTO quintet – a subsequently delighted and proud Horsman acted as team manager; racing was now well and truly in his blood. Not long before, Horsman had been devastated when Wyer – whom he felt had taught him so much – informed him he was leaving. Later, Aston’s French distributor told Horsman that if he joined Wyer in pastures new he would never regret it. First, though, Horsman achieved another goal, a business diploma at the London School of Economics.

‘He was famed for his forensic attention to detail and aerodynamic technical intuition’

Horsman joined Wyer at Ford Advanced Vehicles in Slough in July 1964, within a week of it opening; this, despite Wyer arguing that he’d be of better value elsewhere. Valuing their shared ideas on race-car development, Wyer was general manager while Horsman led construction and race preparation of the legendary GT40. When FAV closed in late 1966, and Wyer and John Willment formed JW Automotive Engineering to run Gulf’s racing programme, Horsman – famed for his forensic attention to detail and fondly known as ‘The Horse’ – became executive director/ chief engineer, responsible for GT40 development, build and race prep. Under him, the Ford was developed into a quadruple Le Mans winner. Then there was his redesigned, shorttail Porsche 917K, which saw his aerodynamic intuition transform an unwieldy machine into one of the sports-prototype greats, and the Ford Mirages, of which the GR8 evolution won Le Mans in 1975. JWA would win many races and three International Championships for Makes. Always modest, Horsman, who lost neither his English accent nor his origins, moved to the US in 1976, successfully engineering Indy, GT and sports-prototypes. He died in Scottsdale, Arizona on April 13, 2020. He leaves wife Janet and four daughters. Paul Chudecki

ABOVE A man much missed; Horsman (left) with Wyer and Pedro Rodriguez at the Zeltweg 1000km in 1971.

S T A R T E R

THIS PAGE AND OPPOSITE Looks the same except... the old ladder has gone, to be replaced by the aluminium CX platform.

Morgan’s year of investment At the 2019 Geneva Motor Show, Morgan announced that Investindustrial had taken a majority shareholding of the previously family-owned company. One year on, has it worked out?

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GO ON, ADMIT it. You had The Fear, didn’t you – the Low Volume Car Manufacturer Fear – whenever you saw Morgan’s announcements over the past couple of years. Millions invested in R&D. A new allaluminium platform/chassis. New turbocharged engines. And a new majority shareholder to the company that had been family owned since it began in 1909. And now? Now, if you join one of the 30,000 (and rising) visitors a year to the historic Morgan Motor Company factory in Malvern, you’ll enter via a fully remodelled Visitor Centre, incorporating the extended showroom and the museum as well as an all-new café to replace the old school-dinners-style canteen. Then you’ll head into the factory to see the Plus Six and new BMW turbo-engined Plus Four being built on the CX aluminium platform, rather than the outgoing 84-year-old steel chassis, although otherwise the shop floor looks little different. The bodywork continues to be formed in the traditional way, over the same English Ash frame, and there’s still that chirpy family-firm atmosphere that comes of having just 250 employees, many of them with decades of history at the company. If you really know your stuff, you might spot that the design department is no longer squeezed into a poky area at the back of the factory. Instead, it’s now rapidly expanding in size to fill the all-new, restricted-access MDEC (Morgan Design and Engineering Centre), a third of the size of the factory itself, on a nearby industrial estate. So, how is it going? And what difference has the still-undisclosed investment made? Managing director Steve Morris, who joined Morgan aged 16 as a sheet-metal apprentice, is in a buoyant mood, despite the imminent threat of coronavirus lockdown when we meet. “We’re now a year into our

investment from Investindustrial, and it’s been great,” he says. “We said a year ago that it’s going to give us the springboard to do things that ordinarily we wouldn’t have done in our previous 110-year history, and it’s done just that. “What it’s allowing us to do is to look to the future – as we all know, it’s getting incredibly complex and expensive to develop a car. We now have what I call a full backroom office of investing with Investindustrial’s knowledge, its history, its expertise, to be able to tap into. They’re all incredibly respectful of the Morgan brand and what we’re trying to do, ensuring we keep our unique DNA. “We had a strong year last year, and this year we have got a budget of 907 cars [against 700 in 2019]. We are not trying to double production overnight, we’re looking at a nice, organic, controlled growth of the company.” Investindustrial, led by chairman and founder Andrea Bonomi, is the European investment company that bought into, among many others, Aston Martin and Ducati. Bonomi himself is a car enthusiast who, Steve says, was prompted to look at the Morgan Motor Company by a mutual friend. This at a time when the firm was still dealing with the fall-out from removing Charles Morgan as managing director in 2013, although other members of the Morgan family remained and still retain a minority shareholding. “What happened was, with everything going on at Morgan with the family, there was a lot of talk of what the future looks like,” says Steve. “Then, completely out of the blue, Andrea approached us. From the very first moment I met him and his team at Investindustrial, they were so respectful and wed to us being Morgan, and to the classic car shape, the way we do things, Malvern and the fact that we’ve

S T A R T E R

LEFT Plus Four was launched in March 2020. RIGHT The Visitor Centre’s classic military buildings have been remodelled.

been building cars here forever. “It was very much: ‘We’ve studied what you do, we think we can help you do it better.’ I’ve always been in the family business, so private equity was new territory for me. The help and mentoring we’ve had throughout the journey, and the support they have given us, have helped us do our work. We’ve bolstered the management team in key places, because they’ve said: ‘Look, let’s get some help in here.’ That’s worked really well for us. “There’s no cast-in-stone timescale to this. We’ve run our budgets by them, but one of the beautiful things for me was that they said: ‘OK, what is the art of the possible, what can we achieve, what does that look like?’” And speaking about timescales, Investindustrial bought into Ducati in 2006 and turned the Italian bike brand around to the point that it was sold to the VW Group in 2012. Investindustrial invested in Aston Martin in 2013, and the company was listed on the UK stock exchange in 2018. Is that the plan for Morgan? And how does Steve feel about the marque’s long-term future? “What we’ve said internally is that you don’t invest in a business not to want to grow it and get it to a position where it’s attractive to someone in the future,” he says. “To me, if we get the business to that position, and it’s attractive to other people [investors] then we’ll be in a good place – you’re not going to exit a business unless it’s in a good place. “In the past five or six years we have had some difficult things happen in the business, but we’ve come through it. In the past two or three years, we’ve had our best-ever results [£3.4m profit in 2018, up

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from £1.73m the previous year]. It certainly wasn’t all around making the biggest volume of cars – it was about making the right cars, making things that sell, that are attractive to people. We’ve had a good run of it when it’s been tough for everyone. “The bigger investment picture is around our global dealer network and partners. The US has got a really good opportunity this year; the replica car bill is gaining a bit of momentum, so we’ll extend our footprint there. But we have opportunities in Europe as well.” What’s known as the replica car bill is officially the Low Volume Motor Vehicle Manufacturers Act of 2015, which will allow companies to build up to 500 cars a year that resemble models made 25 years ago – but it still hasn’t been passed into law. Currently, Morgans can be sold Stateside if built-up there, using US-manufactured engines, but the new bill will make a big difference. “We’ve just opened a dealer in Munich,” adds Steve. “And we’ve got a number of countries that are single-dealer territories right now. We have got some opportunities in Switzerland, and others to work more closely with the dealers in the markets we’re already in.” Steve also points out the cost advantages European customers gain due to the much lower CO2 outputs of the new Plus Six and Plus Four engines. The best example is that the Plus Six is around £12,000 cheaper than the outgoing Roadster V6 in The Netherlands. “We’re into the next phase of future development work now,” he continues. “As a car company in a niche sector, it’s still important that we’re looking at future technology. I

can go back to 2009 when we did the hydrogen fuel cell project, which was so ahead of its time. We’ve made electric four-wheel versions and EV3 [Electric 3 Wheeler] demonstrators, but electric tech is still embryonic at niche-vehicle level. “Because of Tesla, because of Nissan, people think EV is all done – but you try packaging a 3 Wheeler or Plus Four. The first thing is everyone says ‘yeah, we can do that’ – and the next thing you know it’s grown 100 percent in size! “We have obviously got projects on the go all the time; we’ve just launched two new models, but we’ve just finished a car that was 84 years in production… so we’re early on the curve by Morgan standards. We’ve got to cement our position there. The Aero has gone, so that leaves a gap, but the Plus Six is phenomenal and the Plus Four is really lovely to drive – we’ve got stuff going on!” Steve points out that a normally off-limits tour of MDEC will show the firm’s ambition, so marketing director Toby Blythe drives me there in a new Plus Four (press drives have been delayed by COVID-19). Even in the one-mile journey it’s clear that the new platform and twin-wishbone and coil-spring suspension, in place of the old sliding pillars and

‘In the past five or six years we’ve had difficult things happen in the business but we’ve come through it’

leaf-spring rear, has transformed the ride, although it still feels every inch a Morgan. The stiffer chassis has allowed the doors to be beefed up, which in turn allows central locking, side-impact protection and an escape from squeaks and rattles. As for MDEC, it couldn’t be more anonymous from the outside, but in the foyer sits the EV3 prototype. Inside, the 25,000m2 unit is divided into three sections: a bonded stores area so parts no longer have to sit on the factory shop floor; an R&D workshop where prototypes can be built out of sight; and the woodbeamed design office, which houses technical illustrators, creative agency and CAD teams, production-process analysts and designers. Thirty-four staff in all, and still growing. Already the MDEC investment has allowed long-term planning – something Morgan was rarely able to do in the past. Steve, Toby and head of design Jonathan Wells aren’t willing to say much more of what’s coming, but as Jonathan points out: “The CX platform is designed with future models in mind; it’s a chassis we own, so we’re looking at what could live on top of it. “There’s a long future for the classic shape, there’s no impending time limit for that, but we have to start thinking about future bodystyles. We rarely look at what’s out there [other makers’ cars] but think of what designers in the 1950s were thinking and wash that against modern references.” As we head back out into the entrance foyer, Jonathan points out a tiny example of what he means – the use of old-tech brass on the electric-motor cooling fins. Morgan is changing... but not too much.

The Alvis Car Company Limited

Common Lane

Kenilworth

www.thealviscarcompany.co.uk

England

S T A R T E R

LEFT AND BOTTOM Allan and the Vanguard estate he painstakingly restored for his uncle.

INDIA’S CONCOURS KING Designer Peter Stevens meets Allan Almeida, the young restorer with a team of 50 whose work dominated the 21 Gun Salute in Delhi

HAVING JUDGED AT India’s Cartier Travel with Style Concours many times over the past ten years, I remembered one name that kept appearing on the list of class winners: Viveck Goenka. Together with his wife Zita, the Delhi-based newspaper magnate is a serious collector of classic and vintage cars. His interest spans everything from 1950s Americans to early Fiat 500s. His passions encompass obscure models of everyday cars, nicely preserved barn finds, Cadillac V16s and Land Rovers, too. This year, I judged at ‘the other’ Indian concours, the 21 Gun Salute in Delhi, for the first time. I wondered whether Viveck would feature – and I soon had my answer. He won four awards: Post-War American Sports (with a 1961 Ford Thunderbird); PostWar European (with a Mercedes 220S Cabriolet); plus first and second

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places in the Volkswagen class. Best of Show, a 1949 Bentley Mark VI Hooper-bodied saloon, was not a Goenka car, but it was restored in his workshop. I wanted to find out more, so I set out to interview the guy responsible for the preservation of these beautifully presented machines. Allan Almeida is an interesting young man, and nephew of that same Goenka. Viveck also owns Sara Auto Restorations in Mumbai, which 24year-old Allan runs having followed his passion for cars from an early age. Almeida prefers renovation projects that offer a real challenge. He likes rare motors, and frequently reverseengineers parts by developing CAD models from photographs. The restoration business is new to India. Only recently were rules relaxed on importing paint and parts from abroad, while some specific tyres are still unavailable. As little as ten

years ago, mechanics would practice Jugaad (‘make-shifting’ – the art of keeping something alive) rather than real renovation. However, hand skills have always been valued; allied to remarkable patience, workmanship quality improves year by year. Among the cars Allan has restored for his uncle are a 1958 Edsel Villager station wagon, that ’61 Thunderbird and a 1957 Hindustan Landmaster Traveller (Indian-built Morris Oxford estate). He also renovated those award-winning 21 Gun Salute VWs; the victor, a 1952 split-window export saloon, and the 1956 ovalwindow saloon runner-up. Allan has a team of almost 50 craftsmen but says the industry isn’t for the faint hearted: “It’s a stressful job. It requires constant hard work, as the resources are few and the work challenging. We sometimes can’t even find pictures of the cars. Often we must recreate entire parts.” Two projects in particular have captivated me; a 1954 Studebaker Conestoga station wagon and a 1951 Standard Vanguard Phase 1 estate. Both came from the garage of the Maharaja of Bikaner. The Standard was built by HJ Mulliner, and only three or four still survive. It was shipped new to Mumbai and then driven by two young Englishmen on a photographic tour around India. This pair of ‘chancers’ seem to have spent much of the trip staying

as unannounced guests with various Maharajas, eventually running out of money while with the Maharaja of Bikaner. Unable to afford to ship the car back to the UK, they left it and many photographs with their hosts in exchange for the fare home. The Maharaja’s family then used the Vanguard for picnics and outings. Almeida and Goenka decided to restore the car as it was in the early images and, in true Viveck style, to equip it with period photographic ‘props’. This was just the kind of modest restoration that, in Allan’s words: “Represents the car as it came from the factory, a simple, understated Vanguard, accessorised as to its original purpose – to tour India and photograph our beautiful country.” The Conestoga sports similar period bits and pieces, many found in Mumbai’s Chor Bazaar (‘thieves’ market’), and is a perfect example of preservation rather than restoration. One aspect of the Cartier event that I missed compared with the very different 21 Gun Salute was having the chance to hear the great stories about the cars and owners without the pressures of boxes to be ticked and strict timetables to be adhered to. At least, that’s I how I like to treat a concours. And that’s what makes finding time to talk with Allan and discovering more about the actual business of running a restoration shop in India so interesting.

17â&#x20AC;&#x201C;20 SEPTEMBER 2020

S T A R T E R

The gift of a lifetime A unique car, a family conundrum and the perfect solution; how one couple ensured the best future for Duesenberg’s firstever passenger car

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IT WAS A unicorn; rare among the rare, unique even among unicorns. The very first production car, from a storied marque, owned by the same family for over a century, and recently restored to 100-point concours perfection. But, what to do with it? Its owners were ageing. Their heirs were not in a position to carry on the family tradition. Of course, this automobile was worth millions at auction, but would the new owners treasure it and honour its legacy as lovingly as they should? The car, a Pebble Beach Concours prize winner in 2013, was known as Duesenberg 1. It was the Duesenberg brothers’ first passenger model, a Model A Coupe. Its chassis was based on their successful racing record, powered by a 260ci straighteight engine said to produce 90bhp. The model was ordered from the Indianapolis factory in 1919, topped with bespoke coachwork by Bench Body Corporation of Cleveland, Ohio. It was delivered via ship to Hawaii, in 1921, to Samuel Northrup Castle. Castle’s grandfather was the cofounder of Castle & Cooke, a major agriculture and real-estate firm on the Hawaiian Islands, and progenitor of the Dole Food Company. Castle – all seven feet and 300lb of him – used the Model A to tour the family’s plantations scattered around the Big Island. Aside from an early trip back to the factory for some work, the car remained in the islands until Castle’s

death in 1959 – just as Hawaii became the 50th US state. Ownership of the Model A passed down through the family, via nephew James C Castle and then to his son James Jr. – known as Chris – and his wife CyrAnn. She ‘discovered’ it in a haybarn, near the historic family compound in Oahu’s Maunawili Valley, after one of her horses pulled a protective tarp off the car and started munching on its upholstery. “I thought it was a tractor,” CyrAnn recalled. “But when I asked Chris, he said: ‘Oh, that’s a Duesenberg.’” Dazzled by what she saw and heard, CyrAnn insisted the Duesey be exhumed. Shortly after, the Castles – who were splitting their time between Hawaii and California, where James Jr. had become involved in auto racing – brought the car to their barn near Carmel Valley. After showing the family heirloom, unrestored, at Pebble Beach, they turned it over to Bruce Canepa. It was the car builder and former racer’s first pre-war restoration, and CyrAnn said the couple spent over $1 million restoring the Duesenberg to original perfection. That meant, among other things, removing updates such as the Model J headlights, hubs, steering wheel and more, and replacing them with the one-off authentic parts that came with the original build. Soon after, the car was winning prizes at Pebble, Amelia Island and elsewhere. But as the Castles aged,

they began driving and showing it less. In time, they realised their heirs weren’t as enamoured of the Duesey as they were. In 2016, they started a conversation with their friend Gordon McCall, creator of The Quail, A Motorsports Gathering and a major force in the Monterey Car Week. McCall recalled that it quickly became clear the couple weren’t interested in selling the car just to generate income. “They said: ‘It’s not about the money. It’s about the Model A’s story.’ I told them, if we sell the car, it’ll stop being ‘the Castle Duesenberg’ pretty quickly. It’ll be the other guy’s Duesenberg.” So that was a non-starter. CyrAnn, who said the car had been privately appraised at “a little over $2 million”, explained: “It was never about how much we could get for her. It was only about finding the right thing for the Castle Duesenberg.” Open-market valuation would be hard to discern. A 2018 Gooding & Co. auction at Pebble Beach had set a new record as a 1935 Duesenberg SSJ, once owned by Gary Cooper, had sold for $22 million. But this was not an SSJ, and the Castles were not movie stars. The highest price paid for a Model A was $407,000 in 2017, explained John Wiley, a senior analyst at collector-car membership, insurance and media organisation Hagerty. The Castle Duesenberg was surely worth more than that, Wiley said. But how much more?

THE CAR MUSEUMS GIVING VIRTUAL TOURS A few museums are able to provide regular virtual tours of their exhibits – but don’t forget others are in urgent need of financial help

ABOVE FROM LEFT Model A spent its life with the Castle family before being gifted to the museum. “At least $2 million,” he estimated. With the Castles’ blessing, McCall began having informal chats with prospective new owners – including the Petersen Automotive Museum, Smithsonian, Henry Ford Museum and even private collector Jay Leno. But then McCall spoke with Eric Killorin, consultant for collector cars, frequent Pebble Beach judge and Model A technician for the Auburn Cord Duesenberg Club. Killorin had just arranged the acquisition of a Model A chassis for the Auburn Cord Duesenberg Automobile Museum. He recalled: “McCall said: ‘I have some friends named Castle who are struggling with a succession plan.’” What followed was six months of delicate conversation, involving principally the Castles’ concerns about the Duesey’s future. According to McCall, the family seemed poised several times to withdraw the offer. “I won’t kid you here,” CyrAnn

‘A family giving a car to a museum after a century of owning it is unprecedented’

said, confirming that. “It was very emotional and frightening at the same time. We had long and deep conversations about this – are we doing the right thing?” It was ultimately the museum’s guarantee that the car would always be on display and be shown at public events, and that ownership could never be transferred except to another non-profit museum, that finally sealed the deal. Killorin, after helping broker the deal, said he could think of nothing comparable: “A family giving a car to a museum, without compensation, after a century of owning it. That’s unprecedented by itself,” the veteran concours judge said. “And it’s a Duesenberg; the first Duesenberg. And it’s been restored to perfection.” Even so, the parting was painful. On the December day that a 70-foot car carrier arrived at the Castle home, Chris and CyrAnn got into the Model A and motored it down the driveway to be loaded up and taken away. Halfway there, it sputtered and died. “We both started crying,” CyrAnn said. “It was like she didn’t want to leave us. Then we realised, oh, she’s just out of gas...” For their part, the Castles are at peace, and feel they’ve done right by the car and the family that treasured it for 100 years. “She’ll always be in our hearts,” CyrAnn said. “But now she is in the people’s hearts. She is like the people’s Duesenberg now.”

THE POSTPONEMENT OF car events around the planet has attracted much attention and disappointment – but the world’s car museums are of course facing the same problem seven days a week. Now some of the leading museums are offering virtual tours. The Petersen Automotive Museum in Los Angeles was one of the first to do so, giving one-hour virtual tours of its famous storage vault, where rare and exotic cars are stored while they’re not on show in public areas. The tours are lead by collection manager Dana Williamson for a $3 free, which goes towards staff costs and essential maintenance of the cars during shutdown. There are more details on www.petersen.org. You’ll find details of the museum’s free online educational programme on www.petersen.org/onlineeducation, too. The museum also ran a virtual car show in April, accepting vehicle entries from all across the world. Look out on its website for further similar shows. Still in California, the Mullin Automotive Museum in Oxnard is also streaming free tours via Instagram Live. The docent-led tour covers some of the amazing stories

behind the museum’s French car collection, which includes one of the largest Bugatti selections in the world. Museum founder Peter Mullin also appears, and you’ll see the famed ‘Bugatti in the lake’ exhibit. Look out on the Instagram feed for the next tour at @mullinmuseum or visit the website at www. mullinautomotivemuseum. com for more details. Another American museum to introduce virtual tours is the AACA in Hershey. They’re led by the museum’s executive director Jeffrey Bliemeister – there are more details at www.aacamuseum.org. Some of the manufacturer museums have also been providing excellent virtual tours – most notably Porsche, Mercedes and Toyota. Another way of accessing many of these museums is via Google Street View, which now show the insides of the facilities. These include Museo Lamborghini, the Lane Motor Museum, the Toyota Museum, Museo Ferrari, The Henry Ford, the Honda Collection and many others. When you come across virtual museum tours, please post them to the Magneto magazine Facebook page when possible.

ABOVE Mullin is among museums staging lockdown virtual tours

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INTERVIEW

AMELIA ISLAND FOUNDER BILL WARNER The 2020 Amelia Island Concours d’Elegance in Florida was a fantastic celebration of the event’s 25th anniversary. Bill Warner recalls the highs and lows of the preceding years

And your best memories of the past 25 years of the concours? Getting sprayed in Champagne by Dan Gurney! We were giving out the awards, and he shook up the bottle like he did at Le Mans; he looked at me with this grin on his face and soaked me from top to bottom. Also, when John Surtees was supposed to present the award to the MV Agusta on which he won the championship. I looked round and he had left! Then we hear this screaming coming up the fairway and it’s Surtees on the bike itself, revving it to 10 grand. It was just fabulous. How did the concours start? The public relations lady from the Ritz-Carlton at Amelia Island called. They wanted to do a show like Pebble Beach on Easter Sunday, because that was a slow day for them. We did it on Easter Sunday, which was the dumbest thing we ever did. Even NASCAR knows not to race at Easter or on Mothers’ Day. What were your expectations? To get to the next year! We had 2400 people, it was a grey day, we had 120 cars. My mind was: “I hope we can pay the bills and do this next year.” I wish I could tell you I was a visionary. What’s the secret of the success? People. So many shows concentrate on getting the great cars, and that is good – but at Amelia you can see Brian Redman, David Hobbs, Johnny Rutherford, Don Garlits... all the heroes. I think that’s important. What’s been your favourite car? Number one would have to be 722, the Mercedes 300SLR Mille Miglia winner. Second would be the Dan Gurney Eagle-Weslake, the 1967

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Belgian Grand Prix winner, and third is Chaparral 2. I run a concours and my three favourites are race cars! For street cars, the Phantom Corsair, the Mormon Meteor and the Mercedes Autobahn Kurier. Your favourite honouree? That’s like choosing your favourite child. Stirling Moss was always special, because he was my childhood hero and he was also a hero to people such as Derek Bell and Brian Redman. What’s the most stressful aspect? When you live in Florida, rain could come any day. We’re rolling millions of dollars of dice on the weather. In 25 years we only had one deluge, which was 2003, and we were out of business. A bunch of collectors got together and raised enough money for us to get to the next year. The biggest stress I have, though, is that people on the Island have taken advantage of us; the cost of doing business is phenomenally high, yet we bring in $25 million to the area. What about COVID-19? We were always the second full weekend in March. The Players Golf Championship is played in Ponte Vedra, just down the road from us, and they announced they’d be the same weekend in 2020. I went to the Ritz and said we have to go a week earlier. I had to renegotiate all our contracts, but as it turned out the Lord was looking after us. The Players Championship had to cancel because of the virus. Sometimes it’s better to be lucky than smart... What comes next? We’re planning for the concours to take place in March 2021, but we’ll have a contingency in the event that the virus is still around – but if this situation still exists, there are more problems in the world than someone having a concours d’elegance. The concours is planned for March 4-7, 2021. See www.ameliaconcours.org.

INTERVIEW BY DAVID LILLYWHITE

What was the highlight of 2020’s Amelia Island for you? I really enjoyed the parade of Sunoco Camaros come thundering up. I like noise; I like to shake up the crowd!

CHATTANOOGA

BOOK EXTRACT

BEST OF THE BOOKS

Tragedy and triumph; F1’s early years

The quality of automotive publications is on the rise. Here are some of the latest gems THE ALL-AMERICAN HERO AND JAGUAR’S RACING E-TYPES

312P – ONE OF FERRARI’S MOST BEAUTIFUL RACERS Look beyond the cumbersome title, for here you have one of the best books seen so far this year, from the renowned McKlein Publishing company, written by Gianni Agnesa. It documents the Ferrari 312P, built for the 1969 World Sportscar Championship. It wasn’t the most successful of Ferrari’s race cars but it was, undoubtedly, “one of its most beautiful”. Just three were built, and they’re documented in the book from original build to current day with absolutely stunning period pictures and more recent photography, even showing stripped-down engines. The text is in English, Italian and German, but it’s clearly laid out and doesn’t detract from the appeal of the book. With 264 pages and a slipcase, the price of €89.90 seems extremely reasonable. www.mckleinstore.com

FORMULA 1, CAR BY CAR 1950-’59 We won’t say too much because you can read an extract on this very page. The book, by Peter Higham, is £50 for 304 pages, and documents the early Formula 1 days year by year in great – and fascinating – detail. www.evropublishing.com

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Another long title, and this one with the subtitle of Briggs Cunningham’s Le Mans Dream, US road racing and the legendary Jaguar E-type. To be fair, it does what it says on the cover, with the usual Porter Press high production values and comprehensive text by Phillip Bingham. It tells the story of how the E-type was developed into a race winner, intertwining the story with that of Briggs Cunningham, who seemed to excel at everything he turned his hand to, even the America’s Cup. As expected the period photography is superb, but the quality of writing is impressive, too, making for an entertaining read rather than a dreary trudge through history. The 288-page hardback is well priced at £60. www.porterpress.co.uk.

TAKE RISK! You can trust Richard Noble to give you a short title but a thrilling read. Noble is best known for Thrust 2, which brought the Land Speed Record back to Britain in 1983, and for the supersonic Thrust SSC, which set the current record of 763mph in 1997 – but he’s also worked with the AVR Aircraft, the Farnborough Aircraft, the JCB Dieselmax and Bloodhound. You’d be forgiven for expecting a rollicking romp through Noble’s own speed-record achievements, but this is more than that, documenting the many other people behind the projects, the highs and the lows, and the fascinating stories. Above all, Noble is passionate about British engineering, and that shines through. The audio book and the tours due to follow will highlight Noble’s passion still more. The hardback is £19.99 , the Kindle is £7.99 and the audio book £16.99. www.evropublishing.com

Brand-new volume Formula 1, Car by Car 1950-’59 looks at the formative decade of this seminal series. This is an extract from the ‘Fangio Prevails in Racing’s Darkest Hour’ chapter

THE 1955 SEASON brought a terrible catalogue of tragedies that threatened the very existence of the sport. In the third hour of the Le Mans 24 Hours, and completing his 34th lap, the Mercedes-Benz 300SLR of ‘Pierre Levegh’ was launched into the crowd opposite the pits. ‘Levegh’ and over 80 spectators were killed in the worst accident in motor-racing history. It had already been a bleak summer, with double World Champion Alberto Ascari and defending Indianapolis 500 winner Bill Vukovich both killed in May. Racing was temporarily outlawed in France, Italy and Germany, while Switzerland only lifted its ban for Zürich’s Formula E race in 2018. The original F1 calendar had been ratified by the Fédération Internationale de l’Automobile in Paris on October 6, 1954, with the Monaco and Dutch GPs restored. The best five scores would decide the World Champion. But the French GP was postponed and German, Swiss and Spanish GPs all cancelled following the Le Mans disaster. No alternative date for the French GP could be found, so only seven championship rounds (including Indy) were held. The Royal

Automobile Club switched the British GP to the new circuit at Aintree, with the British Automobile Racing Club responsible for organisation and The Daily Telegraph providing publicity. In the wake of the race cancellations, Ken Gregory of the British Racing & Sports Car Club offered to organise a second GP in Britain, but the RAC did not accept. Monza was rebuilt with new 45-degree concrete banking that proved excessively bumpy, shaking the drivers mercilessly and testing suspension and tyres to the limit. The race organiser considered a compulsory mid-race tyre change when the Lancia-Ferraris suffered delamination during practice. New facilities such as the paddock tunnel, shops and restaurants proved less controversial. Mercedes-Benz management realised it needed a top-line teammate to support World Champion Juan Manuel Fangio, who re-signed as number-one driver in December. Maserati hoped Stirling Moss would remain, but he tested for Mercedes at Hockenheim on December 4, 1954 and signed in London five days later. Hermann Lang was released, while Hans Herrmann and Karl Kling were both retained. The Mercedes-Benz

S T A R T E R

‘Whether or not Fangio handed Moss his victory or was genuinely beaten has been a matter of conjecture’

stages. With 3-litre sports car engines fitted for the Formule Libre Buenos Aires GP, Fangio won on aggregate with Moss second. Moss’s greatest win so far followed in the Mille Miglia with Motor Sport’s continental correspondent Denis Jenkinson navigating. Kling broke three ribs during that race when he crashed into a tree near Rome, so Herrmann drove the third W196 in Monaco. Fangio and Moss handled ultra-short-wheelbase versions with front brakes mounted outboard. Practice began badly when Herrmann crashed through a palisade on the ascent to Casino Square and broke his hip. Searching for a replacement driver, team manager Alfred Neubauer found Ecurie Rosier’s André Simon in the Hotel Mirabeau and the Frenchman accepted the spare Mercedes for the race. Having beaten Rudolf Caracciola’s 18-year qualifying record (with the great pre-war champion in attendance), Fangio retired from the lead. Taking over at the front, Moss had almost lapped the field when he coasted to a halt not far from the finish line, so he waited for winner Maurice Trintignant to complete the race before pushing his crippled car home to claim ninth place. Simon’s

engine refused to run cleanly and he was 12th when an oil pipe broke. Fangio and Moss ran 1-2 throughout the Belgian GP while Kling, fit again, retired from fourth place. Mercedes-Benz’s withdrawal had already been mooted in the pages of The Autocar before the Le Mans disaster on June 11, and the company’s decision to quit GP racing at the end of the season was confirmed by the end of the month. The Dutch GP followed a week after Le Mans, and Fangio, Moss and Kling lined up on an all-silver front row. Fangio and Moss scored another dominant 1-2, but Kling spun out at the back of the circuit while defending his fifth position from Roberto Mières. A fourth entry was added for veteran Piero Taruffi at the British GP, with all four drivers in short-specification W196s. Fangio and Moss juggled the lead, but it was Moss who won by 0.2sec in a 1-2-3-4 finish for the team. Whether or not Fangio handed Moss his breakthrough victory or was genuinely beaten has been a matter of conjecture ever since. Ten weeks passed before the next championship race – the final round at Monza. Mercedes entered the same quartet with Fangio and Moss

ABOVE FROM LEFT ‘The Maestro’ Fangio and British star Moss were both stand-out F1 stars. in medium-length streamliners and Kling and Taruffi in open-wheelers. The old long streamliner, only one of which had been sent to Monza, handled better than its shorter successor, so Fangio chose it for practice and the race. A new long streamliner was built up at Untertürkheim with 1954 bodywork, and transported to Monza on Saturday for Moss. Fangio led all but one lap, and Taruffi followed him home in another formation 1-2. Running second behind Fangio, Moss’s windscreen was shattered by a stone and he dropped to eighth during a 1min 40sec stop to replace it. He lapped at record pace as he recovered before a piston failed after 27 laps. The often-unlucky Kling was second when his gearbox seized after 32 laps. With ‘ace commentator’ Luis Elías Sojit reporting his every power slide and followed by a boisterous band of Argentine fans, Fangio was crowned World Champion for the third time with Moss runner-up. Formula 1, Car by Car 1950-’59 by Peter Higham is available from www.evropublishing.com.

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MOTORSPORT IMAGES

W196 was modified with lighter chassis and power increased from 260bhp to 290bhp. Three different wheelbase variations were produced for slow, medium and fast circuits. The Argentine GP was among the hottest races in history, and almost every driver needed relief during the course of it. The ‘superhuman’ Fangio drove a medium-wheelbase chassis unaided for three hours, including a three-minute pitstop for fuel and refreshments on lap 34, and won by 1min 29.6sec. Moss was second when a vapour lock in a fuel line forced his 1954-specification (long) W196 to retire. He persuaded over-eager medical staff that he did not have sunstroke before taking over Herrmann’s car (which Kling had also driven) to finish fourth. Kling crashed his own 1955 mediumlength chassis during the early

1937 Riley Sprite Two Seat Sports Ex-Works 1937 Monte Carlo Rally & 1937/38 MCC Trials Entry UK registration ‘CDU 63’ Riley four-cylinder 1.5 litre engine Extensive period competition history Properly restored with correct matching numbers Mille Miglia entry 2020

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

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California

Connecticut

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

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mmgarage.com mmgarage.com

Miles Morris Miles Morris miles@mmgarage.com miles@mmgarage.com o: 203.222.3862 c: 203.722.3333

o: 203.222.3862 c: 203.722.3333

S T A R T E R

BUILT BY TOJEIRO, RACED BY MOSS

This famous MG special, father to the AC Ace and with Stirling Moss history, has just come up for sale in Germany

THERE WILL BE more, of course; but of the many cars out there with Stirling Moss history, the 1953 Tojeiro ‘Leonard Special’ was one that was already for sale before the great man passed away. It’s a fascinating machine, often referred to as the most famous privateer racing MG, and also the forerunner of the AC Ace. It was built by engineer John Tojeiro who, after serving as a fitter in the Fleet Air Arm during World War Two, started to dabble in home-built specials. His first attempts were fitted with a rudimentary body, but then came a Ferrari 166-lookalike with a Bristol engine – followed by two or three MG-powered versions. This is one of those cars, raced by Lionel Leonard, Eric Brandon, David Blakely, Les Leston and Stirling Moss, who is said to have driven it in the 1954 British Empire Trophy.

It’s powered by a tuned MG XPAG straight-four from a T-series, producing well in excess of 100bhp. Suspension is by transverse leaf both front and rear. It was these alloy-bodied Tojeiros that caught the eye of Charles Hurlock of AC Cars, at a time when the company was desperate for a new model to replace its dated sports cars and saloons. Although there was interest from elsewhere to build a series of the Tojeiro specials, John Tojeiro accepted an offer from AC to pay a royalty of £5 per model, limited to 100 cars. And so, with some restyling, the AC Ace was born – and that was later to provide the basis of the Cobra, initially still on the Tojeiro leaf-sprung chassis. As for LOY 501, it’s for sale in Germany with well known dealer ChromeCars, www.chromecars.de.

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25 years since McLaren’s surprise win The anniversary of the 1-3-4-5 finish at Le Mans is set to be marked with a line-up of four F1 GTRs at Hampton Court

THERE ARE CERTAIN facts that are guaranteed to make you feel old. How about the fact that it’s 25 years ago that McLaren won the Le Mans 24 Hours in the F1 GTR? If you were there you’ll remember (with a shudder) that it was one of the wettest Le Mans in history, but you’ll also remember the jubilation of the British crowd when the McLarens finished first, third, fourth, fifth and 13th, with only the WSCclass Porsche-engined Courage C34 spoiling the fun by finishing second. Le Mans this year, of course, has been moved from June to September, but four of the five F1 GTRs that so dominated the 1995 race are to be displayed – pandemic allowing – at the Concours of Elegance in September at Hampton Court. The line-up includes car 01R, the surprise winner. It was a closely fought race from the beginning. The LMP1 class had been phased out in favour of World Sportscar, and there was a strong interest in the GT1 and GT2 classes. Altogether there were an amazing 99 entries – with the new McLaren F1 GTRs in the GT1 class. It’s widely known that Gordon Murray hadn’t designed the F1 as a race car, and didn’t even want it to be raced. In fact, though, it was well suited to the GT1 class, with its 900kg minimum weight stipulation and near-perfect power-to-weight ratio for the ACO’s regulations. The modifications from road to race car were relatively basic: extra cooling ducts, adjustable wing on the rear, carbon brakes, stripped-out interior, roll cage and a restrictor in the engine intake to limit power to the ACO-stipulated 600PS (592bhp). The GTR had already won six of its seven races in the GT series that year, and it went in with a strong line-up of drivers: the Mach One team entry fielded previous Le Mans winners Andy Wallace and Derek Bell, along with Derek’s hotshot son

LEFT The 1995 Le Mans McLarens. From top, the Mach One Harrods entry of Wallace/Bell/ Bell, followed by the winning JJ Lehto car; the Gulf of Blundell and co; the two French entries; and the fifth-place Giroix Racing car.

Justin. The Gulf Racing entry featured F1 driver Mark Blundell with Ray Bellm and Maurizio Sandro Salo. Initially, the WSC and LMP2 cars predictably led, until the rain came... Soon the McLarens had caught up, and by nightfall they were first, second and third. No one at McLaren had expected that. One McLaren dropped out at 3am with clutch problems, but the Wallace/Bell/Bell car took the lead, with heroic stints through the night. Wallace even drove on slicks through the rain for a while. The pressure was still on, though,

‘Initially the WSC and LMP2 cars predictably led, until the rain came...’ with the WSC Courage pushing close behind. Then, with just two hours to go, the Mach One Racing McLaren of Wallace and the two Bells pitted with gear-selection problems, which proved impossible to fix quickly. After several minutes’ delay, Derek Bell managed to get the transmission into sixth gear and drove the rest of the race in that one ratio – unsurprisingly dropping to third. So it fell to the Tokyo Ueno Clinicsponsored Kokusai Kaihatsu Racing McLaren to fight for the lead. It was the car that no one had expected to win; headed by Paul Lanzante, a Le Mans rookie, the car itself was a development chassis entered at the last minute. But with Finnish driver JJ Lehto giving it his all in one of the greatest-ever Le Mans, it came first. The four F1 GTRs will be shown in a 25th anniversary display at the Concours of Elegance, Hampton Court on September 4-6. More at www.concoursofelegance.co.uk.

2020 RACE SCHEDULE

Photo by Bob Heathcote

What’s around the corner, besides authentic and historic cars tearing through Laguna Seca’s famous Corkscrew? Live music, go-karting, camping, and great local food for starters. Throw in free paddock access and free parking, and there’s no better fun around.

JULY 10-12 JULY 23-26 AUG. 8-9 AUG. 13-16 SEPT. 4-6 SEPT. 18-20 DEC. 3-6

GEICO MOTORCYCLE MOTOAMERICA SUPERBIKE SPEEDFEST AT MONTEREY FERRARI CHALLENGE SERIES MONTEREY PRE-REUNION ROLEX MONTEREY MOTORSPORTS REUNION HYUNDAI MONTEREY SPORTSCAR CHAMPIONSHIP FIRESTONE GRAND PRIX OF MONTEREY TRANS AM SPEEDFEST

MONTEREY,

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Tickets and camping info at 831 242 8200 or WeatherTechRaceway.com

LIFE IS BETTER AT THE TRACK

S T A R T E R

LEFT FCA Heritage tuning kit: barrels, pistons, camshaft, carb, exhaust and even an alloy sump.

ABARTH HISTORY IN A WOODEN BOX

Of all the new products around, this is our favourite – a complete Abarth 595 tuning kit just like Carlo made in 1963

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YOU KNOW THE story. Carlo Abarth, born Karl Albert Abarth in Austria but later to become a naturalised Italian citizen, started out racing motorcycles. After one accident too many he turned to cars, soon co-founding the company that became Cisitalia. In 1949 he formed the Abarth & C. company, with his scorpion birth sign as its logo, building race cars and selling exhausts. From simple systems for Lambrettas, Abarth moved into complete tuning kits, particularly for Fiats – the thenubiquitous 500 being an obvious target. The result was the famous Abarth 595 version of the 500. Fiat later bought Abarth, in 1971, and Carlo remained at its head for some time. It still owns the brand as

part of the FCA Group, and Abarth is still the badge on hot Fiat 500s. A genuine 1960s Abarth 595 is a valuable machine now, but honest replicas have always been popular, accepted and sought after. Now FCA Heritage has launched a re-edition of the classic tuning kit sold by Abarth from 1963. Each set comes in a replica of the original wooden crate in which Abarth sent out the kits back in the 1960s. These are decorated with original-style Abarth graphics All the mechanical components needed to upgrade the engine of classic Fiat 500s, or to replace the worn mechanical parts of original Abarth 595s, are included in the kit. Each one contains two oversize 73.5mm barrels and matching pistons, a set of uprated valve springs, a cylinder-head gasket, a performance camshaft, a Weber 28 IMB 5/250 carburettor, an adapter to fit the carburettor, a beautiful cast-alloy sump, an oil pick-up extension and uprated oilpump valve spring, an inlet-manifold baffle and, perhaps best of all, a complete Abarth Record Monza exhaust system with fitting brackets. There’s probably never been an easier, more evocative way to hop up a Fiat 500 since the original Abarth kit was introduced. The kit is one of a number of initiatives by the fast-growing FCA Heritage department to remanufacture the most sought after original spares. They so far include reprints of owners’ manuals, as well as Lancia Integrale bumpers made using the original moulds and now available in limited numbers. More spares are expected to follow, according to demand. Meantime, the Abarth 595 kits are available on www.fcaheritage.com for €1952 plus shipping.

Screen time. Sometimes the best way to connect is to disconnect. And what better way to disconnect than getting behind the wheel? At Hagerty, everything we do - Insurance, Car Values, Entertainment - is focused on making it easier for you to enjoy buying, owning, driving and dreaming about the cars you love. Call our team of knowledgeable enthusiasts for exceptional service, competitive premiums, comprehensive insurance options and more.

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S T A R T E R

Isolation Island Concours When all events are off, what do you do? Magneto contributor Andy Reid’s solution has inspired car-show enthusiasts worldwide

WITH JUST ABOUT every classic car event cancelled, I had a crazy idea. It happened while I was cleaning my home office and rearranging my diecast model cars. I first wondered how I had ever managed to acquire so many of these cars. And then, since I spend a lot of my time at events as a concours judge, I thought why not hold a diecast or resin model concours d’elegance on Facebook, judged by top-tier concours judges? I got on the phone and made calls to judges Ken Gross, Paul Sable, Paul Russell, Michael Furman, Cam Ingram and others. All thought this was a great idea and agreed to judge. I made the rules simple: a price limit of $350, a scale of 1/43, 1/24 or 1/18, and a request for a small donation to a charity local to them that’s suffering during this time – if the car owner could afford it. I then called up Bill Warner, the Amelia Island Concours founder and chairman, for advice. After more than an hour on the phone, we came up with a name and the classes for the concours. Bill’s idea, which we went with, was the Isolation Island

ABOVE The winning Alfa Romeo 33 (main picture) and a selection of entrants – much easier to garage than the usual concours machinery. Concours d’ Elegance. My next step was to call photographer Dirk de Jager, and using his images and my rules, instructions and class descriptions, I put the page up on Facebook and shared it on my own personal social media account. Well, it took off like wildfire. By the

‘Why not hold a model concours on Facebook judged by top-tier concours judges?’

end of the week we had 184 entries and donations – that we know of – of more than $10,000 to 84 different charities. The classes, as with a fullsize concours, include everything from pre-war to Porsche, Aston Martin and Jaguar to numerous racing classes. We’ve even included a Lemons-style class: Misfit Toys. Most surprising is that several serious concours competitors have decided to enter cars, most notably Bruce McCaw and Jon Shirley, both former Pebble Beach winners. The judges’ list is a veritable who’s who, and includes Le Mans victor David Hobbs, Pebble Beach-winning restorer Paul Russell, global head of design for Fiat Chrysler Ralph Gilles, multiple IMSA GTU and SCCA TransAm champion Tommy Kendall, Hagerty CEO McKeel Hagerty and Magneto contributors Massimo Dèlbo and Ken Gross. The concours runs in weekly editions, and at the time of writing the first had just been completed. The inaugural Best Of Show was awarded to the 1967 Alfa Romeo 33 Stradale Prototipo (pictured) owned by Sean Zeeck, with the Chairman’s Choice going to the 1937 Alfa Romeo 8C 2900 owned by Molly McCall. Of the other 20 awards, winners were as diverse as a Lotus 72 F1 car, Porsche 356 Outlaw, Alfa Duetto, Auto Union Type C, Ferrari 166 and – winner of the Misfits class – a VAM Lerma, from AMC’s Mexican division. Bear in mind that’s just in the first week! There are trophies awarded for all winners as well as special awards and other goodies. The trophies are being created by Motorology.com. Title sponsor is haydenwood.com and associate sponsors include classiccars.com, Hagerty DriveShare, Sports Car Market and Magneto. In this time of forced isolation I’m hoping that we’ve created a way for us all to have fun with our cars – even if those cars are slightly smaller than our usual concours entries. On the plus side, transport is much cheaper and you don’t even need to book an aeroplane ticket to get there. Enter a car and join in the fun. See www.isolationislandconcours.com.

MAGNETO

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STIRLING

Youâ&#x20AC;&#x2122;ve read the obituaries, you

know the race results.

But what about

SI R STIRLING

the man the himself man himself ? Doug?Nye Doug Nye

remembers remembers a great afriend great friend

MOSS

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LEFT 1957: LEFT After 1957: After Stirling swapped Stirling swapped his misfiring his misfiring VanwallVanwall for Tonyfor Tony Brooks’ car, Brooks’ the car, the pair blitzed pairtoblitzed to the first-ever the first-ever all-British all-British win win in a world in titlea world titlequalifying qualifying GP. GP.

WARRIOR WARRIOR

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ABOVE Forever associated with Moss; he ordered helmets through London hatmaker Herbert Johnson.

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The phone call from Stuart Pringle of the BRDC early on Easter Sunday morning was pointedly brief: “I’m afraid Stirling’s gone…” Here was the news we had long feared. Not just an old hero, an old friend, but a widely cherished national treasure, had left us. We don’t have to believe it… memories of him will surely prove indelible. The sad event was not unexpected, for Stirling had been laid low, ironically by a mysterious Asian virus, in December 2016. The fact it had attacked perhaps the single most competitive human organism on the planet is witnessed by Stirling’s three-and-a-half-year fight against its aftermath. The present pain for his utterly devoted wife Susie and their family has since been eased, one hopes, by the remarkable and spontaneous outpouring of public affection, love and respect from across the globe. W O R D S D O U G N Y E P H O T O G R A P H Y G P L I B R A R Y, T O D D S U T H E R L A N D

RIGHT Stirling RIGHT Stirling carries thecarries laurelsthe laurels won in thewon 1955in the 1955 Mille Miglia, Mille Miglia, still fresh faced still fresh faced (although (although filthy) filthy) after completing after completing the gruelling the gruelling 1000-mile1000-mile race in race in just ten hours. just ten hours.

WINNER WINNER

Over more than 70 years, Stirling had been part of the fabric of British national life. His fame and celebrity extended way beyond the mere motor-sporting world. His became a household name, almost by happenstance brilliantly well promoted way beyond the parochial confines of motor sport itself. While on track he consistently won races and achieved the seemingly unachievable; he also became an instantly recognisable major-league celebrity, not just in the home country he so loved – and which he was always so proud to represent – but worldwide. Thinking of the man right now, while feeling the burn of his passing, sparks so much... I think I first became aware of him in 1950, when he was a 20-year-old kid driving HWMs in Europe, then – the day before his 21st birthday – winning the RAC TT in Tommy Wisdom’s loaned Jaguar XK120 at Dundrod. Why a loaned private car? Because British big industry at that time feared association with such a precocious young ‘scorcher’. Just picture the wise old motor-industry heads: Moss too young to have known wartime service, plainly enjoying too carefree a good life since, ‘plainly’ too quick for his own good. This will end in tears. When it does, we don’t want our brand involved… In fact, it had been the Italian tifosi who first recognised precocious talent rather than youthful insouciance. When Stirling’s supportive father Alfred took him to race at Lake Garda in 1949 in their twin-cylinder Cooper ‘1000’, he promptly finished third behind two V12 Ferraris, and won his class by four minutes. The enraptured Italian racing world applauded and recognised a budding British star. They were right. They would see much more from him… and he loved them in return. I’m told when I was five I couldn’t pronounce his name properly but kept pestering mum and dad for the latest news of ‘Sterly’ Moss; Dinky Toys racing cars, carpet circuits lined by nearscale balsa-wood straw bales where ‘Sterly’ would always win. I never, ever, even dreamed one day I’d get to know him, work with him, be greeted as a friend. But for any British motorracing fan who grew up through the late 1940s into the early ’60s, ‘Stirling Moss’ was just part of life. And he worked at becoming an accessible one, as well. His fame of course exploded globally when he won the 1955 Mille Miglia for MercedesBenz – navigated by our mutual, and utterly fearless, friend Denis Jenkinson – in what must count, surely, as the greatest single day’s winning drive in motor-sporting history: 1000 miles around Italy on public roads in 72

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just ten hours seven minutes 48 seconds. Years later, Stirling would extol the virtues of “the wonderful banana”. After Jenks had offered him orange segments as they ripped along, and taking one Stirl had found it soaked in engine oil and caked with a crust of road grit and brake dust “…looking like a shrimp someone had dropped on the floor then stood upon…”, Jenks made amends by proffering a freshly peeled banana; “…hermetically sealed until that moment – it was great.” You see: the Moss eye for detail. Memories... spending time with him – even throwing snowballs at him – at the freezing ’70s launch of the Triumph Dolomite Sprint, in Switzerland. While Leyland PR people chewed their fingernails anxiously, we intrepid journos were all slipping and sliding around the snowbound test route trying to be like Stirling Moss. Yet here he was, slithering past into that next icy apex – the man himself – right hand raised in thanks, or derision…

‘We’d build for him the best car we could, and be confident he’d use all of it... everything you could possibly give him’ He told me then about his Sunbeam-Talbot, finishing second on the snowy ’52 Monte Carlo Rally, three-up with John A. Cooper of The Autocar beside him navigating and Desmond Scannell of the BRDC on the back seat, busy brewing tea and serving bacon sarnies. Now how quintessentially British was that? In the early 1980s we spent an hilarious few days following the Monte mountain route with him and Erik Carlsson, lunching in his favourite Bec Rouge café just up above the Casino, Stirl chiding me on my weirdy beard. Most vividly I remember us standing in a line beside the steep descent from the Col de Turini, peeing into a roadside ravine, and my reminding him he’d have come careering down here in his Sunbeam, on snow and sheet ice, with tyre chains. “Didn’t the thought of sliding off and falling down there…” – about 300 feet – “…bother you?” “No, boy, of course not,” he snorted. “I’d never have gone down there – it would’ve hurt!” The unreal self confidence of A Racer. While, during his 14-year frontline career, he earned a justified reputation for being laser

focused, demanding, certainly money-centric, he was also always engaging, when possible accommodating, and boy (as he would say) couldn’t he deliver… He had enormous natural drive and energy, he was meticulously professional, electric, restless… and legendarily impatient. Decades later Stirl was asked at an enthusiasts’ Q&A session: “How do you define the difference between a racing driver and A Racer?” His answer was instant: “Oh that’s easy – a racing driver just walks upstairs. A Racer runs up them…” And he would. The famous gadget-laden house he built in Mayfair has a narrow spiral staircase leading up from his ground-floor office. There was of course the ultimately notorious lift, but he’d always prefer to run up and down that curving staircase: “Keeps you fit, boy, you should have one…” On an early visit to that cutting-edge house he insisted upon demonstrating its futuristic fittings. He had a dining table which lowered from the ceiling on cables. “Watch this, boy!” he cried, hitting the wall switch. Cue whirr of electric motors, the tabletop began to lower, six inches, eight – groink! It jammed solid, still high above our heads, then refused to shift further. “Oh bugger – never mind, look at this, boy!” In the loo, a heated toilet seat. I touched it – stone cold. “Aah – never mind,” and only then could we talk racing. One day in the mid-’80s he phoned and asked: “Are you in tomorrow, boy? I want to come and see you…” “Oh, err, yes of course Stirl,” I replied, puzzled. “Great! See you there at 11. Ciao ciao!” – his habitual Italian farewell, so cool in the dolce vita years of the early ’50s, sounding so dated 30 years later. I turned to my wife, really puzzled. “Stirl wants to come down to see us tomorrow… He’d never spend the time unless there’s an earner in it for him. What the hell can he have in mind?” Well that was the start of our first book together, My Cars, My Career. When we later did a Pirelli book on Fangio I saw another side of Stirling as we spent hours in Italy with The Old Boy – and Stirl became very much the adoring former pupil, exploring past times with his mentor, exemplar and, yes, personal hero. His degree of deference was slight but still heart-warmingly evident. “D’you know,” he later confided, “Juan pulled one of my girlfriends once, but I couldn’t be angry – I more admired his taste…” After a year reprising his frontline career, laying photographs before him in the Mayfair house, old magazine articles, news clips, my innately immense respect for Stirl became infinite. Stirling would never fire a flip instant

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ABOVE Note the trademark-tiny signature on these authenticated overalls by Les Leston.

MAGNETO

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LEFT Stirling LEFT Stirling gracefully gracefully pilots pilots the giant-killing the giant-killing Lotus 18 through Lotus 18 through Station Hairpin Station Hairpin during theduring 1961 the 1961 Monaco GP Monaco â&#x20AC;&#x201C; one GP â&#x20AC;&#x201C; one of his greatest-ever of his greatest-ever wins, against wins, theagainst the might of Ferrari. might of Ferrari.

ARTIST ARTIST

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ABOVE The goggles from Stirlingâ&#x20AC;&#x2122;s 1962 Easter Monday crash, now at The Henry Ford.

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HENRY FORD MUSEUM

answer to even the most mundane and frequent question. Instead he would knuckle his temples and think hard before responding, intent upon being accurate – intent, above all, on doing a good job. Less frequent questions would take more time, as mentally he had to riffle through that once so-damaged (Easter Monday 1962) card index in his mind. And it was so rewarding when – as happened quite often – he would suddenly gasp: “I’ve got it! Yes! It comes back now…” and a detailed answer would emerge; a name, a place, another pretty girl he had spotted in the distant crowd. For years he would sometimes pass enquirers onto me, saying: “Ask Doug – he’s my memory.” Bloody nonsense; I might perhaps have helped him rebuild it, but the memories were his – and boy, what stories he could tell... Make no mistake, Stirling Moss was more than just a sportsman. He was a warrior. Every weekend – because motor racing within his era was so relentlessly dangerous – he would fight a potentially deadly duel. His diary entry for the practice day at Spa, 1960 Belgian GP, when his Lotus 18 lost a wheel, crashed violently, threw him out and he broke his back, reads: “Shunt. Nose. Back. Legs. Bruises. Bugger!” Seven weeks later – seven weeks – and he returned to racing, in Sweden. “Start money, 50 quid, boy!” Typical Stirl – in his memory, almost everything was “50 quid, boy!” His body bore the indelible marks of past reverses. Deep tanned, deep scarred, his broken boxer’s nose, healed old wounds inflicted by steel, aluminium, Perspex, asphalt – the story of a risk-all Racer effectively tattooed into him. When we went to visit after his famous vertical flight plan down that home lift shaft, Susie showed us into their bedroom where he lay with a frame over his shattered shins and feet to take the bedclothes’ weight. He was on immensely good form, vigorously chatting up my Valerie. I just stood there, gazing down at this irrepressible little nutbrown figure, impossible to believe that here was an 80-year-old who just ten days earlier had plummeted about 30 feet down a lift shaft. Tony Robinson first met Stirling when he joined Alf Francis and Ray Martin building his Cooper-Alta for 1953. He was later asked by Stirling’s long-time friend and manager Ken Gregory to join Alf again at Stirling Moss Ltd, running their new private Maserati 250F for 1954-’55. Now 90, Tony recalls: “We were based at Alf Moss’s White Cloud Farm at Tring. Stirling loved his gadgets, even then. We built up a Standard Ten saloon for him, Alf tweaked

the engine and I fitted wire wheels and a bell, like a police car. Stirling said: ‘Let’s go for a drive,’ and we went to a pub at Aston Clinton. I’ve never been so frightened on the public road, screaming up behind people, ringing the bell so they’d pull over and let us past… “Stirling was a great man, a great British institution. He didn’t suffer fools gladly, he was impatient – but very thorough, a man you liked to work for. Very rewarding. We’d build for him the best car we could, and be confident he’d use all of it… everything you could possibly give him. What more could a racing mechanic want?” After his works team service with Jaguar, Aston Martin, Maserati, Mercedes-Benz and Vanwall, he had reached his true pomp as the world’s standard-setting racing driver. He would end up second in the Drivers’ World Championship four years running, then third for another three years. Not winning the title hardly mattered, though it stung him each time.

‘The best summary of his performance came from secondplaced John Surtees: “He’s just not normal...”’ Regardless, he became The Man against whom every other driver judged his place. And as such he adored driving for private entrant Rob Walker. “I loved being the underdog,” he’d say, “…and we did it all on a handshake.” Rob would confirm: “We never had any contracts; it was all done by a ‘gentleman’s agreement’...” They only ever had one disagreement, at the 1960 United States GP at Riverside, when Stirling wanted the Lotus 18’s differential changed after practice but chief mechanic Alf Francis protested it would take all night and leave no time for proper pre-race preparation. Stirling had gone to the cinema. When he returned and found Rob had agreed that Alf should leave the worn diff in place, he exploded, and stormed back to their hotel. But around 2am race morning, Rob found a note pushed under his door reading: “You know whatever happens tomorrow I shall do my very utmost to win for you.” And win he did. As Stirling took the chequered flag, Alf waved the fresh crownwheel at him. But then when Stirling found that Rob hadn’t signalled him that someone else

had set fastest lap, he became grumpy again, because fastest lap paid an extra $1000. Rob replied: “As the diff was dodgy I thought winning the race would be enough.” And Stirling’s response was the classic: “If I’d had to go faster I’d have taken it out of myself, not the car…” Rob again: “His real hobby was girls. They used to come from all over the world to be with him… In Brussels he went to the airport to see one girl off to Paris, and waited there for half an hour to greet another coming in from Vienna. “One time in South Africa I went into his room and found him sitting there, doubled over, furiously knuckling his temples. I thought he was having a seizure. I asked: ‘Whatever’s the matter?’ and he said: ‘Just trying to remember a girl in town’s phone number. Met her here last year. Aah! Got it!’ he cried in triumph, dialled the number and sure enough – company for the weekend…” Rob’s long-time team mechanic Tony Cleverley: “I was just the boy working under Alf Francis when Stirling arrived. I thought he was just a great bloke – you just felt that the work you put into his cars was always appreciated, it was always certainly rewarded when you saw how much he’d then get out of the car. I remember his win, at Warwick Farm in Australia ’61. I was there on my own with him and the Lotus 18. It was about 110 degrees, absolutely blistering, everyone collapsing from the heat. We left the side panels off the Lotus to keep him cool. He was very grateful for that, told me he couldn’t have stood it much longer if we hadn’t…” Back Down Under the following year it was a case of ‘out of the motor-racing oven into the bath’, because the 1962 New Zealand Grand Prix at Ardmore aerodrome was virtually drowned by truly torrential rain. Stirling drove his Walker-entered 2½-litre Lotus 21 there, and despite such appalling conditions – in inchesdeep water – he utterly obliterated the field. He won hands down, from John Surtees, Bruce McLaren, and Jack Brabham. The Auckland newspaper reported: “Perhaps the best summary of his performance came from second-placed John Surtees… during the presentation: ‘He’s just not normal…’” As so often, John the Great spoke the truth. Tony Cleverley again: “With Stirling, you always met the same person – always. Whatever the result. That Easter Monday, I was at Pau with Trintignant winning in Rob’s Cooper when Stirling crashed our Lotus V8 – being run by UDT – at Goodwood. The first we heard of it was on the radio in the truck driving back through France. That was a grim drive… But he made it. Now I’ll miss him.” MAGNETO

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In more recent years, Historic racer Michael Wheatley and his wife Fran became close friends of the Mosses. Michael says: “Stirling could be difficult at times, but he had a great sense of fun. One evening we were going into Langan’s, the restaurant, and some chaps were standing outside, smoking. As we walked up one of them suddenly gasped out loud: ‘Hey, look, Stirling Moss!’ Stirling jumped as if he’d been shot, spun round, looked down the street, and said: ‘Christ! Where?’” On a cruise – which the Mosses and Wheatleys always enjoyed – a large American gentleman approached Michael, who’d just had a minor spat with Stirling, and said: “You’re Sir Stirling Moss, right?” Michael replied: “Err, no, actually I’m not, but he’s that chippy little soand-so over there…” The American strode over to Stirl, slapped him on the back and said: “Hey Chippy, glad to meet ya!” Enthusiast volunteer Bob Hall in America proudly recalls being selected as chauffeur for Stirling and Susie at the 2013 Santa Fe 78

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MATT HOWELL

‘He turned to me, mid-answer, live TV, to remark loudly: “Hey, smashing piece of crumpet this one!”’

Concorso: “I told Sir Stirling I was not going to try to impress him with my driving. He said: ‘That’s good. You can’t!’” After a Goodwood Revival, he and I were seated on a sofa in the canopied TV studio on the aerodrome while he was being interviewed by Dario Franchitti and the excellent female presenter Nicki Shields. She’d just asked him something when he turned to me, mid-answer, live TV, to remark loudly: “Hey, smashing piece of crumpet this one!” At which I, Dario and (to her immense credit) the blushing Ms Shields herself – and Stirl’s long-faithful Goodwood minder Darren Calver Smith – all absolutely cracked up. Hysterical is an often misused term, but that sun-soaked incident surely was… And I can personally vouch for the fact that, yes, ‘it’ really would happen… “Come on, boy,” he once restlessly bawled at me. “Just got to nip round to collect some paint,” for one of his numerous London properties. We jumped into his little Smart town car and he shot off past the Hilton hotel, straight without pause into

the packed traffic flow on Park Lane. I swear he barely glanced to his right, to spot a space. London was his city, and these were his streets. He just shot out, as if by right. And a motorcycle delivery rider nearly went over the handlebars into my passenger window, having been forced to brake so hard. He sat up astride his bike, glared, flipped open his helmet visor and bawled: “Who the ---- do you think you are? Stirling Moss? Oh!” And Stirl just waved, totally unfazed, said distractedly: “Thanks old boy,” and shot off into the fray. ‘The Boy’ was, indeed, a lifelong Racer – our lifelong British Racer – and so far as I am concerned, until last Easter Sunday, The Greatest Living Englishman. Thanks ‘Sterly’ – thank you so much. Thanks to Rob Arnold at Automobilia-UK for the use of the overalls, helmet, goggles and replica pace-notes roller. See www.automobilia-uk.com. Thanks also to The Henry Ford for the 1962 Goodwood crash goggles, www.thehenryford.org.

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“FOLLOW THAT CAR,” yells Peter Sellers to the familiar figure dressed incongruously in the formal uniform of a chauffeur. Stirling Moss duly turns on his heel and dashes off into the night – on foot. That it’s probably the best joke of the movie says much about the original Casino Royale, a camped-up James Bond spoof that falls well short of its cast led by the former Goon, David Niven and a young Woody Allen. But the scene is also a nugget to remind us just how ubiquitous Stirling Moss has always been. The movie was made in 1967, five years after the Goodwood accident that turned Moss from Britain’s most famous sportsman into a retired racing driver. Yet here he is, still in currency playing a cameo on the silver screen. They could have called on Graham Hill or Jimmy Clark, or even a youthful Jackie Stewart – but it was Stirling they wanted. Everyone always did. After all: “Who do you think you are…?” For more than five decades, from that fateful Easter Monday in 1962 when his Lotus ploughed into the earth bank at St Mary’s, Stirling Moss made most of his living from being Stirling Moss. That is, until he finally passed peacefully from this world, aged 90, on April 12, 2020 – Easter Sunday. The outpouring of tributes was both predictable and entirely correct for a man who has always been a part of our lives. In these strange times of lockdown, here is something else to throw us off kilter. We’re now living in a world without ‘The Boy’ – ‘Mr Motor Racing’ himself. For younger generations, it’s a challenge to understand how much Moss meant to Britain when he emerged as a teenage sensation (before ‘teenage’ was even a term) from the post-war gloom of 1947. For most, life hadn’t improved much since the end of the war, the initial euphoria of victory replaced by the drudge of heavily rationed daily life. Yet here was a dashing young man with an unusual name, bursting with vim, buzzing around in these new, funny little 500cc rearengined Coopers. Every time he took to the hillclimbs at Prescott or Shelsley Walsh, or lined up on the grid at the wide-open race tracks that had sprung out of wartime airfields, he showed a spark. From the start, Stirling Moss was thoroughly modern – and made of the right stuff. But he didn’t have it easy, even if he did come from the ‘right stock’. Father Alfred, a dentist, had raced pre-war at Brooklands and even in the Indianapolis 500, while mother Aileen had been a keen rally driver. Younger sister Pat shared the competitive gene and would go on to her own notable career in rallying, as Moss forged ahead – if only he could find a

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competitive Formula 1 drive. An astonishing breakthrough win in a privately owned XK120 at the Dundrod RAC Tourist Trophy in 1950 on the eve of his 21st birthday showed the man in The Boy, and Jaguar promptly signed him as its new sports car racing talisman. But Grand Prix racing was always the real ambition. The nascent World Championship had stumbled in 1952-’53, reverting to Formula 2 regulations because of a dearth of top-line F1 machinery. By 1954, as F1 was rebooted, Alfred and Stirling’s manager Ken Gregory – another indicator of how Moss was pointing the way to the future – had little choice but to head to the continent to buy a car worthy of the lad’s talent. The new Maserati 250F was the canvas upon which Moss could truly express himself, so much so that by Monza – where he led both Juan Manuel Fangio and Alberto Ascari before the car broke – he was de facto number one for the ‘other’ Modena marque. Helped by a nudge from Fangio, Mercedes-Benz – which had returned in a Grand Prix blitzkrieg that season – snapped him up for ’55. Doubts about youth and inexperience were laid to rest once and for all. In F1, the ‘silver train’ tore through Europe, the master leading the apprentice. Moss was always deferential, always humble when it came to The Maestro. “Fangio, to my mind, was the best F1 driver in the world,” he said. “I could beat him in sports cars, which is something I don’t understand. He didn’t like enclosed wheels, but in F1 he was very fast. He was braver than me too, actually. At a place like Spa he was exceptionally quick at what was a very daunting circuit.” But the respect was entirely mutual. In his post-retirement autobiography Fangio on Fangio, the five-time champion described Moss as “the contemporary driver I admired most”. At Aintree for the British Grand Prix, the silver train ran closer in tandem than ever, with Moss hitting the front to lodge the first British home Grand Prix win of the World Championship era. He always suspected it was a gift from Fangio – but The Maestro would forever graciously deny such generosity. Yet earlier in the year, on May 1, Moss had required no hand-outs. At the Mille Miglia, 1000 miles around Italy on public roads, the 25-year-old would claim the most significant victory of his life. His record ‘lap’ from Brescia to Rome and back again, in a little over ten hours at just under 100mph in the glorious straight-eight 300SLR, broke the challenges of Fangio and Ferrari’s specialists Piero Taruffi and Eugenio Castellotti. Moss thrived on Mercedes’ no-stone-unturned approach, completing three separate recce trips to piece MAGNETO

together a jigsaw of six laps, digested in chunks. This was an entirely different game to the one he had experienced with turn-up-and-play Jaguar. Plus this time he had a secret weapon. Denis Jenkinson was a strange little man and, as Britain’s foremost racing journalist, a tough one to impress. Heavily bearded and somewhat unkempt, he and Moss made for an unlikely duo – but a strong friendship had been forged, then strengthened when Stirling gave ‘Jenks’ a ride around fearsome Pescara in a Maserati during 1954. The bloke hadn’t even flinched. Urbane American John Fitch had come up with the notion of a true pace-note navigator for the Mille Miglia, but graciously gave this idea to Jenks and Moss. The neatly scribed notes from those reconnaissance trips were transferred to an 18-foot-long sheet of ‘loo roll’, which was then spliced into a bespoke metal box with a Perspex screen that Moss had commissioned. With a pair of rollers to move the paper along, Jenks could read the notes, using a range of 15 hand signals to indicate direction and commitment through towns, across mountain passes and over level crossings. Freed from concerns of what lay ahead and increasingly full of trust in their system, Moss drove the race of his life. Back in Brescia, Stirling celebrated with his delighted team. Then just after midnight, he jumped in his 220 saloon with girlfriend Sally Weston and motored through the darkness to breakfast in Stuttgart. Then it was on to Munich for lunch with the Mercedes board, before a final leg to a hotel in Cologne for sleep… As for Jenks, he holed himself up in the Albergo Brescia for two days and a night to hand-write the 10,000-word epic that would become motor racing’s most celebrated story. Read it now and every word keeps you hooked, the passing of time only deepening the significance of what Jenks had witnessed, shoulder to shoulder with one of the greatest racing drivers on one of the greatest drives. Just picture it as Jenks “lives every inch of the way with him”: “Our navigation system was paying handsomely, for we could keep at 170mph over blind brows… [Moss] was sitting back in his usual relaxed position, making no apparent effort, until some corners were reached when the speed at which he controlled slides, winding the wheel from left to right and back again, showed that his superb reflexes and judgement were on top of their form.” Even when Moss made a mistake at Padova, under pressure from Castellotti, there was no room for fear: “I sat fascinated, watching Moss working away to keep control, and I was so intrigued to follow his every action and live every inch of the way with him that I completely 82

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forgot to be scared.” Stirling was “driving in that awe-inspiring narrow margin that you enter just before you have a crash if you have not the skill of Moss”. Mercedes withdrew from motor sport at season’s end, having conquered both F1 and sports car racing. As for Moss, his confidence was soaring. A factory drive with Maserati in ’56 brought a first win at Monaco, but he would be second in the Championship once more to Fangio – now in an uneasy one-season alliance with Ferrari – before the patriotic pull of Vanwall called Stirling home. Over two seasons in the teardrop-shaped cars, Moss would herald a revolution in British Racing Green as the continental grip on Grand Prix racing finally began to loosen. What really makes Moss stand apart, other than from Fangio, Tazio Nuvolari and Ayrton Senna, are just how many virtuoso performances he banked during these years. One such stand-out was his defeat of Fangio at

‘Here was a dashing young man with an unusual name, bursting with vim. Stirling was made of the right stuff...’ Pescara – by more than three minutes; another, his shared British GP win with Tony Brooks. What’s also remarkable is that while F1 and the chase for the World Championship grail drove him on, the spirit of the ‘Boy’s Own adventurer’ never left him. Why else would he have taken on and finished second in the Monte Carlo Rally in a family Sunbeam saloon back in 1952? Then there was the Coupe des Alpes, upon which he won a coveted Alpine Gold Cup for perfect scores – even though one solid 24-hour drive left him “collapsed from nervous strain” and in such a state he “couldn’t stop shaking”. Moss was always a true professional when it was still a dirty word in other sports, and money certainly motivated him (to put it mildly). But it was never his sole drive. If it had been, would he really have headed to the Bonneville salt flats in the summer of ’57 to break speed records in an odd, space-agelooking device called the MG EX181? The thing must have been terrifying. Once laid into its near-horizontal cockpit, Moss had no way of escaping if anything went wrong. Still, he set a clutch of new records at 245mph, powered

by a heavily supercharged, methanol-fed 1500cc twin-cam engine. Fangio retired in early 1958 – now surely this would be Moss’s year. He duly won four races, including an historic victory in Argentina in a Rob Walker Cooper, the first for a rear-engined F1 car. Main title rival Mike Hawthorn took just a single win for Ferrari, and yet still snatched the crown to become Britain’s first F1 champion. But significantly, not without help from one of the great acts of sportsmanship. At the Oporto street circuit, Hawthorn was disqualified for restarting his car during the event against the race direction – but up stepped Stirling in his friend’s defence, arguing successfully that Mike’s use of a footpath meant he had not transgressed. Hawthorn’s lost six points (plus one for fastest lap) were returned to him. And the margin between the men at season’s end, after dropped scores? One point. Four consecutive seasons, four times a runner-up. It had to burn, even if Moss had always raced for the day, with no interest in playing it safe and bagging points. To Stirling, that simply wasn’t motor racing, and he’d admit the 1958 defeat only strengthened that resolve. The World Championship subsequently lost its lustre for him; he didn’t need a crown to know he was better than Mike Hawthorn. From here on Moss would race for ‘serious fun’, on his own terms, racing mainly for his friend, the gentleman privateer Rob Walker. What followed were perhaps the happiest days of his career, even if it meant a compromise on the latest cutting-edge specifications. The record books don’t lie; Moss falls well short of Jim Clark, Jackie Stewart and Nigel Mansell, never mind the phenomenon that is Lewis Hamilton, when it comes to F1 wins and titles. But they do mislead. His 16 Grand Prix wins from 66 starts should always be considered in the bigger-picture context of 212 wins from 529 starts, in all kinds of racing car. And anyway, the virtuoso drives just kept on coming. In 1960 he survived an accident at Spa that should have killed him, when a wheel departed from his Lotus 18. Then in 1961 he revelled in his role as the underdog, bagging surely his two greatest F1 victories. Having already beaten Colin Chapman’s works team to a first Lotus victory at Monaco in 1960, he returned to the Principality a year later to defeat the trio of new ‘sharknose’ Ferrari 156s, lapping just off his qualifying pace 100 times to do so. Then at the Nürburgring, a canny choice of ‘green spot’ Dunlop tyres in a rain-affected race inspired him to repeat the feat in a performance Walker always rated above Monaco. There would be time for one more unique

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ABOVE Official replica of the roller map used to navigate Stirling to Mille Miglia success in 1955.

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achievement; a win for the four-wheel-drive Ferguson P99 at Oulton Park’s Gold Cup to add to the pioneering oddities of his wonderfully diverse career. Then, the following spring, came Goodwood and a needless accident in the Glover Trophy. In an outdated Lotus 18/21 fitted with the new Coventry-Climax V8 upon which so many British F1 hopes would ride, Moss was delayed by a misfire and a gearselection problem, then returned to chase the fastest lap – as usual, for the hell of it. What happened next remains clouded, but the outcome was catastrophic; massive bruising to the left-hand side of his brain, which had become partly detached from his skull, and a crushed left eye socket. There was also a broken leg and arm to be dealt with as Moss lay in a coma for 38 days. When he finally came round he was partially paralysed and couldn’t speak. The hourly BBC updates and blanket newspaper coverage as his life hung in the balance foreshadow our 24-hour modern media obsession with celebrity. By then, Moss was unequivocally Britain’s most famous sportsman. Then during his recovery, thoughts turned to the big question; when would Mr Motor Racing return to action? The answer, as he was always quick to admit, was decided too soon. On May 1, a year and a week after the crash, a bearded Moss returned to Goodwood to lap a Lotus 19 sports racer. There were no mental scars about the circuit, but he found the things he once did subconsciously now required thought and effort. He was changed – and he called time on his career there and then. If only he’d waited and tried again... What we lost was Moss versus an emerging Jim Clark – in a blue Ferrari. His relationship with Enzo had always been strained since a snub at the Bari GP in 1951, but Il Commendatore now bracketed Moss with Nuvolari no less and desperately wanted him in a red car. The sharknose had been the class of the field in ’61,

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ABOVE Fangio and Moss, pictured here at the Sebring 12 Hours, formed an enduring friendship. BELOW LEFT Moss’s first overseas race was at Garda in 1949, with his ‘Jukebox’ Cooper 1000.

and Stirling finally relented – yet solely on his terms. He’d drive an F1 Ferrari, but only if it was run by Walker and in his own colours. Enzo would never have agreed to such heresy for anyone else. Although would Stirling really have beaten Clark in a car that was now inferior to those from Lotus? In truth, probably not. Moss faced an uncertain future; estate agent or MP he reasoned, on the basis he had no usable skills or qualifications... Thankfully for us all, he got closest to the former, buying up properties in London and buzzing about on a scooter to manage his tenants personally. For all his high living, Moss was always grounded in reality. But mostly his earnings came from being Stirling Moss – and with that name, reputation and a fame that would never burn out, it was a life that served him well. He made a brief and illstarred return to contemporary racing in a BSCC Audi 80 during 1980, as team-mate to a youthful Martin Brundle – and hated it. He was left wide-eyed by a test for fun organised by Bernie Ecclestone in Nelson Piquet’s turbo Brabham

F1 at Brands, comically turning up in his pale blue period overalls and Herbert Johnson helmet. But what would really give him pleasure was the role he played in the boom of Historic motor racing, spending the best part of 20 years being reunited with old racing-car flames all over the world. And wherever he went he was the centre of attention – for he was still Mr Motor Racing. A bizarre accident in 2010 should have killed him. But when he fell down the lift shaft in his beloved hi-tech home in Mayfair, Stirling bounced – just like he used to. Broken ankles and fractured vertebrae are appalling injuries at any age, never mind for a man of 80, but a year later he’d be racing again in his pretty OSCA sports racer – although not for long. He felt scared in a car probably for the first time in his life at Le Mans, and called time on driving, at 81. “Movement is tranquillity” was his zen-like motto throughout a long, varied and rather wonderful life that was made all the richer when he married the woman who would finally give him a sense of personal contentment. To Lady Susie, their son Elliot, Stirling’s wider family, and his many friends and admirers, his death cannot be a surprise at such an age and after a long illness – but for us all it remains a shock nonetheless. Ciao, Stirling.

â&#x20AC;&#x153; T R U LY O N E O F T H E G R E AT S â&#x20AC;? R.I.P Sir Stirling Moss It has been a pleasure and a privilege to have known and worked with Stirling for over 40 years. Hall & Hall would like to take this opportunity to wish everyone in the world of historic racing our best wishes in these unprecedented times.

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For over 40 years Hall & Hall have specialised in preparing and restoring historic single seater and sports racing

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TRIBUTES TO A GREAT MAN

LADY SUSIE MOSS

When Sir Stirling passed away, the tributes came flying in from around the world. Here are some of the best PIERO FERRARI

BERNIE ECCLESTONE

S I R JAC K I E ST E WA RT The pass of Stirling Moss is an enormous loss to the world of motor sport. He was the most dynamic, the most charismatic racing driver I think that there has ever been. He walked like a racing driver, he talked like a racing driver and he looked like a racing driver. And of course he never did win a World Championship, only because he always wanted to drive a British car and at that time the Italians and the Germans were more powerful. The loss of Stirling Moss for the world of motor sport is a great loss, and really for me he was my ultimate hero. He just did the right thing, the right way, and carried the sport and Britain in a very majestic fashion. To Susie, I send my deepest sympathy. I went to see Stirling over the last two or three years on a regular basis. It’s a terrible loss to the sport and also for me and my family. Thanks to charity www. raceagainstdementia.com.

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My first contact with Stirling was racing with him at Goodwood in the 500s. He was bloody quick. After that, there was no permanent relationship but I saw him every week or so. Stirling always knew what he wanted to do and how to get about doing it. The only mistake he ever made in my humble opinion is that he wanted to race for an English team. He could have had opportunities in other teams. Being with Vanwall was good, though. I was with him a lot because I was involved with the team. I’ve still got the Vanwall that he raced. Stirling was the sort of person who always wanted to do something about whatever was happening, and in the end he couldn’t do that. That wasn’t good.

Stirling Moss symbolised motor sport. He was a true personality who left an indelible impression on the history of racing. He was supremely versatile and was thus able to win in so many different categories, from Formula 1 to sports car endurance races. He also produced incredible performances in road races such as the Mille Miglia, setting a record that was never beaten. Despite not winning the Formula 1 World Championship, he is most definitely a legendary figure and he was a fearsome and formidable rival of Ferrari. My father said that Stirling reminded him of Tazio Nuvolari, because of his love of racing in any type of car – something which stayed with him right to the very end of his career.

He died as he lived, looking wonderful. He took one lap too many. He simply tired in the end and he just closed his beautiful eyes and that was that.

L E W I S H A M I LT O N I think it’s important that we celebrate Stirling’s incredible life and the great man he was. Saying goodbye is never easy and can be sad, but he will always be here, in our memories, and will always be such a huge part of British motor sport heritage. I certainly will miss our conversations. To be honest, it was such an unusual pairing, our friendship. Two people from massively different times and backgrounds, but we clicked and ultimately found that the love for racing we both shared made us comrades. I am truly grateful to have had these special moments with him.

MATT HOWELL

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OSTUME DRAM

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The owner of this one-off 1950 166 Inter Stabilimenti Farina Cabriolet likes to do things the hard way – like reinstating the car’s longlost and unique original body. Ferrari Classiche got in on the act, and the rest is history...

WOR D S JOHAN DILLEN

PHOTOGRAPHY D I R K D E JAG E R

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THIS IS CHASSIS 0063S, a car that was delivered as a 166 Inter with a Stabilimenti Farina convertible body in September 1950. Early days still in Ferrariâ&#x20AC;&#x2122;s history as a car constructor; this is only the 32nd specific road-going Ferrari, as Enzo was only just beginning to explore the path his American importer Luigi Chinetti had hinted at. With Ferrariâ&#x20AC;&#x2122;s mind set on racing, it was Chinetti who saw opportunity arise in the US. Operating on all fronts, the company barely managed to scrape enough money together in one race to see it through to the next event. So instead of having the racing operation depend

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166 REPRESENTS FERRARI AT ITS FINEST; A POWERFUL RACING ENGINE DRAPED WITH ELEGANT COACHWORK 1 1 2

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FERRARI BELIEVED THE ENGINE WAS THE MOST IMPORTANT PART OF HIS CARS

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on organisers’ starting money, why not target rich clients who would sell their soul if they could associate themselves with this upcoming new sports car company that had just won the Mille Miglia and Le Mans? Chinetti recognised that, in the US, a developing jet-set would be very happy to spend a lot of dollars on these European sports cars they could race themselves at the weekend, and then drive to cocktail parties whenever they wanted to. In Italy, Enzo saw customer demand blossom for his 166 as well, but it was clear the home sports car market in the immediate post-war years could not stand comparison with the US sector. The 166 still represents Ferrari at its finest; a powerful racing engine draped with elegant coachwork. At a time when Alfa Romeo was struggling to regain its pre-war pace, only Modenese rival Maserati was playing in the same league. The 166 unit is the first evolution of Gioacchino Colombo’s revolutionary 1.5litre V12, the original Ferrari motor that first turned a crank in September 1946. The marque needed a 1.5 engine to comply with single-seater rules out of which Formula 1 would grow in 1950. But for sports cars different rules applied, so the engine grew from 125cc to 166cc per cylinder (hence the name) and two litres in total displacement. It was the 166 that would define Ferrari’s path as producer of both race cars and road cars. To keep matters simple, the company would traditionally use even chassis numbers to define models that were more race orientated, and uneven numbers for the road division. The 166 MM barchetta proved to be a hit with rich amateur racing drivers. To clarify the car’s purpose, all 166 MM models were given even chassis numbers, even though their owners also used them on the road. And unevennumbered touring cars would see race action just as well, as this car proves. The 166 range first and foremost consisted of three touring Superleggera-built variants: the 166 MM barchetta; the Le Mans coupé; and the long-wheelbase 2+2 berlinetta. With Ferrari simply building rolling chassis at the time, other coachbuilders were asked to create their own versions as well. As such, the likes of Allemano, Vignale, Zagato, Bertone and Ghia gave us splendid variants of the 166, as well as Battista ‘Pinin’ Farina, who had left the family company Stabilimenti Farina in 1930 and gone solo as Pinin Farina, which later became Pininfarina. It was Battista’s older brother Giovanni who had founded Stabilimenti Farina in Turin in 1919. With the 166, the carrozzeria would

focus exclusively on the gran turismo Inter models, creating fast but luxurious sports cars in both coupé and convertible form. Ten examples would see the light of day between 1948 and 1950. Three of them would be convertibles, each of a unique design. The first of this Cabriolet trio found a famous owner in Italian film director Roberto Rossellini in 1949, but generally the Stabilimenti Farina treatment was criticised for being too close to the coachwork the firm had created for the Fiat 1100B. The second convertible was to expand on that theme, establishing a more distinct identity. However, it wasn’t until this third drop-top came along in 1950 that Stabilimenti Farina managed to create a proper face that could not be mistaken for anything other than a Ferrari. While the grille was finished in classic Ferrari egg-crate style, beautifully crafted side ports integrated Stabilimenti Farina Special script. And although the front bumper may seem a bit too much in photographs, it’s well balanced when you see it in the metal. The convertible nicely filled a gap in the touring line-up, which had only the barchetta for open driving, leaving the occupants very exposed to changing weather conditions. As grand touring went, this was one of the finest offerings you could find in the early 1950s. It helped define the Ferrari as a car that was not just for race enthusiasts. This black 166 Inter convertible was the 32nd of the uneven-numbered road-series Ferraris when it left the factory in September 1950, one of 37 166 Inter models. It was delivered on Modena ‘prova’ plates (MO 31) to French industrialist and car dealer Paul Vallée, who put it on display at the Paris Motor Show in October 1950. Vallée had funded the Ecurie France, running among others Louis Chiron in a Talbot-Lago in the immediate post-war Grand Prix. With the SICRAF brand, Vallée was betting on scooters and microcars to bring affordable transport to the masses. As history would show, he was just a little too soon to catch the Vespa wave that eventually flooded Italy. Vallée likely had an agreement with Ferrari to do some promotional activities with the car, because he drove it on the Modena registration to the Spanish Grand Prix in Barcelona. 0063S would soon become a star of other European motor shows as well, as it was shown at both the Brussels and Geneva expos in 1951 before being handed over to its first owner, Swiss Formula 1 driver Baron Emmanuel ‘Toulo’ de Graffenried. He didn’t hold on to the convertible for long, however, and in 1952

he sold 0063S to his countryman CharlesEdmond Tocchio. It was Tocchio who would give the Cabriolet competition outings in both the Col de la Faucille hillclimb in France in 1952 and the Kilomètre d’Eaumorte in Switzerland in 1953. After that, the next news of 0063S was in 1964, and it wasn’t good. Dutch auto dealer and famed classic car expert Rob de la Rive Box stumbled upon the Ferrari, or what was left of it, in a Swiss breaker’s yard. The vehicle was in poor shape; it was accident damaged and had been repainted in a lighter colour, and all kinds of changes had been made to the interior. The wreck was sold on to Bernard Worth in the UK, with the intention of getting it restored. This was the last we were to see of 0063S in its original Stabilimenti Farina Cabriolet form. Worth sold the original panelwork on to Donald Nelson, who wanted to use it on a shortened 250GTE chassis, only to find the body too far gone. Worth himself cut the 166 Inter chassis and created a Spyder Corsa. Only the grille was transferred from the original body. During the 1980s the Spyder Corsa was part of the Harrah Collection in Nevada, US, and it was later sold at auction. And still the 0063S’s turbulent history was not over. After the car was auctioned in 1999, it came back to Europe and was once more rebodied. This time it received classic 166 MM barchetta styling. In this form, it was presented for sale to its current Belgian owner. Upon learning about the origins of this particular chassis, he formed a bold plan. In 2016 he contacted Ferrari Classiche, the factory’s own classic car department. He asked whether it would be willing to take on a project of a nature that Ferrari had never done before; to resurrect 0063S in its original form. With just the original chassis, suspension and rear axle remaining, the company nonetheless agreed. It gave its full backing for this recreation that now carries an official Ferrari Classiche stamp of approval. The recreation process started in 2016, and challenging issues had to be creatively resolved over the next three years. The original chassis was once again lengthened to 166 Inter spec. But with little remaining of the original car – no drawings, no body – finding the exact dimensions seemed like educated guesswork. However, little effectively turned out to be enough. Contacts revealed that the children of Donald Nelson, who had acquired the original bodywork, had kept the authentic side ports and the Stabilimenti Farina Special script. By making an exact copy of these features and comparing them with period photographs, it MAGNETO

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ABOVE FROM LEFT A metal frame buck was created, over which an exact recreation of the 166 Inter’s original body was painstakingly formed. BELOW Period photos of the Ferrari provided the only clues as to the car’s dimensions and styling; there were no drawings available.

was possible to establish the dimensions the car would have had back in 1950. A picture of the engine bay laid bare how the drilled metal plates – inspired by aircraft construction – were placed. From photos, first a 1:5-scale model was built up, leading to a full-scale version. A new aluminium body was manually recreated around a metal frame buck. The interior was reconstructed based upon more period images of the other Stabilimenti Farina 166 models. It is unclear exactly when 0063S lost its original engine – possibly before it was found in the breaker’s yard. The car was paired with motor 059S by the time the current owner bought it, but during the course of the restoration it became clear a fresh unit would be needed. So, Ferrari created a brand-new Tipo 166 Colombo 12-cylinder. Presumably 0063S’s original powerplant does still exist somewhere, but so far it’s refused to resurface. Not until you stand in front of this car does the full impact of its resurrection hit you. It’s not the hours, it’s not the (many) euros, it’s the subtle elegance that instantly convinces you this was the right thing to do. Interestingly, those three years Ferrari Classiche took to complete the 166 mirror the three more years of life Stabilimenti Farina had in it at the time this convertible was made. This car shows off Italian craftsmanship to the fullest. From the chrome shell-shaped exhaust tip to the hole-drilled accelerator pedal – a reference to Farina’s lightweight expertise 100

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from aircraft design – it’s testament to the fact that even the ravages of World War Two could not destroy Italy’s skills and taste for fine styling. So what is the driving experience like? Compared with the 166 MM barchettas, the Inters had to make do with a single Weber carburettor. As a consequence, the 2-litre had ‘just’ 110bhp at 6000rpm, compared with the 140bhp and even 160bhp the double-carbed barchetta mustered. On top of that, at 900kg the Inters were 100-200kg heavier. Yet all that is forgotten the instant you hit the starter button and are greeted by the mesmerising sound of that V12. Its deep growl instantly touches your nerves. You feel privileged that your foot is allowed to stroke the accelerator and cause the engine’s vocals to change. Response to the throttle is rapid, but the gearchange takes a little getting used to. Double declutching on both up and downshift is a necessity, and even then you need to make sure

you are properly into gear before releasing the pedal. This is a car that demands a silk touch from the driver. Fortunately, the engine is supple even at low revs, so you can easily proceed at a slow pace as you learn how to handle the Ferrari and get used to the big turning circle. As the revs rise, the V12 becomes more vocal. The engine overcomes the transmission whine, and sounds much more powerful than its relatively small capacity would lead you to believe. The ticking of the valve gear transforms into a strong baritone as you pick up the pace. Sitting upright behind the wooden wheel, you can feel the power through your fingertips. Enzo Ferrari always believed the engine was the most important part of his cars, and what a heartbeat you are privileged to feel here. This is the powerplant that took on Le Mans and the Mille Miglia, and here you can use it to simply cruise along. It’s a superb definition of gran turismo, making you feel every bit the nobleman on a mission. We can only salute the owner for bringing this part of history back to life, not least to document that not all Ferraris are Pininfarina bodied. It must also have been great for the marque to reconnect with its very beginnings. Everything aside from the chassis is new, but this car feels every bit a period 166 Inter. It was shown at last year’s Chantilly concours, and will be appearing at further events once the world gets back to normal. Check it out if you see it; you won’t be disappointed.

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Over 100 years since the first Alvis was created, the cars are still maintained, restored and even built from new-old-stock in the atmospheric, labyrinthine building that has housed them since 1968. Itâ&#x20AC;&#x2122;s a remarkable place...

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PREVIOUS PAGE There are around 20 ‘dead’ post-war Alvis’ awaiting resurrection at Red Triangle. Some will act as donors, others as customercommissioned full restorations. LEFT Spares upstairs at Red Triangle, many of them new-old-stock – even engines and chassis – some dating back to the 1920s. Many are kept on shelves and in storage bins that were first installed in the Alvis factory during the ’20s. But now they all have a barcode... Spares account for a third of the business.

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IT’S A STORY that would be hard to believe, were it not for the bricks, mortar and rather dusty metal evidence you see before you. In 1968, the remaining assets of the once-great British car company Alvis were transferred to a building on a new industrial estate on the outskirts of Kenilworth, a few miles from Britain’s car-building capital of Coventry. These assets included thousands of unused parts – from nuts and bolts to engine blocks and chassis, as well as engineering drawings and build sheets for every car ever sold. And the bit that’s hard to believe? That 52 years on, the very same building is used not only to house and distribute all those spares, and to service and restore classic Alvis models, but also to build ‘new’ Alvis cars. The records are stored nearby, in The Alvis Car Company showroom. The spares and restoration side of the business is still known as Red Triangle, as it has been since 1968. Alvis originated in 1919 with naval architect Thomas George Johns, who was already well established producing automotive parts when he was approached by engineer Geoffrey de Freville with an advanced four-cylinder engine design. So it was that Johns’ company was renamed Alvis and the engine used as the basis for the 10/30 and, later, the 12/50. By the outbreak of World War Two, Alvis had been among the first to introduce front-wheel drive, synchromesh gearboxes, independent front suspension, inboard brakes and more. In 1950 a new model, the TA21, with a fresh 3-litre six-cylinder engine, was introduced. The company was still using external coachbuilders – most notably the Swiss firm Graber, whose bodystyle Alvis purchased the licence to in 1955, so it could be used for future models. Rover bought a controlling stake in Alvis in 1965 but was soon eaten up by British Leyland, and that was the end of the Alvis car division, with production finishing in 1967. That’s when a management buy-out saw all the designs, tooling and spares transferred to new company Red Triangle – which was later bought out by Alvis enthusiast and businessman Alan Stote. Since then, Alan has managed to purchase the right to the Alvis name from BAE Systems, and hence to launch The Alvis Car Company to sell new continuations of the pre-war 4.3-litre and the post-war 3-litre models. They are built mostly from new-old-stock parts and new bodies made by Red Triangle, and they’re selling worldwide. There’s even an agent in Japan. Unbelievable? Actually, no. MM AA GG NN EE TT OO/ /1 0 59 5

BELOW Alvis was always known for high standards of engineering, and that’s backed up by the quality of its engineering drawings, which cover every part for every car. All the documents have survived – more than 50,000 drawings and data sheets in total.

OPPOSITE Although Alvis never made a body – they were all from coachbuilders – Red Triangle creates all its panels and even full bodies in-house, using traditional techniques, including the English wheel.

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BELOW As demand for restoration and continuations has increased, the team has expanded, and now includes staff from Coventry’s Abbey Panels – once known for making Supermarine Spitfires then prototype bodies for the British car industry after WW2.

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OPPOSITE Wooden bucks for the Graber models have been made in-house, and supplemented with 3D-printed patterns for smaller panels. The 1922 10/30 in the showroom would have cost around £500 new – fives times more than an Austin 7. Records include build

sheets and all related correspondence – this one notes that the Duke of Edinburgh’s chauffeur was unhappy with the carburation of the Park Ward drophead given to the Duke. Tens of thousands of original spares are stored above the Red Triangle workshops.

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ABOVE LEFT Alan Stote bought his first Alvis in 1981 while running an automotive parts business, which he sold in 1988. Alan was a customer of Red Triangle, and he agreed to get more involved with the company, buying it in 1994. It’s since quadrupled in size.

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TOP RIGHT The Alvis Car Company showroom building – located at the entrance to the industrial estate on which Red Triangle has been based since 1968 – was bought ten years ago. It’s here that the continuation models, cars for sale and Alan’s own vehicles are displayed.

ABOVE RIGHT There are build records for every car that Alvis made – nearly 22,000 in all. Each one had to be gently ironed and placed in a plastic slipcase for protection, a process that took a full year. Among the many notable customers was fighter pilot Douglas Bader.

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JustJust an actor an actor whowho was was goodgood at at pretending, pretending, or a or a gifted gifted driver driver whowho was was simply simply late to late to the party? the party? WithWith the the helphelp of a Datsun of a Datsun 510 510 in which in which he learned he learned his trade, his trade, a 1983 a 1983 280ZX 280ZX turbo turbo and and mentor mentor Bob Bob Sharp, Sharp, we retrace we retrace PaulPaul Newman’s Newman’s footsteps footsteps as a racing as a racing driver driver WOR D W S JOORHDASNJ O DH I LALNE N DILLEN

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ACTORS ACTORS AND RACING; AND RACING; it’s a much-favoured it’s a much-favoured combination. combination. You have You the have likes theoflikes Patrick of Patrick Dempsey, Dempsey, Rowan Rowan Atkinson Atkinson and Steve andMcQueen, Steve McQueen, plus James plus James Dean, who Dean,ofwho course of course kickstarted kickstarted the movement. the movement. Generally Generally they’re they’re embraced embraced by by the racing the fraternity racing fraternity – but only – but uponly to aup certain to a certain level. When level.itWhen looked it looked as though as though McQueen McQueen was was about to about win to thewin 1970 theSebring 1970 Sebring 12 Hours 12 Hours in a in a PorschePorsche 908 thanks 908 thanks to the efforts to the efforts of his teamof his teammate Peter mateRevson, Peter Revson, Mario Andretti Mario Andretti made his made his Ferrari Ferrari 512S Spyder 512S Spyder performperform miracles miracles to snatch to snatch away their awayvictory. their victory. “I sure “I wasn’t sure wasn’t going to going be to be beaten beaten by an actor,” by an actor,” he said.he Yet said. it’s Yet thatit’s same that same Andretti Andretti who qualifies who qualifies Paul Leonard Paul Leonard Newman Newman as “oneasof“one us” in of the us” preface in the preface of MattofStone’s Matt Stone’s book Winning book Winning about Newman’s about Newman’s racing life. racing life. StartingStarting at 47 – an at 47 age –at anwhich age atother whichdrivers other drivers are often arelong-since often long-since retired retired – Newman – Newman wasn’t wasn’t only late only to late motor to motor sport. He sport. hadHe also hadfound also found something something that would that keep would him keep going himuntil going heuntil he was over was 80over years 80old. years ‘King old.Cool’ ‘Kingwas Cool’ already was already 43 when 43 he when starred he starred in the in movie the movie Winning, Winning, about aabout man who a man dreamed who dreamed of taking ofthe taking laurels the laurels at the Indy at the 500. Indy In500. orderIntoorder prepare to prepare for his role, for his role, Newman Newman attended attended Bob Bondurant’s Bob Bondurant’s race race academy. academy. He already He already had a thing had agoing thing with going with souped-up souped-up road cars, road but cars, motor but sport motorwas sport notwas not yet on the yet menu. on the That menu. happened That happened when he when met he met Bob Sharp Bobin Sharp 1971,in on1971, the track on the where trackhe where would he would learn alllearn about allracing: about racing: Connecticut’s Connecticut’s Lime Rock. Lime Rock. “It was“Itjust wasa just chance a chance encounter,” encounter,” Sharp Sharp recalls.recalls. “We were “Webased were in based Danbury in Danbury with our with our Nissan Nissan dealership, dealership, close toclose LimetoRock. Lime IRock. had I had an arrangement an arrangement with them withthat them gave that me gave track me track time every timeTuesday. every Tuesday. Every so Every often, sothey’d often, ask they’d ask if I wanted if I wanted to taketo a passenger take a passenger on board on for board a for a couple couple of laps.ofOne laps. day, One they day, asked theyifasked I’d take if I’d take ‘Paul and ‘Paul hisand son’his forson’ a spin. for Sure, a spin.no Sure, problem. no problem. “I hadn’t “I made hadn’tthe made connection. the connection. The Paul The inPaul in front offront me was of me a humble, was a humble, 5ft 9in 5ft guy.9in Not guy. theNot the big movie big star movie you star would you expect. would expect. Afterwards, Afterwards, someone someone explained explained to me that to me this that was, this in was, fact, in fact, the Paulthe Newman. Paul Newman. It turned It turned out he out livedheclose lived close to our dealership. to our dealership. One day One he dropped day he dropped by withby with a question: a question: ‘Sharp,‘Sharp, I’d likeI’d to like havetoone have shot one shot at trying at to trying be ato winning be a winning driver. driver. It won’tItbe won’t a be a publicity publicity thing; I thing; don’t want I don’t people want thinking people thinking I’ve I’ve paid you paid a zillion you adollar zilliontodollar go racing. to go I’ll racing. just have I’ll just have my initials my initials on the roof. on the Will roof. you Will build youme build a Z?’” me a Z?’” Datsun-Nissan Datsun-Nissan dealer Sharp dealercontinues: Sharp continues: “No “No M AG N M EA TG ON E/ T1O1 7/

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Z, I told him. If you want to do this, do it right. I want you to learn how to drive fast without horsepower. Use a Datsun 510. We ended up building three 510s; one for me, one for Jim Fitzgerald and one for Paul. I always had number 33, Paul used 75. I don’t know what it meant to him, he just said he liked the number. “We went to Lime Rock as much as possible. We would do stints of five laps each – one time me driving, one time him driving. I told him to watch and learn. We’d compare our approaches. I taught him to be gentle with the brakes. More often than not, in the regional races, guys would run out of brakes after 20 laps. I also told him not to come back to the pits and complain ‘the car doesn’t handle’. No, I wanted him to exactly explain: ‘If I do this, the car does that… or not.’ Does the car respond to the steering, and so on? His first year wasn’t easy, but Paul learned quickly. He drove clean lines, showed discipline and knew how to manage the car.” Newman started out in 1972 with local East Coast production-car races in the SCCA championship. He was 47 at that time, A-list Hollywood material, but he very much stayed under the radar on the track. He started out with the 510 in the typical Bob Sharp Racing colours, and raced as much as his filming schedule would allow. In 1973, the first results began rolling in. The first podiums, the first race win… and the first regional title, leading to an invitation to the SCCA finals at Road Atlanta, bringing the best of all the regional divisions together for a shoot-out. Newman finished ninth. More regional titles followed in the 510, which by now had changed to the black-and-silver ‘PLN’ livery. Sharp picks up the story: “After 1974, Paul came to me and said: ‘You take all this racing way too seriously.’ Well, I thought, since it’s your life that’s at stake in my car, I’d better be. But he wanted to go his own way, with his own crew. He took the 510, adapted it to his own colours and went racing some more. The first year, the results remained alright and he won some more races. But the cars were less well prepared, so the second year some DNFs started popping up. More DNFs followed in the third year. He started racing other cars in other series as well.” It’s exactly that little Datsun 510 that comes rolling out of a trailer at 5am on what promises to be another scorching-hot day at NOLA Motorsports Park in New Orleans. Here it is – the car in which Newman cut his racing teeth. This was originally the machine with which Bob Sharp took two SCCA titles in 1972 and ’73. “But then Newman crashed his car in training for the finals at Road Atlanta,” Sharp recalls. “We had to roll it back out and transport 1 2 0

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This guy came second at Le Mans and he handled a 900bhp monster

OPPOSITE FROM TOP 280ZX turbo stepped things up to a new level for Newman; a much

more serious racing tool than his Datsun, it took him to some impressive early1980s successes.

ABOVE Devoted wife Joanne Woodward was chief cheerleader during Paulâ&#x20AC;&#x2122;s racing career.

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ABOVE LEFT Racing as much as filming schedule would allow, 47year-old Paul cut his teeth in 510.

it over from Connecticut in time for the race in Georgia. We even had it repainted in silver and black in time. Newman kept the car and campaigned it afterwards.” The Datsun is still in remarkable condition, much of it original. That’s his seat, you see, his steering wheel, the gearlever he moved around. Its appearance is modest, much like the man. It lacks the drama of a step-front Alfa Romeo GTA, or even the finesse of the Lotus Cortina. But when the engine turns over and puts out its angry bark, your spine tingles. It sounds more like a six-cylinder than a four-pot. “Oh, this will put a grin on your face,” the current owner assures me. He contested a 510 in his younger days, and raced this car later on in historic events. “My 510 was nothing like this car. This one feels so well sorted, you’ll get the feeling you can do anything with it.” According to the dyno, this 1.8-litre engine was good for 203bhp – reputedly the only 510 motor ever to deliver over 200bhp. The recipe: a highly tunable single-cam engine and two double Solex carburettors so big you can fit your fist inside. The Datsun 510 identifies itself quickly as a very forgiving car, with plenty of time to adjust. But there is one thing it really hates; a driver who is not fully committed. I take things easy, and the 510 punishes me for it. With the engine 1 2 2

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between 4000-5000rpm, it coughs and bucks. It comes alive only when you keep it above 6000rpm. Way above. It easily pulls on full power to 8000rpm, and it can even hit 9000rpm. Close to 8k, it changes the soundtrack from a deep growl to a snarping sound. Now have a look at that dial in the centre of the dashboard; it means the rev-counter needle will do an almost complete lap of the clock. What a great engine this is. Once it comes into its stride, the 1.8-litre is a real screamer. The side exhaust exits just ahead of the rear wheels, and serves as an enthusiasm inducer. As the revs build, the note gets sharper and keeps on rising. Never painful, always asking for more. This car has a close-ratio, dogleg, five-speed transmission, and I have trouble keeping up. It’s just one gear after another, all the time. Fortunately, the ’box is a joy to handle; precise and quick. The 510 surprises me. What a great tool this is in which to hone your driving skills. It’s so much more than just a fantastic engine. I’m utterly in love with the driving position – elbows just slightly bent and working the wheel mostly through your upper arms, constantly loading your muscles. That bucket seat is brilliantly formed. I count my luck that my physique – I’m not

ABOVE RIGHT 1.8-litre four-pot put out 203bhp; reputedly the only 510 ever to deliver over 200bhp.

saying my looks – is not that much different from Newman’s, and I feel completely at ease behind the wheel. A little footrest on the left is just great to keep your body stable through the corners. A necessity, as this car only becomes better as your commitment grows. The horsepower may not impress that much, but the balance in this car is just brilliant. It fully adapts to your style. The brakes are strong enough and the tyres offer plenty of grip. Very early in the corner, you can feel the front rubber bite. From then on it’s basically your own decision whether you want to be a hero and let the rear slide a bit, or if you are looking for the fastest-possible exit. The same applies under braking, where you can trailbrake the 510 a little with only the most delicate of gentle sidesteps. There is always time to react. This car is just a puppy, always willing to play. I fully understand; if you wanted to learn how to drive, and not simply rely on horsepower on the straight, the 510 was the perfect tool. Newman and Sharp had parted ways amicably, but as Sharp now recalls: “After his final year with more DNFs, he dropped by our shop. We went and grabbed a hamburger together. He said: ‘Sharp, now I see why you take this racing so seriously. After this year, I’ll

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Trusted advice since 1969

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quit.’ I said: ‘Wait, don’t stop just yet. Let’s do one more year, but more seriously this time. I will build you a Z.’ We got Budweiser on board, and Canon. There were no parties until the race was over, but in the end we managed to do ‘just one more year’ nine or ten times over.” Things pretty much took off from there. Not only did the results improve, but the cars did as well. “John Bishop was begging for American competitors to put a stop to the dominance of the Porsche 935 in IMSA,” Sharp recalls. He sourced a 4.1-litre Nissan V8 in Japan, and crew chief Gene Crowe came up with two turbos to boost the power. The car appeared in 1980, in the All American GT category for the IMSA race at Road America. “So we showed up with this 900bhp turbo Nissan. It was crazy – we were pulling 207mph at the end of the straight. All of a sudden, everyone wanted our car banned. So I went to smooth things over. I told them that Newman’s presence would mean a lot of extra publicity for the race, and that we probably wouldn’t finish anyhow. We had a good reliability record prior to the turbos, but we had some learning to do with this new tech.” For 1982, Sharp switched back to a stock six-cylinder inline engine… with turbo. “It was clear we would be needing a big budget if we wanted to have a proper go at the 935. Nissan was more interested in promoting cars it was actually selling, and it had a 280ZX turbo at the time. We had to do everything ourselves. I had Trevor Harris, whom I had met when Peter Brock invited me to drive one of his 510s on the West Coast, doing the suspension. A guy in upstate New York built the chassis and, of course, we were lucky to have Gene Crow – the kind of guy you would trust your wife and your chequebook to. We built up two cars, one for Fitzgerald and one for Newman.” The actor used the 280ZX we have in front of us today for the 1983 season in the GT1 category of SCCA and some TransAm races. Newman had his first TransAm win in the 1982 round at Brainerd in the 280ZX turbo, while 1983 would bring more podiums in TransAm. He was on pole for the SCCA finals at Road Atlanta, only to be involved in a big accident later on in the race. The car would remain with Bob Sharp, who’d have his son Scott – of IndyCar and sportscar fame – start his motor-racing career. The Newman ZX was subsequently sold to Indonesia, where it drove more races. Finally, it came back to this US owner, who had it restored with Kevin Doran. Seeing both these cars in the morning sun is mesmerising. The contrast could not be more stark. The wide-bodied 280ZX is a much more 1 24

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ABOVE This movie star was definitely cut out for racing; King Cool ‘reunited’ with Bob Sharp Racing 280ZX at NOLA Motorsports Park.

serious, developed racing tool. I’m dying to get my hands on it, with its raw bark intimidating me even before I get in the driver’s seat. Only, it’s not going to happen... not today, anyway. The engine’s water temperature rises alarmingly during the photoshoot. We let it cool down, but afterwards it refuses to fire… which is exactly what happened to Newman in this car in a race at Mid-America. You could say this is part of ‘experiencing’ as well. Newman would take the 280ZX to second place in the GT1 SCCA finals in 1982, having started last. Two more wins in the finals would follow in 1985 and 1986 in a 300ZX. He kept on racing right up until the 2005 Daytona 24 Hours, promoting the Pixar movie Cars – remember, he was the voice of Doc Hudson – in a Crawford-Ford prototype. He was 80 by then; he passed away in 2008. In the end, the reason we appear to so little appreciate Newman the racing driver is very much his own doing. He was the first to downplay his achievements as a competitor, saying he “refused to steal the limelight from the real drivers”. But what was his worth exactly? After all, this guy came second at Le Mans and he handled a 900bhp monster at Road America. The final word goes to Bob Sharp. “I find it difficult to answer. You shouldn’t forget he was in his 40s when we met. If only he had been 20 years younger, but he’d decided he wanted to be a big actor first. Paul wanted to prove to the world that there was a tiger in the tank. Just like any other kid, he had grown up aspiring to be a quarterback. But with his physique, this

ambition had taken a few hits. Then it was baseball, then basketball, and so on. “‘Yet I always felt this desire to be a winner,’ he told me. ‘I was good at kite flying at some point,’ he had laughingly said. But then this skinny kid was put in a go-kart and found out that all of a sudden his physique was an advantage. The car became the medium to fulfil his desire.” Sharp continues: “Racing was always there for him. When they were filming on location, Paul would head off to the nearest track, be it a race track, oval or dirt track. It didn’t matter to him. He would always ask for the guy who spent the most time on the track. And he’d ask if he could take this guy’s car out for a couple of laps. He always said he’d pay for the costs, but of course often people were so happy to be able to say ‘Paul Newman drove my car’ that they’d come out for free. “Now, Paul was no oval driver and definitely not a dirt-track driver, but he would always adapt and he was always impressive. I think his acting background actually made him a better race-car driver, because he was able to concentrate better than other drivers. When we would be at a race venue, he would walk back from the caravan to the track, together with his wife Joanne. Of course, there would be hundreds of photographers trying to get a picture of his famous blue eyes. They would fall over one another running backwards, and I’d be thinking: ‘Jeez, give the guy a break, he has a race to run in a couple of moments.’ But you know what? He never even saw those guys. In his mind, he was in the race.” Thanks to John Baldwin and family for bringing their cars out, and to NOLA Motorsports Park in New Orleans (www.nolamotor.com).

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1 9 5 9 B E N T L E Y S 1 D R O P H E A D P A R K W A R D LHD, Former Michael Hammer/Michael Kittredge

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IT’S NOT GULF, Martini or Hawaiian Tropic. But as iconic liveries go, the simple red and blue stripes on white of Florida’s Brumos Racing is remarkably recognisable – to the point that Porsche honoured it at this year’s Daytona 24 Hours with a tribute 911 RSR. But we nearly lost it – or so we thought – in 2016 when the Brumos Porsche dealership was bought out, to become Jacksonville Porsche. It wouldn’t have been the first time that Brumos had come close to disappearing in its 60-year history. Then, to the surprise of many, came the latest iteration of the much-loved team – The Brumos Collection, a museum of motor sport history also incorporating the workshops of the race team. Still in Jacksonville, Florida; still showing a direct line of stewardship; still sporting the iconic white, red and blue. It all started with amateur racer Hubert Brundage. In 1953 he opened a VW workshop in Miami Springs, which quickly expanded to become a VW distributor and relocated further north in Florida to Jacksonville to be closer to the ports. By 1955 Brundage was also a Porsche distributor, and by 1959 he had opened an official Porsche dealership. The company was called Brundage Motors, but on the company telex machine it was shortened to ‘Brumos’ – and Hubert didn’t take long to realise that Brumos was easier to remember. He petitioned to change the company name, which was made official in September 1959. It’s said that customers looking for a deal would claim that they were great friends of ‘Mr Brumos’... Hubert Brundage drove the first Brumos Racing Porsche at Sebring in 1960, but just four years later he died in a motorcycle accident. That could have been the end of the Brumos name were it not for friend, racer and former naval intelligence officer Peter Gregg,

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LEFT The Brumos workshop, with the nose of the 2009 Daytona-winning 911 RSR on the wall and, in the rafters, a Casey Mears Reynard IndyCar alongside a Jaguar F1 car (out of shot).

TOP LEFT The 917K was used for early testing then sold to Swiss driver Jo Siffert, who leased it to Steve McQueen for filming of the Le Mans movie. ABOVE LEFT Hurley Haywood, five times Daytona winner.

TOP RIGHT Several race engines are in build, including 911s, a 200bhp 914 and a Novi V8 Indy unit. ABOVE RIGHT First use of the white, red and blue was on this 917/10. The no. 59 was from Peter Gregg.

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who bought who bought the company the company in 1965. in 1965. He had He had servedserved on theon USS theForrestal, USS Forrestal, and adopted and adopted the the ship’s ship’s CV-59CV-59 hull designation hull designation as hisasracing his racing number. number. Brumos Brumos RacingRacing privateers privateers wouldwould be be given numbers given numbers 58 or 60. 58 or 60. The Blood The Blood Orange Orange Brumos Brumos livery livery servedserved well inwell the in early thedays, early as days, Gregg as Gregg clocked clocked up hisup his first wins first – wins at least – at until least local until motor local motor sport sport photographer photographer Bill Warner Bill Warner pointed pointed out that out that orangeorange didn’t didn’t show show up well upinwell thein black the black and and white white photographs photographs used by used most by publications most publications of theoftime. the That’s time. That’s when when the white, the white, red and red and blue Brumos blue Brumos livery livery arrived, arrived, making making its debut its debut on theon1972 the Porsche 1972 Porsche 917/10.917/10. Bill Warner, Bill Warner, by by the way, the later way, became later became the founder the founder of theof the nearbynearby AmeliaAmelia IslandIsland concours. concours. The re-liveried The re-liveried team was teamquick was quick to progress, to progress, helpedhelped along along by a by Jacksonville a Jacksonville autocross autocross driver driver by theby name the name of Hurley of Hurley Haywood, Haywood, who who later became later became vice president vice president of Brumos. of Brumos. It wasn’t It wasn’t long before long before Gregg Gregg and Haywood and Haywood won their won first their Daytona first Daytona 24 Hours, 24 Hours, in 1973 in 1973 drivingdriving a 911 RSR. a 911ItRSR. was Itthe was first theoffirst fourofwins four wins at the local at thecircuit local circuit for Brumos, for Brumos, the most therecent most recent havinghaving been 2013 been –2013 and–the and first theoffirst a record of a record five Daytona five Daytona wins for wins Hurley, for Hurley, whichwhich now sit now sit alongside alongside his three his three wins in wins theinLethe Mans Le Mans 24 24 HoursHours and two and attwo the at Sebring the Sebring 12 Hours. 12 Hours. For Peter For Gregg, Peter Gregg, too, the too,lure theoflure Le of Mans Le Mans was irresistible. was irresistible. In 1980 In he 1980 washedue wastodue racetoarace a 924 Carrera 924 Carrera GTS with GTS Al with Holbert Al Holbert for the for the Porsche Porsche factoryfactory team. team. Sadly, Sadly, on theon way thetoway a to a practice practice session session he washe involved was involved in a carincrash, a car crash, sustaining sustaining serious serious head injuries. head injuries. He was Hecleared was cleared to compete to compete at Daytona at Daytona a a monthmonth later but later suffered but suffered doubledouble visionvision duringduring the event, the event, and was andbanned was banned from IMSA from IMSA racing.racing. UnableUnable to cope, to cope, he committed he committed suicidesuicide in in December December 1980. He 1980. was Hejust was 40just years 40 old, years and old, and one ofone the of US’s themost US’ssuccessful most successful road racers. road racers. Peter’sPeter’s wife Deborah wife Deborah took over tookthe over running the running of theofcompany the company and the andteam, the team, assisted assisted by by HurleyHurley Haywood Haywood and existing and existing general general manager manager Bob Snodgrass, Bob Snodgrass, for another for another decade. decade. Then, Then, in in 1990, 1990, Bob teamed Bob teamed up to up buytoBrumos buy Brumos with with Dano Dano Davis,Davis, a locala motor local motor sport sport enthusiast, enthusiast, car collector car collector and then-chairman and then-chairman of the of family the family Winn-Dixie Winn-Dixie Stores,Stores, Inc grocery Inc grocery chain.chain. Bob Snodgrass Bob Snodgrass passedpassed away away in 2007, in 2007, but but Davis Davis stuck stuck with the with Brumos the Brumos dealership dealership and and team. team. He continued He continued to attend to attend every every race until race until 2013 when 2013 he when called he called a stop atostop the racing, to the racing, and inand in 2016 he 2016 soldhethe sold dealership the dealership business. business. Now, in Now, 2020, in we 2020, have weahave sneak a sneak preview preview of the of the new Brumos new Brumos Collection Collection with Dano, with Dano, alongside alongside HurleyHurley Haywood. Haywood. Dano’sDano’s personal personal collection collection of of cars forms cars forms the basis the of basis what’s of what’s now anow museum a museum in a purpose-built in a purpose-built 35,00035,000 sq ft building sq ft building on theon the outskirts outskirts of Jacksonville. of Jacksonville. Incongruously, Incongruously, it’s it’s M A GM NA EG TN O E /T O 1 3 /3 1 3 3

PREVIOUS SPREAD Collection’s replica of the long-lost Miller Golden Submarine and Alfa Romeo 8C. BELOW Sampson U-16 uses two Miller engines, mounted side by side and backwards in the chassis.

TOP RIGHT The curved central divider houses vast amounts of memorabilia, including the helmet and goggles worn by Chet Miller when he set the Indianapolis lap record in 1952.

situated on the edge of an exclusive gated residential area, although the land has long been owned by the Davis family. Drive in through huge motor-sport-themed iron gates, and the road splits into two – left for collection visitors, right for race team vehicles only – around a large ornamental pond. Out of this pokes one of the four famous Union 76 viewing balls from the nearby Daytona International Speedway. In his younger years, Dano Davis used to find a way through the perimeter fence at Daytona during test sessions, wait for the spotter to climb the ladder into the hot, stuffy glassfibre sphere at Turn 2, and then climb up the ladder himself and sit under the ball, for a birds-eye view. When the sponsorship at Daytona ended at the end of 2003, the balls were taken down – and thanks to the former CEO of NASCAR, Bill France Jr, Dano ended up with one of them. As for the collection building, it looks like a pristine historic factory. That was exactly the desired look, inspired by the production plant built in Jacksonville in 1924 by Henry Ford. “I’d always loved the old Ford plant,” says Dano, “and I even thought about using it – but it was too far gone. So I looked all over town but nothing met the requirements.” Instead, this place was purpose built, but there’s a nod to the inspiration, with a 1926 Jacksonville-built Model T in the foyer. First, though, you cross a wooden walkway with brickwork either side, to reference a historic board track and the Indianapolis ‘Brickyard’. Inside, by usual museum standards (“I hate the word ‘museum’,” says Dano), it’s small but perfectly formed, designed so well that time slips away as you walk around. These are all cars that mean something to Dano, but they had previously been stored behind the old Brumos Racing workshop. 1 3 4

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CENTRE RIGHT The first half charts the separate histories of early American racing and the straight-eight engine. BELOW RIGHT Dano Davis and executive director Brandon Starks.

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From the foyer, huge sliding doors open with great theatrical effect to reveal the main hall, which is cleverly split into two with a curved central divider. Directional speakers provide appropriate soundtracks around the hall, and linked digital information screens show extra archive images and information on each car. Our guide is Dano’s stepson Brandon Stark, who has lived and breathed the efforts to create the collection. This first side of the hall is mostly about the early days of American motor sport and the history of the straight-eight engine, hence the beautiful Alfa Romeo 8C 2900B that won Best of Show at the 2017 Amelia Island concours. Although there’s an 1895 Peugeot Type S upstairs on the mezzanine, the oldest car in this line-up is the 1910 Lion Peugeot, which leads into the 111mph 1914 Peugeot L45, the inspiration for Miller race cars. When racer Bob Burman wrecked the engine of his similar Peugeot just ahead of the 1915 Indy, he sent it to carburettor maker Harry Miller to fix – and Miller and Fred Offenhauser took the opportunity to copy its superb DOHC fourvalve-per-cylinder engine. The resultant Miller race cars, including a replica of the lost Golden Submarine, a frontwheel-drive Type 91 and a Miller-engined Salmson, make up the bulk of the line-up. At the far end of the display there’s an innocuous door that leads to another little slice of Brumos heaven – the cavernous and clinically clean race shop. This is Brumos workshop manager Don Leatherwood’s domain. He’s been a part of Brumos Racing for 40 years, and tells stories too numerous and in many cases too potentially libellous to repeat. He shows us around mangled bodywork (some from a Paul Newman car), Porsche 935 prototype body moulds, several hot engine builds and the MAGNETO

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newly installed Superflow rolling road that’s used to exercise the engines, transmissions and brakes of the collection cars. “At Brumos we’re motorheads,” he says. “Our heart is Porsche, but we love NASCAR, too.” And then it’s back into the other side of the main hall, which has a completely different feel to it, almost entirely dedicated to Porsche race cars – many of them in Brumos Racing livery – overlooked by a huge print of the first known picture of a Brumos Racing car, a 550. There’s not a dud among these, but you simply can’t miss Buster, one of two race transporters made for Porsche by MercedesBenz and used between 1968 and ’88. The other one is still owned by Porsche. The white 1968 908 would probably have been one of the first cars to have ridden in Buster, ahead of being driven to victory by Jo Siffert and Vic Elford in only its second race, the 1968 Nürburgring 1000km. Siffert’s Gulf-liveried 917 is also here. As Don puts it: “It never won Le Mans, never won Daytona, never even won a race – but it’s the most important car here.” It starred in Steve McQueen’s Le Mans movie and was driven ahead of the coffin and 50,000 mourners at Siffert’s funeral in 1971. But in Brumos terms, the most important cars are the Blood Orange 911 – an early Brumos Racing car – and the 917/10 – the first to feature the white, red and blue livery. This fearsome twin-turbo machine was raced to ninth place in the 1972 CanAm championship by Brumos’ Peter Gregg, and third in the 1973 CanAm Series by Hurley Haywood. “It felt pretty comfortable to drive,” says Hurley, surprisingly, as he stands alongside the 917/10. “Every car has a special place in my heart,” he adds. “I first met Peter Gregg in 1967, I began racing with him in ’69 and I’ve been associated with Brumos ever since – it’s been my life.” It’s only right, then, that Peter Gregg’s 1979 935 is also on show. It’s still as it was when Gregg won the 1979 IMSA Championship in it, making it possibly the last unmodified 935 in existence. In this car, Gregg took a record eight races and eight pole positions during ’79. At the far end of the Brumos cars, there’s a mezzanine that gives a great view over the collection – and on the wall is the prototype 917 chassis frame, now an evocative art piece to admire from the little café and gift shop. Hurley’s autobiography is on sale – and after all this inspiration, it would be hard to resist buying a copy. For more on visiting the Brumos Collection, see www.thebrumoscollection.com. 1 3 6

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TOP LEFT Aerial view shows the size of the facility, built from reclaimed brickwork to emulate the nearby Ford factory. TOP RIGHT Don Leatherwood has been with Brumos for 40 years.

MIDDLE Dr Helmut Bott’s 959, the last prototype to be built. ABOVE LEFT The Union 76 ball played a big part in Dano’s younger years. ABOVE RIGHT VWbased Formcar racer was Brundage’s idea.

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JAG UA R D -T Y P E

CON T I N UAT ION

Bare necessities

This unique D-type Continuation was ordered in bare metal. Hereâ&#x20AC;&#x2122;s how Jaguar Classic made it work

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PREVIOUS SPREAD Continuation interiors are to original D-type specification, but the fit is better than it ever would have been; body â&#x20AC;&#x2DC;grainâ&#x20AC;&#x2122; converges beneath the sparewheel access door.

ABOVE The Jaguar badges and Union Jacks are all painted on, rather than the usual decals. Note the third headlight set into the front of the short-nose bonnet.

FOLLOWING SPREAD Early Dunlop brake calipers now have modern rollback seals to prevent the leaks and squeals that blighted originals. Fuel lines and carburettor seals use Viton to cope with modern fuel.

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SO, YOU’VE SEEN the pictures – and yes, it really is bare metal, rather than a clever paint job or nifty Photoshop work. But it’s not just unfinished bare metal, because every panel has been sanded into a flowing brushed finish, and protected with a light coating of lacquer. If you’re wondering how difficult this was to achieve... well, the sharp intakes of breath from all those involved at Jaguar Classic HQ when it’s mentioned should answer that question. Plenty has already been written about Jaguar’s D-type Continuations, which have followed the Lightweight E-type and XKSS Continuations. This bare-metal car was ordered by a young American as a standard-specification shortnose D-type Continuation; number 18 of the 25 cars being built, as it happens. As with most Continuation customers, the owner was enjoying the process of following the build, and visited Jaguar Classic to see the ‘body in white’ – the shell in bare aluminium prepared for paint – sat amid fully painted D-types in various stages of construction. It was then that the customer asked the Jaguar team if anyone had seen the Petrolicious film of a bare-metal Testa Rossa replica... And how about doing the D-type in the same way? After the initial surprise, team leader Kev Riches and body expert Dan Jones started to work out how it could be done. They were worried that a basic bare-metal finish would quickly dull down. With the owner still looking at the car, Dan took Kev to one side and quietly suggested using a brushed style similar to the bonnet on a Rolls-Royce Phantom drophead. The customer went for it, and added the third headlight (an original fitment) into the mix – the only Continuation to have one. And then came weeks of work, as Dan explains. “Getting a body ready for paint and getting a body ready for a bare-metal finish are totally different kettles of fish,” he says. “There’s so much more work involved to get all the lows, all the weld lines, looking right. No primer, no filler, it’s about using a hammer and dolly and a body file, and then once you’ve put all those marks in you’ve got to get them out. Getting the welds right on the bonnet was really tough.” In comparison, while no filler is used on a painted body there are usually two coats of high-build primer painted on and rubbed down – enough to cover any minor imperfections. Car 18’s body was then prepared using a random orbit sander and 360-grit paper, before the really difficult bit started: using sandpaper to produce visible ‘grain’ lines on every panel. “We wanted them to be almost like the airflow along the car, but with a bit of a twist,” says Kev. From the front, the lines flow over 146

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the bonnet and wheelarches, but between the wheels the lines are straight, before flowing around the rear arches and down the back of the car to converge under the hinges of the spare-wheel access door. The grain in the louvres is at 90 degrees to those on the bonnet, so the light hits them differently. If you were to walk around the car, the light initially reflects and highlights the bonnet while the louvres look dull; but then step to the side and they flip, so the louvres are highlighted and the bonnet looks dull. Likewise, the grain flows around the base of the windscreen surround; on the mirror pod the grain flares out from the back of the mirror. “The most difficult part was with the rivets down the side of the car,” says Dan. “We wanted the lines to match either side of the rivet – but imagine rubbing it with sandpaper and hitting a rivet so your hand wanders off slightly, and you’ve got a scuff that goes the wrong way. It took three of us three weeks just to get the grain right.” The team would start with 150-grit sandpaper and then go up through the grades to a finer paper. First time around, the finished bodywork was then sprayed with a straight-to-metal lacquer, only for the finish to effectively wash out the grain. “That was a little bit frustrating,” recalls Dan. “I thought, ‘are you kidding me!’” It also turned out that different brands of identical-grit sandpaper would give a different finish, but that was easily rectified by sticking with one brand. There was another, more human, problem though... “It was warm when we were doing it,” says Dan. “We were covered up, but the sweat from our palms and heads would mark the metal. “At one point a drop of sweat from my forehead landed on the bonnet and I didn’t realise. We went off for lunch and, in that half an hour, the salt ate into the grain and ruined it, so we had to do the whole bonnet again. So if we touched anything we had to change our gloves – we were effectively doing it in a sterile environment. Even when pushing the car, if someone rubbed their arm, then touched the metal, that would ruin the finish.” After each section was completed, the car would be pushed outside for inspection, while the Coventry sky was watched with trepidation. “Inside, you’d think it looked amazing, but in daylight everything looks completely different,” says Dan. “At first it looked patchy as hell!” And then, finally, the bodywork was finished. There had been talk of commissioning a handpainted artwork for the rear of the car, but when the owner thought better of that, a local artist was instead commissioned to handpaint

the Union Jack and the Jaguar logos. And the finished car looks spectacular. Jaguar Classic team members like to cite the “60-year tea break” between the last of the original D-types, XKD 606, and the first of these Continuations. But would Jaguar in the 1950s have built a D-type to the same standard? “They had fantastic body guys in the 1950s and ’60s – my father was one of them,” says Kev. “But of course these were race cars; there was no demand to get the levels of fit and finish that we’d expect now. And in those days, all cars, even Rolls-Royces, would often have panels standing proud by at least 2-3mm.” “We have to build to the current JLR standards,” adds Dan. “Every car we do has to go through the same audit processes as a Range Rover coming out of SVO would.” In fact, the expected Continuation quality standards were even documented and signed off at board level. “The object is to make the cars almost perfect but using the processes of yesteryear and top-class skills,” says Kev. “We’ve used all the tools and techniques that are available to us in the core business, from scanning through to surfacing through to CAD etc, without making modifications that would detract from the car. “We’ve got the likes of me, who’s been around for 46 years of service, and a bunch of highly skilled youngsters and older people who remember the old processes, plus a network of retirees all the way through to 90 years of age. Three of them started in 1950, so we’ve been able to bring a lot of that data, which had never been tapped before, back into the company.” The research is continuing, too, as newly appointed head of engineering David Foster explains: “We have been going through the archives of Abbey Panels, which made a lot of panels for Jaguar, to understand the history of Jaguar bodies. It’s all part of being respectful of what these cars were.” This is how Jaguar Classic has arrived at the point at which a perfect bare-metal D-type can be built. So what comes next? “We’ve learned lessons from the Lightweight E-type, XKSS and now the D-type to go forward into our next projects,” says Kev. “Now David Foster is in place, we can procedurise it a lot more; we need to do that in order to grow. “There are also about 140,000 spares that we could go after. We’ve already released the 3.8 XK engine block, and we can build bespoke parts, too. That’s the way we’re heading now.” And any more bare-metal cars? Anything’s possible – but if you’re listening carefully at this point, you’ll hear a few sharp intakes of breath... See www.jaguar.com/classic, call +44 (024) 7656 6600 or email classic@jaguarlandrover.com.

THE TOP 50 GREATEST ALL-ROUND RACING DRIVERS Formula 1, rallying, endurance racing, motorcycling, touring cars... we celebrate those multi-tasking motor sport stars who could turn their hands to any discipline

WORDS RICHARD HESELTINE ILLUSTRATIONS PETER ALLEN

50 DEREK BELL

Few racing drivers have ever extracted more enjoyment from motor sport than sports car colossus, Derek Bell MBE. This personable ace never could resist trying something new. Within a few weeks of winning his second Le Mans 24 Hours in 1981, he was at a windswept Santa Pod braving Sylvia Hauser’s Dodge Challenger dragster. In 1985, after bagging repeat World Sportscar honours, Bell drove a bog-stock BMW 635CSi in the Brighton Speed Trials. He also contested the RAC Rally of Great Britain twice, and anchored the team that won the 1980 Wisborough Green 12 Hours lawnmower race…

HERSHEL MCGRIFF

One of the most talented men ever to run in NASCAR, and one who continued to compete on the oval in his 90th year, the Oregonian made his name south of the border after winning the inaugural Carrera Panamericana in 1950. He was just 22 years old at the time. You could argue that he never quite fulfilled his promise because he dovetailed racing with his business activities, but McGriff always remained a threat. He even tried his hand at endurance racing, sharing Billy Hagan’s Chevrolet Camaro at Le Mans in 1982 with Talladega 500 victor Dick Brooks.

LEFT Fangio rose from a humble start to become a racing legend.

HENRI TOIVONEN

One of rallying’s undoubted ‘rock stars’, Toivonen broke his duck in the World Rally Championship by winning the 1980 RAC Rally of Great Britain. He was 24 years old. He never made it to 30; the ultra-quick Finn perished after crashing his works Lancia Delta S4 out of the lead of the 1986 Tour de Corse. As with fellow rally superstar Carlos Sainz, he began his career in circuit racing, and was a winner in touring cars and Formula Vee before switching disciplines. He couldn’t resist returning trackside, either, astounding team boss Eddie Jordan during brief forays into Formula 3.

J U A N M A N U E L FA N G I O

Of humble stock, young Fangio found work in a garage at ten years of age. The potato farmer’s son would go on to build a formidable reputation in South America for his efforts in gruelling cross-country races; in 1949 he won the 6000-mile Grand Prix Nacionale del Norte, a race from Buenos Aires to Lima and back. Following an exploratory mission to Europe a year earlier, he gained backing from the Argentinian government to compete at Grand Prix level. He claimed his first World Championship win at Monaco in 1950 for Alfa Romeo, and the floodgates were thrown open.

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MICKEY THOMPSON

If this was a list of great motor sport impresarios, Thompson would be higher placed. As it stands, he was an early superstar in drag racing. He also dabbled in road racing in a Kurtis, made attempts at the Land Speed Record and, notoriously, fielded cars in the Indianapolis 500 that often spooked their drivers as much as the competition. Thompson later became a prolific winner in off-road events. As Smokey Yunick brilliantly put it: “He had the balls of a dinosaur and the persistence of a hungry tiger. That man didn’t know what ‘it can’t be done’ meant.”

SANDRO MUNARI

This moody superstar won the 1967 and ’69 Italian Rally Championship titles before bagging the European series in 1973. Munari claimed his first Monte Carlo Rally win in a Lancia Fulvia HF in 1972, before taking a further hat-trick in 1975-’77. He was also garlanded with the 1977 FIA Cup for Rally Drivers’ title. His career petered out during the early 1980s, with the veteran competing in everything from a Dodge Ramcharger to a Porsche 911 as and when the mood took him. He earned his all-rounder status after winning the 1972 Targa Florio alongside Arturo Merzario in a works Ferrari.

JEFF ANDRETTI

While nowhere near as famous as his uncle Mario, or his cousin Michael for that matter, Jeff Andretti won in Champ Car and sports cars (he shared honours in the 1989 Daytona 24 Hours with Bob Wollek and Derek Bell), only for his career to be largely derailed after he crashed out of the 1992 Indy 500. Nevertheless, Andretti returned trackside, popping up everywhere from the North American Touring Car Championship to the NASCAR Craftsman Truck Series. He also shone in Jack Clark’s Taco Bell Express Top Fuel Dragster, and cemented his all-rounder status by racing motorcycles and snowmobiles.

LUCIEN BIANCHI

An Italo-Belgian who is remembered for winning the 1968 Le Mans 24 Hours alongside Pedro Rodríguez. His father had been a mechanic for Johnny Claes, and young Lucien finished third alongside the veteran in the 1955 Liège-Rome-Liège rally. Bianchi went on to bag the first of three Tour de France prizes in 1957. He also scored a point for sixth place in the 1960 Belgian GP, his maiden World Championship start. Bianchi was leading the 1968 London-Sydney Marathon until his Citroën collided with a Mini (on what was meant to be a closed stage) less than 100 miles from the finish.

TOP 5 0 G R E AT E ST A L L -ROU N DE R S

45 BARRY LEE

ABOVE Great all-rounder ‘Leapy’ Lee was a born showman.

‘Leapy’ Lee was Britain’s answer to NASCAR superstar Richard Petty. That said, he had an even more impressive moustache and a silver lamé race suit. A born showman, the sometime speedway rider was instantly quick upon switching to four wheels, claiming the 1966 Players No. 6 Autocross title while still on the nursery slopes. Although a championship winner in rallycross, Lee found greater fame on ovals, winning four world Hot Rod titles (1973-’74, 1977-’78) and as many British gongs while he was at it. Lee also participated in everything from Formula Ford to the Paris-Dakar Rally via truck racing and the BTCC.

39 JACKY ICKX

One of the greatest Grand Prix drivers never to win the World Championship, this stylish Belgian was also the most successful sports car star of his generation. Ickx (left) claimed his first Le Mans 24 Hours victory alongside Jackie Oliver in 1969, famously sauntering to his Ford GT40 in protest of the traditional sprint that he deemed dangerous. He would rack up five more wins to 1982, while also taking CanAm honours in 1979. Just to showcase his virtuosity, Ickx also won the 1977 Hardie-Ferodo 1000 at Bathurst and the Paris-Dakar Rally in 1983 aboard a Mercedes-Benz G-Class.

ERIK CARLSSON

Hard as nails but quick to smile, ‘On the Roof’ famously bagged repeat wins in the RAC Rally of Great Britain and Monte Carlo classic. However, he also competed in everything from ice racing to Formula Junior for his Saab paymaster. The Swede made up for his cars’ inherent lack of power, achieving improbable results in equally unlikely machinery. What’s more, having retired from competition in 1967 due to severe back pain that would continue to blight his life for decades, he returned two years later to contest the Baja 1000. He finished third, and fifth a year later.

TONY MARSH

This hardy perennial won a hat-trick of British Hillclimb Championship titles from 1955-’57, and repeated the trick in 1965-’67 aboard his self-built Marsh-Buick. During the interim, the Midlander concentrated on circuit racing, competing in four World Championship Grands Prix, winning the British F2 title and also racing at Le Mans. He retired from motor sport at the end of 1967, only to return in 1986. He was still competing in 2008, in his 70s. Away from cars, he was an accomplished hydroplane racer, a crack shot and a former European ski-bob champion.

EUGEN BÖHRINGER

This former European Rally Champion was comfortably into middle age when he began accruing big wins on a regular basis. His name is inextricably linked with Mercedes-Benz, but the German hotelier also managed to hustle a Porsche 904/6 to second place in the 1965 Monte Carlo Rally. On the circuits of Europe and South America, he claimed victories in touring cars aboard assorted Mercedes weaponry and Alfa Romeo Giuliettas. He also impressed Colin Chapman after being invited to test a Lotus 18 Formula Junior. He was reputedly offered a works drive, only to turn it down due to his age.

RICK MEARS

A likeable Kansas-born Californian who won the Indianapolis 500 four times, and the Champ Car title in 1979 and again in 1981-’82. His background, however, was in off-road racing in which the family – the ‘Mears Gang’ – excelled. Having started out competing on two wheels, ‘Rocket Rick’ made the transition to campaigning buggies while still in his teens. In 1976, he joined his brother Roger as a winner of the Pikes Peak International Hill Climb. Mears also showed well in sports cars, while his tests at Paul Ricard and Riverside with the Brabham F1 team in 1980 have entered into legend.

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BELOW Saby was a works driver for Lancia, VW and more.

ANDY PRIAULX

The Guernseyman claimed the European Touring Car Championship in 2004, before bagging three consecutive World Touring Car titles (2005-’07). More recently, he has driven works Ford GTs, but what tends to be forgotten is his curious path to the big time. While he started out in go-karts, he subsequently dabbled with off-shore powerboats before partnering his father Graham in hillclimbing. In 1995, aged 20, he dominated the British Hillclimb Championship before switching to circuit racing. In 1999, he won each round of the Renault Sport Series, only for his singleseater bid to stall despite victories in Formula 3.

RIGHT Montoya scored Formula 1, Champ Car and NASCAR ‘triple’.

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BRUNO SABY

This tousled-haired ace from Grenoble started out campaigning a Citroën Ami in 1968. He went on to become a works driver for Lancia, Renault, Peugeot and Volkswagen among others during a distinguished

career. He was French Rally Champion in 1981, and won the Tour de Corse five years later in a Peugeot 205 T16, and the 1988 Monte Carlo Rally in a Delta HF 4WD. Saby had already nabbed a French rallycross title (in 1978), and showed well in sporadic circuit outings. After quitting the WRC, he spent 16 years competing in rally-raids, with highlights including victory in both the 1993 Dakar Rally and the 2005 World Cup for Cross-Country Rallies.

J U A N PA B L O M O N T OYA

Columbia’s ‘other’ great export won the 1998 European Formula 3000 drivers’ title. A year later, he took the Champ Car series at his first attempt, and in May 2000 he famously bagged Indianapolis 500 honours as a rookie. A Formula 1 World Championship seemed preordained, but the feisty South American never quite gelled with either Williams or McLaren, and unexpectedly quit to race stock cars partway through 2006. He joined Dan Gurney and Mario Andretti in the elite camp as winners in Formula 1, Champ Car and NASCAR. He is also a three-time winner of the Daytona 24 Hours event.

PADDY HOPKIRK

Inextricably linked with Minis thanks to his win in the 1964 Monte Carlo Rally, the Irishman was also a handy racing driver. He contested the Le Mans 24 Hours six times and the Targa Florio on three occasions, among other blue-chip events. Hopkirk also campaigned his own

S A R E L VA N D E R M E R W E

This gifted South African was a star at home, winning the national rally championship 11 times. ‘Supervan’ was also a multiple touring car champ in a variety of classes; battles with his nemesis Ian Scheckter were not confined to the track. He became an international sports car regular after claiming an upset win in the 1984 Daytona 24 Hours aboard a Kreepy Krauly-liveried March-Porsche. He shared honours with countrymen Graham Duxbury and Tony Martin. Later that year, he placed third at Le Mans at his first attempt, and he’d go on to be a regular podium visitor in IMSA driving for Hendrick Motorsports.

Elva and Peter Proctor’s Lotus 18 in Formula Junior. The true measure of the man, however, was his selfless act during the 1968 LondonSydney Marathon: he gave up a probable win to help extricate erstwhile leader Lucien Bianchi from his mangled Citroën. Having done so, he settled for second place behind Andrew Cowan.

JEAN ROLLAND

A brilliant Frenchman who met his end after crashing his Alfa Romeo during practice for the 1967 Paris 1000km at Montlhéry. His name is forever linked with the Italian marque, Rolland having accrued more than 50 overall or class wins in Alfas, on-track or off-piste. Having started his career in 1955 aboard a Peugeot 203, he graduated to a Giulietta SV inside four years. He was crowned French rally champion in 1964 and ’66. In addition, the selfconfessed amateur dabbled in F3, and surprised F2 regulars with his pace aboard Eric Offenstadt’s Lola during the Albi Grand Prix in 1966.

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B O B O LT H O F F

Largely forgotten in Europe, Olthoff nevertheless remains a legend in his native South Africa. Having begun competing aboard a Citroën Light 15 in 1957 at age 20, his subsequent move to the UK saw him drive for the BMC Competitions Department and John Willment’s eponymous squad. With the latter, he was one of few drivers capable of getting anywhere near Jim Clark in a Lotus Cortina. Olthoff and Jack Sears won the 1963 Marlboro 12 Hours in Maryland in a Willment ’tina, but he is perhaps best remembered as a Cobra tamer. Olthoff won several races aboard assorted examples, and also finished second in the ’63 Kyalami Nine Hours in his Willment-fielded car. On returning to his homeland, he won the 1965 South African Saloon Car Championship in his exWillment, Holman Moodybuilt Ford Galaxie 500. Olthoff went on to add sports car titles to his resumé in 1966 and ’67, and a Formula 5000 gong in 1970. Eight years later, he broke the South African Land Speed Record.

ABOVE Olthoff drove for BMC, and remains a legend in South Africa.

PETER BROCK

Including this Australian touring car legend in our list is perhaps controversial, not least because of some of the unsavoury (and unsubstantiated) allegations that have circulated since his death in 2006. That, and because he achieved relatively little outside his homeland. Nevertheless, there is no escaping the fact that ‘Peter Perfect’ claimed three Australian Touring Car Championships. He also won the Bathurst 1000 race a record nine times (on one occasion by six laps), not to mention as many wins in the Sandown 500. What tends to be forgotten is that Brock also performed well away from the circuits. He proved just as adept hustling a Holden in rallycross or on a special stage. Brock himself claimed that winning the 1979 Repco Round Australia Trial gave him the most satisfaction of all his many triumphs. He, co-driver Matt Philip and navigator Noel Richards completed some 20,000km in 14 days in often inhospitable climes to best several national and international rally stars such as Shekha Mehta and Rauno Aaltonen.

LOUIS CHIRON

One of the stars of pre-war Grand Prix racing, Chiron and Bugatti soon became synonymous. Having begun his career in 1926, his talent was immediately obvious. Two years later, he was victorious in the Rome, Marne, Spanish and Italian Grands Prix, and in 1929 he claimed further wins in the German and Spanish GPs. He also took a Delage to Indianapolis and placed a credible seventh in that year’s 500-mile oval classic despite a lengthy stop to change tyres. This is a mere snapshot of his early career, the 1930s witnessing umpteen further honours – not least a brilliant victory in the 1931 Monaco Grand Prix. The arrival of the German Silver Arrows saw him effectively retire, but in the immediate post-war years he made an impressive comeback. He remains the oldest starter of an F1 race, having placed sixth in the 1955 Monaco GP when he was barely a few weeks shy of his 56th birthday. Just to showcase his versatility, a year earlier the Monégasque and his wingman Ciro Basadonna won the Monte Carlo Rally in a Lancia Aurelia.

OLIVIER GENDEBIEN

Gendebien was a paratrooper during World War Two before working in the Belgian Congo. There he met Charles Fraikin, for whom he would act as co-driver on returning to Europe. They stayed together until 1955, the year in which they won the LiègeRome-Liège rally aboard a Mercedes-Benz 300SL. A year later, Gendebien belied his lack of singleseater experience to finish fifth and claim a point on his World Championship Grand Prix debut in Argentina,

driving for Scuderia Ferrari. He went on to claim victory on the 1957 Giro di Sicilia in an Ecurie Francorchamps 250GT TdF, and a year later his first win on the Targa Florio, sharing a works 250 Testa Rossa with Luigi Musso. He would take a repeat victory in a 246SP in 1962 alongside Willy Mairesse and Pedro Rodríguez. Other major wins included the Sebring 12 Hours in 1959 (with Phil Hill, Dan Gurney and Chuck Daigh), 1960 (in a Porsche, with Hans Herrmann) and 1961 (again with Hill). Then there was the small matter of his four wins at Le Mans (in 1958, and again in 1960-’62).

ABOVE Prewar GP star Chiron became synonymous with Bugatti.

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One of countless Finns to set special stages alight, Vatanen started his maiden World Rally Championship event in 1974 and his last in 1993. He bagged the British Open Rally Championship in 1976 and again in 1980. In 1981, he won the WRC outright and appeared set for 1985 honours until he endured an epic crash during Rally Argentina. His car cartwheeled at more than 120mph, during which time his seat broke free of its moorings. Vatanen suffered massive injuries – both internal and external – which required 18 months of recuperation and rehabilitation. Worse was to come; he suffered severe bouts of depression, having become convinced that he had been given tainted blood during the countless necessary transfusions. On returning to motor sport in 1987, he won that year’s Paris-Dakar Rally. He did so again in 1989, 1990 and ’91. He could conceivably have made it five victories in a row had his car not been mysteriously stolen during the 1988 running. He had been leading at the time. Then there was his recordbattering run at Pikes Peak that year…

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DANNY ONGAIS

ROBBY GORDON

There was a brief period in the 1990s when this mercurial Californian appeared set to emulate Rick Mears as an off-road specialist turned Champ Car superstar. It never happened. He bagged two career wins in 1995, and came within an ace of winning the 1999 Indy 500 only to run out of fuel at the last gasp, but he never quite made the leap from prodigy to consistent winner. There were other categories of motor sport, however, and Gordon seemingly tried all of them. Quite aside from his seven SCORE off-road titles, three Baja 500 wins and as many Baja 1000 gongs, he also won his class in the Daytona 24 Hours on four occasions (1990-’94). He bagged three category wins in the Sebring 12 Hours as well. In NASCAR, he took three wins in the premier category, but running his own team stretched his finances. Controversy was never far away, either, which tended to overshadow his talent as a wheelman. As an aside, he remains the only American ever to lead the Dakar Rally. He placed third in 2009.

This enigmatic, fameshunning ace started out racing motorcycles before switching to competing on four wheels in the quarter mile. He went on to excel in Top Fuel and Funny Cars, while also breaking umpteen records at Bonneville. Ongais tried his hand at circuit racing in 1974 – in Formula 5000! – and would go on to win 12 races from 15 starts at national level. A move to Champ Car beckoned, and the preternaturally swift Ongais was instantly on the pace to the point that in 1978, his sophomore season, he won five rounds of the USAC series. What’s more, he qualified on pole eight times and led 50 percent of the laps he turned. A year later, he added honours in the Daytona 24 Hours aboard an Interscope Porsche 935, having also dabbled in Formula 1 with the same team. That Ongais was quick was without question, but some rivals questioned his ability to temper his speed. Fellow drivers used to refer to him as ‘DOA’ – ‘Danny Ongais Again’ – due to a series of high-profile crashes.

ABOVE Ongais shunned the fame that should have been his.

TO N Y ST E WA RT

Likened in some quarters to AJ Foyt in terms of versatility and temperament, ‘Smoke’ excelled on short ovals, and captured all manner of titles in Midgets and Sprint Cars. He also claimed the 1997 Indy Racing League title. Then there were his three NASCAR Cup Series gongs (2002, 2005 and 2011 – the latter year as a team owner). He collected 49 wins and 308 top ten finishes from 618 starts spanning 18 seasons. What’s more, he continued to dovetail NASCAR with quarter-mile oval appearances in other disciplines for much of his prestigious career. While often pigeonholed as an oval racer, Stewart showed well in sports car events during sporadic appearances. During his second attempt at the

Daytona 24 Hours in 2004, he and team-mates Andy Wallace and Dale Earnhardt Jr held a five-lap lead until mechanical maladies hobbled their bid with a mere 20 minutes left to run. They were classified fourth. He teamed up with Wallace and Jan Lammers for the following year’s event and they were leading until two hours from the end. They had to settle for an embattled third place.

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W A LT E R R Ö H R L

TA Z I O N U V O L A R I

‘The Flying Mantuan’ earned considerable success on two wheels, not least victory in the 1925 350cc European Championship. He followed through by accruing a remarkable run of big wins on four wheels. His tally stretched to 24 Grands Prix victories, a brace of Mille Miglia gongs and as many Targa Florio triumphs. Then there was success in the 1933 Le Mans 24 Hours, and… Nuvolari was one of that rare breed who could make up for a car’s shortcomings, not least in terms of horsepower deficiency. His 1935 German Grand Prix win where he bested the German Silver Arrows at the Nürburgring in his antiquated Alfa Romeo is justifiably lionised. Nevertheless, his drive on the 1947 Mille Miglia is another candidate for ‘best ever’. Nuvolari wasn’t in the best of health, yet somehow his Cisitalia was eight minutes clear of the chasing pack at the halfway point in Rome. His performance was all the more remarkable given that the car was packing all of 1098cc. Late problems hobbled his chances, but second place and class honours were at least some consolation.

If this was a list of greatestever rally drivers, Röhrl would be a shoo-in for a top three finish. The former ski instructor was crowned World Champion in 1980 driving for Lancia, and again in 1982 for Audi. He also won the Monte Carlo Rally four times for as many marques. Röhrl claimed 14 WRC victories, and also triumphed in the 1987 Pikes Peak International Hill Climb in his bewinged Audi Quattro. The German maestro was the first man ever to reach the summit in less than 11 minutes. What tends to be overlooked, however, is that he was also a gifted circuit driver. His performance during the 1992 Nürburgring 1000km tends to be recalled with a sense of awestruck wonder, largely because he wasn’t the least bit perturbed by the thick blanket of fog that had reduced visibility somewhat. Röhrl had previously claimed class honours in the 1981 Le Mans 24 Hours in a works Porsche (with Jürgen Barth), having won the previous year’s Brands Hatch Six Hours outright for Lancia alongside Riccardo Patrese.

ABOVE Röhrl remains one of the world’s greatest-ever rally drivers.

JACQUES VILLENEUVE

This choice is bound to court controversy. It shouldn’t. For some, this defiantly selfdirected driver never lived up to the hype. The fact that he won the 1997 Formula 1 World Championship in his sophomore season will never sway the naysayers. And this after he had already bagged the 1995 CART/Champ Car title. Oh, and the Indy 500 while he was at it. Only Emerson Fittipaldi and Mario Andretti have pulled off the same feat, but many race fans feel that Villeneuve squandered his F1 career. In many ways he did, but you could never accuse him of being unwilling to try new things. Having started out racing an Alfa Romeo 33 hatchback in Italy while still a teenager,

his early career encompassed everything from the Japanese F3 series (he was second in 1992) to Formula Atlantic Stateside (five wins from 15 starts in 1993). Since leaving the F1 circus in 2006, Villeneuve has participated in sports-prototypes (he was second at Le Mans in 2008), NASCAR, Top Race V6 in Argentina and Aussie tintops. Oh, and Brazilian stock cars. And rallycross. And…

JOHN SURTEES

‘Il Grande John’ had already secured immortality in motor sport lore for his achievements on two wheels long before he ventured near a racing car. That he made the transition appear effortless is testimony to his greatness, but then all the signs were there from the outset that his was an exceptional talent. After all, he finished runner-up in only his second-ever points-paying F1 race – the 1960 British Grand Prix, driving for Team Lotus. He started his third, that year’s Portuguese GP, from pole. After a further two seasons treading water with Yeoman Credit Racing and the Bowmaker Racing Team, he moved to Scuderia Ferrari in 1963 and made an instant impact. A year later, he was World Champion (to go with the seven world titles racked up on motorcycles…). Surtees also shone in sports cars; witness his stellar drive to win the 1963 Nürburgring 1000km race alongside Willy Mairesse in a Ferrari 250P sportsprototype. It was his maiden triumph for the Maranello squad. He also won the inaugural CanAm championship in 1966 aboard a Lola T70.

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DAN GURNEY

STÉPHANE SARRAZIN

One of the stand-out all-rounders of the modern era, Sarrazin has participated in most contemporary disciplines of motor sport. Since the mid-1990s, the Frenchman’s name has routinely cropped up in entry lists, from the Superfund World Series to Australian V8 Supercar tin-tops. Having won in every junior category of single-seater racing up to Formula 3000, he contested only one race in Formula 1 (the 1999 Brazilian Grand Prix, substituting for Luca Badoer at Minardi). In sports cars, he won the 2007 Le Mans Series with Pedro Lamy, having claimed three rounds. He has since been a works driver for Aston Martin, Toyota and Porsche, while also proving his worth in rallying. In 2009, for example, he finished third in the Monte Carlo Rally and later placed second in the Le Mans 24 Hours (he has been runnerup four times…). In 2014, he returned to single-seaters, driving for Venturi in Formula E, and scored his first outright international rally win on the Tour de Corse.

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Gurney’s contribution to motor sport, whether as a driver, team owner or innovator, is incalculable. ‘Handsome Dan’ was a hot rodder before finding success in SCCA (Sports Car Club of America) races, which were often staged on airfields delineated by haybales. His press-on driving style attracted the attention of Ferrari’s US concessionaire, Luigi Chinetti, who arranged

BELOW Driver, race-team owner and innovator was known as ‘Handsome Dan’.

for him to drive in the 1958 Le Mans 24 Hours for the Scuderia. Gurney would in time become a front-runner in Formula 1. However, his tally of four World Championship victories from 86 starts belies his standing. His final win at this level was the 1967 Belgian Grand Prix aboard his own-brand Eagle-Weslake. Gurney also won that year’s Le Mans 24 Hours and triumphed in IndyCar, CanAm and NASCAR, which placed him in rarefied company. It could be argued that he would probably have won more races had he simply stuck to driving. You could equally claim that luck wasn’t always on his side. Nevertheless, as a team owner, Gurney claimed 78 major wins from the late 1960s to the early ’90s.

ROMAIN DUMAS

A renaissance man if ever there was one, Dumas enjoyed success in junior single-seater categories prior to becoming a sports car titan. Thus far, he has claimed two overall wins in the Le Mans 24 Hours (2010 and 2016) to go with his 2008 Sebring 12 Hours triumph (claimed in a Penske-run LMP2 Porsche RS Spyder alongside Timo Bernhard and Emmanuel Collard). His endurance wins also stretch to the Nürburgring 12 Hours (2007-’09, 2011) and Spa 24 Hours (2003 and 2010). Oh, and he also bagged the 2016 FIA World Endurance Championship, sharing the spoils with Marc Lieb and Neel Jani. Nevertheless, it is Dumas’ achievements away from the world’s circuits which, if anything, have left the motor sport media breathless. He has four wins in the Pikes Peak International Hill Climb on his CV (2014, 2016-’18), plus overall and class rally victories in a Porsche 997 GT3 Cup Car. Last year, he established a new lap record for an electric vehicle at the Nürburgring. He blasted around the Eifel circuit in 6.05.336min driving the Volkswagen ID R.

MARC DUEZ

Another driver whose praises perhaps haven’t been sung as highly as they might, Duez dovetailed a race and rally career, almost from day one. Having started out in Formula Vee in 1977, he made his rally debut a year later on the Boucles de Spa. Remarkably, it was aboard a works Toyota Celica; he finished fifth. He would go on to claim three Belgian Rally Championship titles and snare wins in further European series. He did so while driving on-track in touring cars for the works BMW and TWR squads. He was also loaned out to the Ecosse team for the World Sports Prototype Championship, taking C2 wins at the Nürburgring, Spa and Fuji. During the 1990s, the Belgian established himself as an endurance racing specialist. He won the Nürburgring 24 Hours in 1992, 1995 and 1997-’98. He also triumphed in the Spa 24 Hours three times, and racked up silverware driving the ORECA-run Dodge Vipers. And let’s not forget his success in the Andros Trophy ice-racing series (he drove works BMWs for five seasons).

BELOW JeanLouis Schlesser went on to great success in rally-raids.

JEAN-LOUIS SCHLESSER

It’s an unfortunate that this much-liked Frenchman is remembered primarily for taking out Ayrton Senna during the 1988 Italian GP. The Brazilian had been leading at Monza when he tripped over the Williamsmounted 39-year-old. It was Schlesser’s sole start in Formula 1, a previous attempt at qualifying a hopeless RAM-March for the 1981 French Grand Prix having ended badly. So why is he here? Well, Schlesser enjoyed great success in saloon cars, most memorably when driving for Tom Walkinshaw Racing. He won the 1985 French Supertourisme title in a TWR Rover, and a year later he drove for the same equipe in the BTCC. Schlesser also proved a force in sports cars. In 1988, he won the German Supercup (né Interserie) and placed second in the World Sports Prototype Championship. He was crowned champion in 1989-’90 (sharing the spoils with Mauro Baldi in the latter year). He then changed tack and enjoyed great success in rally-raids. He won the FIA World Cup for Cross-Country Rallies every year from 1998 to 2002.

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P I E R O TA R U F F I

A star on two and four wheels, Taruffi was also an engineer, designer and author of one of the bestever ‘how to’ driving manuals. The Italian won the 1932 500cc European Championship, and five years later he established a new motorcycle Land Speed Record at 173.68mph. By this time, he had already found some measure of fame racing cars, his maiden outing having been the 1930 running of the Mille Miglia. By 1934, he was a works Maserati driver, but in 1937 he throttled back to manage the factory Gilera team. After World War Two, he returned trackside and drove Cisitalias while also making the occasional guest appearance for Alfa Romeo. He joined the embryonic Scuderia Ferrari in 1949, for whom he would claim victory in the 1951 Carrera Panamericana alongside Luigi Chinetti. A year later, he finished third in the F1 World Championship. Major sports car triumphs included the 1954 Targa Florio and 1954-’55 Tour of Sicily. After winning the tragic 1957 Mille Miglia, ‘The Silver Fox’ retired, aged 50, and established a racing school.

That this outspoken American is relatively far down the list will not please everyone, because few drivers ever shone in as many different disciplines as ‘Super Tex’. It’s just that by choice Foyt rarely competed outside his homeland, which rather tempered our enthusiasm to place him higher up. Nevertheless, it must be said that he often performed brilliantly on the rare occasion he used his passport. His CV is spectacular; four Indy 500 wins are just the tip of the iceberg. His tally of 67 Champ Car victories remains unbroken. In NASCAR, Foyt won the 1972 Daytona 500, and in sports cars he bagged honours in the 1967 Le Mans 24 Hours alongside Dan Gurney. Foyt also took outright wins in the 1983 and ’85 Daytona 24 Hours. He was installed in the winning Porsche in 1983 after his Nimrod ‘Pepsi Challenger’ broke early. He was at his hotel when he got the call to return to the track and bring his helmet. His last big win was the 1985 Sebring 12 Hours in a Porsche 962. He was 50 years old.

PARNELLI JONES

Rufus ‘Parnelli’ Jones rarely drove outside the US, which ensures his name isn’t revered on the global stage. It deserves to be. Hugely successful on ovals, with three USAC Sprint Car titles to his name, this toughest of tough-nuts won the 1963 Indy 500. He came within three laps of repeating the feat in 1967, only to retire his STP-Paxton turbine car ‘Silent Sam’ after a “six-dollar transmission bearing” failed. This American racing deity also excelled when competing with a roof over his head, claiming consecutive USAC Stock Car titles (1960-’62) prior to becoming a frontrunner in TransAm. Heading

off-piste, he won the 1963 Pikes Peak International Hill Climb in a Bill Stroppe-built Mercury Marauder, and later the Mexican 1000 off-road race (twice) in addition to the Baja 400 and Mint 500. In truth, it’s easier to list disciplines in which he didn’t stand out, if not dominate. As a team owner, Vel’s Parnelli Jones Racing participated in everything from off-road racing to Formula 1 via Funny Cars and Champ Car. It also sealed 1970-’71 Indy 500 honours.

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JIM CLARK

Consider this: the sainted Scot racked up 25 Grands Prix victories from just 72 starts, making for a 34.7 percent strike rate – and that’s before you factor in his many successes in non-championship Formula 1 races. During Clark’s 1965 campaign, he won the F1 title with three rounds to spare. He did so despite having missed the Monaco round to contest the Indy 500, which

BELOW Scot Clark remains a legend since his untimely death in 1968.

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he famously won. If that wasn’t sufficient, his haul of scalps that year also included the Tasman Cup plus British and French Formula 2 gongs. In addition, Clark was as adept in a saloon car as he ever was in an open-wheeler. After sporadic outings in 1963, including one class win, the 1964 British Saloon Car Championship title was a whitewash. He still performed the occasional smash-and-grab raid in later years, managing two outright victories in 1965 (plus three class wins) and three the following year (plus two further class wins). Not only that, he contested the 1966 RAC Rally of Great Britain. Yes, he retired – but not before he set a fastest stage time…

He famously never won the Formula 1 World Drivers’ Championship, but Moss is justifiably considered to be among the most gifted men ever to sit in a Grand Prix car. For many years, he was the benchmark driver against whom others were measured. That would be sufficient to ensure his ranking as a superstar – but then you factor in the many wins accrued in other disciplines. He was stellar in sports cars, his 1955 Mille Miglia win alongside Denis Jenkinson has long since entered into motor sport folklore, but Moss also bagged three consecutive Nürburgring 1000km wins (1958-’60) plus the Sebring 12 Hours (1954). In rallying, he took three penalty-free runs in a row on the Alpine classic, and placed second on the 1952 Monte Carlo Rally. And then were his many record-breaking honours, not least those racked up in 1957 aboard the MG EX181 streamliner. He averaged 245.64mph over the flying kilometre on the salt flats at Bonneville. The real tragedy is that his driving career was cut short when he was just 32 years of age.

Surprised to see ‘The Guv’nor’ so far up the order? You shouldn’t be. Remembered primarily as a car builder, Allard also boasted an impressive CV as a driver. He enjoyed early success in trials and speed events, claiming the 1949 British Hillclimb Championship with his self-built Steyr-Allard single-seater. He placed third in the two prior seasons and was runner-up in 1950. He enjoyed international success after edging out Stirling Moss to win the 1952 Monte Carlo Rally in an Allard P1 (he had finished eighth two years earlier, and would win his class on the event in 1963). In sports car racing he competed in all manner of events, spanning the Targa Florio and the RAC Tourist Trophy at Dundrod, and he finished third in the 1950 Le Mans 24 Hours alongside American Tom Cole Jr. They finished five laps behind the winner, their performance being all the more remarkable because the gearbox in their Allard J2 failed partway through the race, leaving them with top gear only. If that wasn’t enough, the bespectacled Londoner virtually single-handedly introduced drag racing to the UK.

STIRLING MOSS

SYDNEY ALLARD

JEAN-CLAUDE ANDRUET

Another great French all-rounder, Andruet proved equally at home competing in Continental hillclimbs aboard single-seaters as racing sports-prototypes at Le Mans. He was also one of the finest rally drivers of his generation. Andruet began competing in a Renault 8 Gordini in 1965, and three years later he landed a works drive with Alpine. He was crowned French Rally Champion in 1968 and repeated the feat in 1970, the same year that he won the European Rally Championship. He captured his third French rally title in 1972, and a year later claimed outright honours on the Monte Carlo Rally. Andruet had by now also established himself as a star in sports and GT racing, having guided Charles Pozzi’s Ferrari Daytona to victory in the 1972 Tour de France Automobile. He would claim further wins on this gruelling event in 1981-’82, driving Pozzi-fielded Ferrari 308GTBs. In addition, Andruet was a five-time class victor at Le Mans. He also won the 1977 Spa 24 Hours alongside Eddy Joosen, and placed second on the Targa Florio (1973) and the Daytona 24 Hours (1979).

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RIGHT ‘Good guy’ Larrousse excelled in endurance race events.

KEN WHARTON

GÉRARD LARROUSSE

One of motor sport’s good guys, this amiable Frenchman was a serial winner long before he ever ventured trackside. Larrousse was a frontrunner for Alpine before becoming a factory Porsche driver. Early successes included the 1969 Tour de Corse and the runner-up spot on the Monte Carlo Rally three times (1969-’70, 1972). He guided his 911ST to third place behind a brace of sportsprototypes on the 1970 Tour de France Automobile, and would win the event a year later aboard a works Matra. In the World Endurance Championship, he won the 1971 Sebring 12 Hours in a Porsche 917K alongside Vic Elford, and the same year’s Nürburgring 1000km in a

908/2 (also alongside ‘Quick Vic’). He won the Le Mans 24 Hours in 1973-’74 as well, with Henri Pescarolo. Despite very little prior experience of single-seaters, he made his sole F1 start at Nivelles in 1974. A year later, he won on his F2 debut at Hockenheim, only to hang up his helmet shortly thereafter. Subsequent to that, he turned his hand to team management before founding his own F1 team.

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Something of a man apart from his British contemporaries, this Smethwick garagiste took his motor sport seriously. It was no mere lark; he sought to dominate, regardless of discipline. Having begun racing in 1935 with his Austin Seven special, the Midlander didn’t truly make his mark until the end of the following decade. He scored a hat-trick in the RAC British Trials series (1948-’50), excelled in rallying (he won the Tulip Rally in 1949-’50 and 1952), and emerged on top in the British Hillclimb Championship every year from 1951-’54. He wasn’t without ability on-track, either. A winner in the half-litre Formula 3 category in 1950, Wharton placed fourth on his Formula 1 debut at Bremgarten during the 1952 Swiss Grand Prix. He did so despite his Frazer Nash prototype being outclassed. In sports cars, he and Peter Whitehead claimed honours in the 1954 Reims 12 Hours in their works Jaguar D-type. Sadly, Wharton perished in January 1957 after his Ferrari 750 Monza left the road at Cloverleaf Corner during a race at Ardmore Circuit, New Zealand. He died in hospital an hour later.

SÉBASTIEN LOEB

Where to start? Loeb’s tally of nine consecutive World Rally Championship titles and 79 career wins (so far…) isn’t likely to be eclipsed in a hurry, but there is more to this exceptional Frenchman than ‘just’ rallying. The former gymnast placed third in the World Touring Car Championship twice (2015-’15) and won GT races, both in France and internationally, aboard his self-run McLaren MP4-12C. Oh, and he was second overall in the 2006 Le Mans 24 Hours driving for the Pescarolo squad. Throw in a FTD at the Pikes Peak International Hill Climb in 2013, rallycross honours and three victories in the Race of Champions (2003, 2005 and ’08), and it’s hard to find much that he hasn’t won save for the Dakar Rally (he was merely second in 2017 and third earlier this year). Only single-seaters are missing from his resumé, although he did drive a Red Bull RB4 during the first official Formula 1 winter test in Barcelona in 2008. He was eighth quickest of 17 drivers. Aged 46, he shows no sign of slackening his pace, either.

LEFT Ken Wharton sought to dominate, regardless of discipline.

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LEFT Jean Ragnotti mixed his motor sport from the start.

MARIO ANDRETTI

Equally at home steering a Sprint Car on its lock-stops at Langhorne Speedway, or hustling an F1 car around the streets of Monaco, Andretti’s rise to the top remains the stuff of legend. Born in Montona, Italy (now Motovun, Croatia following its annexation by Yugoslavia at the end of World War Two), he emigrated to the US with his family in 1955 and settled in Nazareth, Pennsylvania. Four years later, Mario and his twin brother Aldo began racing on dirt ovals aboard a 1948 Hudson. By the end of the 1960s, he had already

JEAN RAGNOTTI

Placing ‘Jeannot’ so far up the order may lead to us being tarred and feathered, primarily because most of his success occurred in France. However, before you pluck the chicken and warm the acetone, consider his achievements. The sometime lorry driver was a late bloomer as a competitor. He participated in his first-ever event – the Rallye du Vaucluse – in 1967 when he already in his mid-20s. He didn’t complete a full season until 1970. Two years later, Ragnotti won his class in the French Rally Championship. He would lift the overall title in both 1980 and ’84. Arguably, the pinnacle of his career was victory in the 1981 Monte Carlo Rally in a mid-engined Renault 5 Turbo. To many rally fans, however, his second-place finish on this event three

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years earlier – in a frontengined R5 Alpine – was more representative of his greatness. Ragnotti would win further rounds of the WRC, but what tends to be forgotten is that he dovetailed rallying and other categories of motor sport from the outset. He was French rallycross champion in 1977 and bagged the national touring car title in 1988. In sports cars, he was fourth in the 1974 European 2-litre series driving a March 74S. He qualified his Rondeau on pole at Le Mans in 1980, having finished fourth overall and first in class in the endurance classic three years earlier. In single-seaters, he displayed immense talent despite being in his 30s when most of his rivals were barely out of their teens. He won in Formula 3 and finished second to René Arnoux (and ahead of Didier Pironi) in the 1975 European Formula Renault series. In standalone events, he won the Tour de France Automobile twice (1984-’85) and placed fourth on the 1980 Dakar Rally in a VW Itis. He was simply a threat – regardless of discipline.

LEFT Le Mans only major victory to elude ‘The Fonz’.

claimed three USAC National Championships (aka Champ Car), along with victory in the 1967 Daytona 500 NASCAR classic and that year’s Sebring 12 Hours (he would win it again in 1970 and ’72, not forgetting the ’72 Daytona 24 Hours). Andretti made his Formula 1 debut in the 1968 US Grand Prix at Watkins Glen. What’s more, he qualified his Lotus 49B from pole position. He bagged his first F1 win with Scuderia Ferrari in the 1971 South African Grand Prix, yet didn’t fully commit to the series until 1975. He took the 1978 Drivers’ Championship with Team Lotus, but failed to add to his tally of 12 points-paying GP wins in subsequent seasons with the Hethel squad. Following an unsuccessful foray with Alfa Romeo in 1981, he made only sporadic appearances in F1 with Williams and Ferrari as he concentrated on racing single-seaters at home. He won the 1984 title when comfortably in his mid-40s. Andretti retired from open-wheelers at the end of 1994. ‘The Fonz’ won the Indianapolis 500 once in 29 attempts (1969) but, such was his bad luck in this legendary race, it became known as ‘The Andretti Curse’. He wasn’t done racing, however. Andretti continued to chase victory in the Le Mans 24 Hours as late as 2000 – when he was 60 years old – but his best-ever finish was second overall in 1995. It was the only major victory that eluded him.

1 VIC ELFORD If this was a list of greatest rally drivers, ‘Quick Vic’ would feature prominently. And if this was a list of most gifted sports car aces, the Florida-domiciled Londoner would probably be in the top ten. Elford won big in both disciplines – but that barely scratches the surface of a career less ordinary. Just ponder the first half of his 1968 season; in January of that year, the reigning Group 3 European Rally Champion famously rendered his rivals mere bystanders on the icy mountain sections to claim honours for Porsche. Nine days later, he helped secure victory in the Daytona 24 Hours – by five laps. Three

months after that, he won the Targa Florio despite a first-lap puncture. Later that season, he finished fourth in the French Grand Prix. It was his first-ever race in Formula 1 and only his third start aboard a single-seater. The remarkable part of all this is that Elford embarked on his motor sport career as a navigator. There was no family money. His mum and dad operated a small café in Peckham, so his only ‘in’ was to act as a co-driver. After a few outings reading maps for a friend armed with an MG TF, Elford made his international debut sitting alongside David Seigle-Morris on the 1960 Tulip Rally. A year

later, he managed to find enough money to buy a tuned Mini 850 aboard which he won on his track debut at Mallory Park. However, he was forced to sell the car shortly thereafter due to a dearth of funds, but – for reasons even he still doesn’t understand – he landed a works rally seat with DKW for 1962. And the floodgates were open. He was subsequently hired as a factory driver for Standard-Triumph, which in turn led to a three-year racing stint with Ford. His name is, however, inextricably linked with Porsche. In 1967, he led the Monte Carlo Rally in a 911 until the snow descended,

but he and wingman David Stone still finished third. That same year, he won the firstever rallycross event driving a 2-litre 911, and steered the same car to win his class in the British Saloon Car Championship (the definition of ‘saloon car’ was a loose one…). That season also saw him win his class at Le Mans, and take home silverware on the Lyon-Charbonnières, Tulip and Geneva rallies. Not only that – he anchored the team which claimed victory on the Marathon de la Route; all 84 hours of it around the Nürburgring (both north and south circuits). Sadly, the F1 adventure largely came unstuck after

he was taken out by Mario Andretti during the 1969 German GP, which left him with some nasty injuries. He had scored several points finishes prior to this but, save for a one-off outing with BRM in 1971, he was done with single-seaters. That same season saw him secure the Sebring 12 Hours in a Porsche 917K alongside great mate Gérard Larrousse. He would continue to vie for victory in everything from NASCAR to CanAm, TransAm to Interserie and even Japanese Group 7 sports-prototypes to 1974. Nobody has come close to matching his achievements in the meantime. Somehow, we doubt anyone ever will.

MAGNETO

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M A R K E T

WA T C H

Aston Martin Lagonda With its divisive styling and recalcitrant tech, this luxury saloon had a chequered career. Now itâ&#x20AC;&#x2122;s recognised as a true classic â&#x20AC;&#x201C; but those dashboards can still catch you out... 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

THE 107-YEAR history of Aston Martin is punctuated with masterful engineering, motor sport milestones and some of the most beautiful cars ever to grace Tarmac. However, one model in particular divides opinion among aficionados – the William Towns-designed Lagonda. These wedge-shaped machines may have featured the same ‘folded-paper’ design ethos as other 1970s cars, yet it was anything but conventional. Monstrosity or masterpiece? History now leans towards the latter. Officially speaking, the Lagondas we are referring to are known as Series 2-4 cars, each wearing that distinctive angular bodywork. Series 1 models produced from 1974-’75 were effectively just long-wheelbase variants of the Aston Martin V8, a short-lived precursor of which only seven examples were produced. During the 1970s Aston Martin found itself in financially troubled waters, and it needed to make a bold statement about its future direction. Revealed at the 1976 London Motor Show, the Series 2 Lagonda was a showcase of the British marque’s ambition to create one of the most advanced and luxurious automobiles the world had ever seen. A lengthy, low-slung stance clearly denoted it as something far more athletic than a Rolls-Royce, while an opulent cabin offered occupants the automotive equivalent of business-class travel. Packed full of technological innovations such as totally digital instrumentation and touch controls, this was set to be Aston Martin’s Concorde moment. While there was plenty of initial interest in the car, development of its new technologies took time and proved troublesome throughout its production. The model represented a very complex machine for the 1970s, and so the first Series 2 wasn’t delivered until 1979. Here was a car with opinionsplitting looks that dared to combine the worlds of sporty motoring and lavish travel. The whole model was a juxtaposition; a cosseting ride yet flat through the bends, four doors but a top speed exceeding 140mph, and traditional craftsmanship that also served to facilitate modern tech. It somehow managed to both captivate and alienate those seeking

ABOVE Lagonda’s cabin combined luxury craftsmanship with the ultimate in hi-tech dash gadgetry. the ultimate in luxury motoring – the ‘love-it-or-hate-it’ Marmite of the automobile world. The 5.3-litre V8 supersaloons were produced in three series: Series 2 (1976-’85); Series 3 (1986-’87); and Series 4 (1987-’90). Each was hand-built at Aston Martin’s famous Newport Pagnell factory.

T H E VA L U E P R O P O S I T I O N For too long the Lagonda has been written off as an automotive oddball. Its styling was too divisive for many, its electronic complexities rather tiresome and its price princely indeed. At launch the car cost some £50,000 – or more than £360,000 in today’s money. While there were those who adored the model’s daring sense of quirkiness, a total production run of 645 examples over two decades meant that Aston’s bold vision of the future eventually became a footnote of the firm’s past. As values dwindled and the car

‘It both captivated and alienated those seeking the ultimate in luxury motoring’

slipped into obscurity, there were those who took advantage of buying a rare classic at a bargain price. Yet the passage of time has matured the world’s take on the Lagonda wedge, with values rising rapidly as its story is retold. As Paul Spires, president of Aston Martin Works, explained: “They are undeniably now a British style icon, and they were also such an incredibly radical design in their day. I remember seeing one on the evening TV news when it launched, and I thought it was amazing.” Even with today’s increasing values, the amount of car you’re getting for your money is impressive. Here is a vehicle with a glorious V8 powerplant, retro technology that would put the vehicular star of Knight Rider to shame, and a chassis that delivers far superior agility than any of its rivals. Factor in the period craftsmanship and onboard luxuries, and the Lagonda becomes a unique proposition.

T H E D E S I R A B I L I T Y FA C T O R Series 2 cars are among the most desirable – especially as, by its Series 4 incarnation, the model had evolved to be a little more conventional. A respectable Series 2 can be had for around £50,000 today, but rarer, carburetted models can sell for £125,000 in good condition with low mileage. Pristine Series 4 cars are changing hands for around £70,000 at auction. William Towns wanted to create a

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car that broke the mould of traditional luxury vehicles. The typical offering of wallowing land yachts didn’t fit with Aston Martin’s sporting ethos. He needed to transform the automotive world’s equivalent of the QE2 into a speedboat. The method to what some called madness was to reduce the Lagonda’s frontal area. Where a Rolls-Royce proudly displays a huge grille, for this Aston Towns crafted a more needle-like nose to cut through the air. While the Lagonda was a lengthy automobile, it was only about as tall as a Porsche 911, giving it an athletic profile. It was like nothing else on the road at the time, and you would certainly have made a statement pulling up outside your office. To this day the interior causes just as much of a stir thanks to its futuristic digital instrumentation – a first for production models at the time. Incorporating touch-sensitive switchgear and graphical interfaces never before seen on a car, its electronic development costs are said to have been four times those of the vehicle itself. This cutting-edge technology is tempered with opulent luxuries such as upholstery made from veal leather and rich wood trim. Some people say that the Lagonda’s delayed launch cost Aston Martin dear, but in truth pushing the model’s heyday into the 1980s was no bad thing. This was an era of excess – when if you had it, you needed to flaunt it. What better way to make such a statement than in a car as outrageous as this?

T H E N U T S A N D B O LT S A fully functioning Lagonda is every inch the futuristic concept that it was back in 1976. However, being ahead of its time inevitably means the car’s Achilles’ heel is related to those advanced electronics. The help of a specialist is strongly advised when trying to find a perfect example to buy. Cars that have been stored in poorly ventilated spaces often encounter erratic issues with the dashboard. Condensation can play havoc with the electrical brain – a fault that is in equal measure costly and frustrating to fix. Components are hard to come by and carry a substantial price tag; for instance,

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ABOVE Wedge body design was divisive in-period. Now the Townsstyled Lagonda is highly collectible. replacing the displays’ cathode-ray tubes can cost up to £10,000. Fortunately, there are conversions available that use modern parts. Corrosion is something that also needs to be anticipated and thoroughly inspected. Check the aluminium bodywork for any blemishes, and pay close attention to known rust hotspots such as the sills. The Aston Works in-house restoration service is based on the very Newport Pagnell site that created these Lagondas, and it can transform any car into a factoryfresh example. However, a baremetal restoration will set you back around £425,000 plus tax. “A good service history is essential,” said Paul Spires. “There was a time when some of these cars became a little ‘unloved’. Some of this group even fell into disrepair and had only minimum maintenance – not always carried out within the Aston Martin dealer network.” He concluded: “A car with a sound provenance and very strong service history is the most desirable.” This model has been through the complete collector-car cycle; it was a landmark machine when new, then a misunderstood modern classic. Only now do collectors truly appreciate how fascinating it is. Avoid a

‘money-pit’ situation by being sure any Lagonda you are viewing has been given the respect it deserves.

THE FINAL DECISION From a distance, the Lagonda Series 2-4 could be written off as something of a folly for Aston. It was late, it cost a fortune and early cars were plagued with reliability issues – but this narrow view doesn’t tell the whole story. Its ambitious spirit and purity of mission resulted in one of the most undiluted automotive visions in recent history. ‘Compromise’ was not in its designer’s vocabulary. Right now, these cars still represent a lot of bang for your buck – providing you buy a good example – and values are continuing to rise. An Aston Martin Lagonda won’t make you a millionaire, but it can certainly make you feel like one. For those who value character over charisma, and seek true individuality, the Lagonda is arguably more of a treasure today than it ever was back in 1976.

T H E D E TA I L S 1976-1990 ASTON MARTIN LAGONDA ENGINE POWER TOP SPEED 0-60MPH

5.3-LITRE V8 280BHP 143MPH 8.8 SECONDS

PRICING PROJECT GOOD CONCOURS

£25,000 £70,000 £140,000

TIMELINE

M A R K E T WAT C H

1974

Aston Martin’s Series 1 Lagonda was revealed at the London Motor Show. It was a long-wheelbase, fourdoor version of the British marque’s V8. Just seven were sold.

1976

The Lagonda Series 2 was launched with a distinctive new wedge design. Powered by a 5.3-litre V8 engine, the 143mph supersaloon also featured advanced technologies such as digital instrumentation. Deliveries did not commence until 1979.

1986

With the Series 3 came fuel injection for the model’s V8 engine. Minor revisions included a move from cathode-ray tube instruments to a vacuum-fluorescent display on later vehicles.

1987

Series 4 featured a redesigned front facia that incorporated new headlights to replace the original pop-up design. The sharp creases were also softened in a bid to modernise the model’s appearance.

1990

The final wedge Lagonda was produced in January 1990, concluding a production run of 645 cars.

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M A R K E T A NA LYS I S

THE FUTURE OF CLASSIC CAR SALES?

1 DEC 2019

Keeping your cool during the pandemic panic Our Hagerty expert looks at possible scenarios that could result from the unprecedented COVID-19 lockdown. Not all of them are bad...

COVID-19 LOCKDOWN

W O R D S J O H N M AY H E A D

IN THE MIDST of a global pandemic, it seems wrong to be considering the twists and turns of the classic and collector car market. In no way can a hobby that revolves around the pleasure derived from expensive, luxury items be considered ‘essential’. However, for the industry that surrounds the hobby and those employees who rely on this for their livelihood, it’s a different matter. Five years ago, the Federation of British Historic Vehicle Clubs estimated that classic cars added around £5 billion to the UK economy, and that figure has almost certainly risen a great deal in the intervening time. Restoration shops, dealers and parts suppliers are obvious, but what about the events organisers, transport companies and magazines? All have been hit hard by the lockdown. Reading some of the doommongers on the forums and looking at the results of a few of the recent auctions that have taken place, you would get the impression that the classic car market is in freefall. Recent auction sell-through rates

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have been down as far as 19 percent, whereas the same companies would have expected closer to 70 percent last autumn. Hagerty tracks these sales, of course, but we also speak to dealers, collectors, finance companies and our own insurance clients. Our view is that the current state of the market, during lockdown, is not really indicative of anything. At the moment, the only people selling cars are those who really have to. Some may desperately need the money or must sell vehicles for other personal reasons. There are also those who have already committed to selling, either by having entered their car into an auction or as a dealer who has already invested capital in cars as stock. The latter seem to be holding their nerve. Auto Trader UK reported that 88 percent of the 1000 retailers who responded to a survey said they would not be reducing sales prices during the lockdown any more than normal. Does that mean they’re selling cars? The ones I speak to regularly – both classic and modern – tell me that although they are receiving enquiries, they are selling

ABOVE A sharp increase in interest as classic and collector cars present great investment opportunities, a rapid reduction in values as the inevitable economic impact takes hold, or something in between? No one can predict how the pandemic will affect our industry and hobby, but forewarned is forearmed...

very little. The market, to all intents and purposes, is in lockdown, too. The really interesting time will be after the COVID-19 constraints are lifted. Some dealers will be desperate for cashflow, and there’s a danger that bargain deals could initiate a race to the bottom, although this is much more likely with modern cars

‘Looking at the few auctions that have taken place, you’d get the impression that the classic car market is in freefall’

than old ones. Depending on the severity of the economic impact on people, a reduction in buyer demand would be more likely to send the classic car market downwards. For businesses, it may be the dark days of next winter, when the banks are less forgiving, that may provide the ultimate test. On the other hand, cars are tangible and attractive assets, easy to buy in the UK and relatively easy to store. As other markets fall, they may once again be an attractive investment option, as they have been during times of recession in the recent past. As I write, the 20th edition of the UK Hagerty Price Guide is nearing completion, due for publication in early June. It will undoubtedly show a significant dip in values, almost across each of the 2000 models covered, but the really interesting document will be the 21st edition, published in September. By then we will have a clearer view of the long-term direction of the market – but as we all now know, a lot can happen in four months. 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

It’s all in the detail Go gently when it comes to getting your engine bay looking its best, as Grand Prix Concours’ top preparer explains WOR D S T I M MC NA I R

GONE ARE THE days of heavy-duty engine degreaser. Remember when you used to warm up the motor, spray liberally, scrub with various brushes and towels, and rinse off with a garden hose? This process left you looking like a bad chimney sweep and your driveway full of rainbowcoloured puddles that eroded the top layer of sealer from the Tarmac. The terrible smell lingered for days, and newly painted surfaces were permanently stained. Next step was to apply a clear – soon-to-be-yellow – lacquer over everything, and close the bonnet. Done! Engine ‘detailing’ was different back then, as was the car you were cleaning. For me it was a late-model MGB, converted to twin SUs and with a red-painted valve cover. During this time, in the late 1970s and early ’80s, detailing could also mean having a polished valve cover with chrome dashpots and yellow ignition wires. Polishing all the aluminium bits and chroming other parts was very popular. I remember the first ‘restored’ 300SLs that I prepared had chromeplated wiper linkages with overly shiny intake manifolds. People went

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to great lengths to remove the rough casting to achieve the ultimate shine. Then came the 1990s; fake aircraft fittings and lines, brightly coloured silicone hoses everywhere, pleatedpaper air cleaners, intake tubes that would attempt to hydro-lock your car on every rainy day... Ouch! In today’s detailing world, it’s all about originality; finding that ‘just delivered in 1974’ look. Is the matteblack air cleaner too shiny? Does it have the proper sticker or decal? Is the hardware yellow plated, or silver or black? Luckily, there are many experts to help out. Typically, reference material is key. In-period road tests for example, might have colour photos to verify original finishes. Or research done by marquespecific car clubs. There is plenty of information on the web to consult. As we head into the 2020s, engine covers are now all the rage in modern cars. Open the bonnet on a new BMW or Audi, and gaze at the plastic cladding covering every inch of the motor. Carbonfibre inlays and even the engine builder’s signature are now represented. I wonder whether anyone collects one specific mechanic’s signature, like playing

ABOVE With its extensive use of gold film and other specialist materials, detailing the F1 requires great care. cards? Unless you have a Porsche or McLaren P1, you can’t see the engine at all. No opening panels – stay out! What were you thinking anyway? There’s nothing but tubes and wires. Boring – so just cover it up. Which brings us back to the good old days. In my line of work, I’m still scrubbing and degreasing. No hose or nasty sprays. Instead, a vast array of various chemicals, brushes and towels. Bugatti engines with scraping and copper lines, Ferrari V12s bristling with velocity stacks, and Duesenbergs with their distinct green paint are now my new normal. Not one of those beauties can

‘In today’s detailing world, it’s all about originality; finding that “just delivered in 1974” look’

compare with one car, however; the Gordon Murray masterpiece known as the F1. Its engine bay boasts more than 15 different materials, from carbonfibre to real-gold film. What you use on one surface will remove the finish from another. Painted parts are treated with a light dressing, but don’t get that stuff on the bare metal. As for the gold, I now have very expensive microfibre towels with gold particles embedded in them. Cleaning the gold without removing the finish is a trade secret, as I have easily figured out the wrong way to approach it. There is also a fine line between polishing and getting just the right appearance. I strive for a natural, as-delivered look. I’ve also been fortunate enough to prep these drivetrains on a stand, out of the car. The transmission and rear suspension usually remain intact. A true work of engineering art, and to me the most rewarding. Next time you’re standing in the driveway wiping down that piece of plastic covering your M-lump, imagine spending a week wiping, polishing, cleaning, touching up and truly detailing an engine bay. Welcome to my world.

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COL L EC T IONS

One of the family We cherish them, talk to them, lavish them with attention and give them pet names; who says our beloved classics don’t take on a personality of their own? WOR D S ROB E RT DE A N

I’M ALWAYS AMAZED at the anthropomorphism that happens with owners of old cars, bikes and indeed any ancient bit of machinery. These vehicles are usually the subject of much pampering. They often live in heated garages, have a good lot of money spent on them and are given names. At that point, they are almost like a pet or a member of the family. My friend’s father has an MGB GT from which wild horses wouldn’t part him. It was used in the bringing up of his family and for many holidays. Whenever he drove it after his wife passed away, it reminded him of happier times. Indeed, I’ve owned my MG Midget for just over 40 years. I restored it at Guildford Technical College while doing my Motor Vehicle Engineering and Management, beer-drinking and partying course. It was my daily hack while there, and afterwards it was a Modsports race car (for circuit use only). Then, when classic auto insurance was invented, I used the Midget on the road in full circuit trim, which allowed me to turn up the grin-factor dial to no. 11. I drove all over Europe with my buddy Mike Quinn, and all over Scotland with another friend. There are many, many stories attached to that car, and now my son loves going out in it as well. Also, hopefully I will get it back on the circuit with the MG Car Club again this year. Nothing else engenders such feeling in us, and although music will take us back to a time and place, it’s not a living, breathing entity. OK, a vehicle is not a sentient being, but I

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bet there is hardly any one of us who hasn’t talked to theirs in the face of an ongoing problem. Who hasn’t praised their car when it got us home, or alternatively berated it in a stream of professional workshop language for letting us down? I think it’s because you have to feed your vehicle (fuel), it breathes air (usually), plus it benefits from regular health checks (fluid and tyre pressure) and visits to the doctor (workshop). But most of all, it responds to a gentle hand and careful driving by rewarding us with an amazing experience. Who reading this hasn’t laughed out loud when you’ve been going fast or taken a corner particularly well... or just for sheer joy at the experience? In the course of managing small collections, I’m told stories of derringdo while clients are using their car or bike. I love hearing about situations people have found themselves in, and how they got out of it. It’s the stories that make us love our particular vehicle – and owning classics is a great leveller, too. I’ve known Peers of the Realm who cease to be that once they’ve donned their overalls and are at the controls of a traction engine. They become an engineman, and are treated as such by other enginemen. Fame and wealth don’t matter; if you’re with your car at a show you become ‘that bloke over there with the MG, or Bentley, or Heinkel’. Even owners at the highest end of the market attending Salon Privé or Pebble Beach will happily stand and chat about their pride and joy. This set me thinking about the

ABOVE Columnist Robert has had many adventures in his beloved MG. people within our lovely industry. There’ll always be some who are a bit miserable or you have to be wary of. But that’s the same in any walk of life. I met someone at an auction who had completely the wrong idea. He wanted advice on what he should buy as an investment. “What sort of car do you like to drive? Convertible, saloon, older or newer...?” I asked. He replied: “Oh God, I don’t want to drive it. I just want to stick it in the garage and flog it later for a profit.” I nearly throttled him! I advised him not to go near a classic, but instead to buy jewellery for his wife. At least he would get some Brownie points every time she wore it. I felt I had saved a classic from a fate worse than death. That’s the point. We invest in our classics, not fiscally but emotionally. Every autojumble we attend to find that rare part, every restoration we do to bring a classic back from the scrapyard, every race in which we pit ourselves and our machinery against a common foe. Even simply driving out on a sunny day, and returning relaxed and content. These things

‘It’s the stories that make us love our particular vehicle; owning classics is a great leveller, too’

engender an emotional connection with our classic, and that’s why they become a member of the family. It’s like having an old, flatulent and slightly leaky Labrador. He may not win Crufts, but he’ll come and wag his tail, and make eyes at you to go out – and occasionally he’ll do something completely ridiculous that makes you laugh out loud every time you think of it. So whether it be a family member, pet or classic vehicle, all have emotional ties that bind us together. Classics allow us common ground to meet and enjoy other fellow lunatics over a beer or a meal, or to simply stand in a field at a show. Our industry is filled with doers. They’ll get up early to be at a show, having spent the day before polishing their car. All so that other people who don’t have a classic can look at it, hear the stories about it and, in a small way, experience owning one. They volunteer to organise shows, or run clubs, they’ll give you advice if you’re stuck fixing something, and they are never happier than when chatting about their vehicular peccadillo. Long may it continue. I can’t wait to give my MG a run round the block, for no reason other than the sun’s come out and I haven’t sat in it for a while. Tea and cake would be involved somewhere along the line, and I could visit a chum, whom I haven’t seen for a while. Keep being part of the machinery. Robert Dean managed the Ecclestone Collection for 24 years, and now runs Curated Vehicle Management, which looks after private collections. See c-v-m.co.uk or call +44 (0)7712 767392.

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Why history is a numbers game Matching numbers and financial figures are inextricably linked in the collector car world. Using your brain and doing your sums are imperative 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

PROVENANCE IS KEY to determining the true value of a car. A vehicle with a full known history will always fetch the best price, even in a falling market. Collectors are constantly seeking the best and are prepared to pay accordingly. On the other hand, many buyers will be prepared to accept less than perfection, especially if they are rebuilding, racing or just going for a Sunday drive. The price of any given car will depend upon and reflect its verifiable story. There are broadly three typical, although overlapping, areas of provenance, which will determine value. These start with matching numbers, move through confused histories and culminate with deceit. In the post-war era, engines, gearboxes and differentials were swapped without a second thought, either to effect economical repair or to gain a performance edge. The requirement for matching numbers originated in the US and quickly became the gold standard. Therefore, a buyer must ensure that actual inspection confirms numbers against factory records, which must then be recorded contractually by way of warranty. It’s dispiriting to mention the all-too-frequent approaches I have had from buyers whose dreams have been shattered when discovering post-purchase that the numbers don’t match. The cost of going to law can often outweigh the loss incurred, so the buyer has to live with the knowledge that they have

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overpaid. However, settlement can be obtained, on occasion, without recourse to litigation. Last year, a client sent his 12-cylinder Ferrari for pre-sale appraisal to be met with the unwelcome news that the chassis number was simply wrong. The engine, gearbox and differential were correctly numbered for the model. It seems that the chassis plate and steering column shroud had been changed to show another chassis number.

P R A G M AT I C S O L U T I O N S Note, nevertheless, that it is not always possible to ascertain original numbers. Centro Documentazione Alfa Romeo in Milan, for instance, will only issue, in relation to its 1950/’60s models, a range of engine numbers for any particular chassis; a pragmatic but frustrating practice. Having determined that the car’s numbers match, the issue of confused histories needs to be considered. Sports and race cars from the post-war period were renowned for their simplicity of construction. Ladder chassis with welded-tube body frames carried aluminium or glassfibre panels. The drive for speed brought engine and gearbox upgrades. As a result, original parts appeared on nonoriginal chassis and vice versa. In such cases, there are usually legitimate rights and claims being advanced by the interested parties. D-type Jaguars have a propensity to become the subject of identity claims, for the very particular reason

that chassis numbers are stamped on many parts of the original car. I once helped settle a dispute between owners – one identifiably in possession of the authentic tub and unnumbered parts, the other with a later tub but all the original numbered parts. It transpired that the initial tub had once been deemed to be ‘tired’ on account of its demanding race career. The tub then came into the hands of a third party, who rebuilt the car with other parts. The claims of both owners had undeniable merit. Resolution was achieved by one owner agreeing to purchase the car from the other owner. Similarly, in 2006 in Lloyd v. Svenby, the High Court was asked to determine a dispute between two Lister Jaguar owners. Each party claimed to own the rights to the UK registration number WTM 446 and chassis no. BHL 126. The judge opened the hearing by, in effect, saying that the High Court could make better use of its time if it wasn’t troubled by wealthy men arguing about their toys. He refused to grant any of the orders sought by the parties. Mention was also made of the dispute being susceptible to settlement over lunch and a bottle of claret. The real point at issue here is that while both parties can put forward legitimate claims to ownership, a negotiated settlement must be a realistic target, so saving the onerous costs of litigation through the courts. Lastly, we come to deceit; those cars that are bastards with no claim to legitimacy. Post-war models that are of simple construction provide fertile ground for the replica-construction business. The

‘Areas of vehicle provenance are matching numbers, confused histories and, finally, deceit’

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respected marques of Alfa Romeo, Chevron, Lister, Lola, Porsche and others have proven to be irresistible to those seeking to take advantage of current world prices. It is commonly acknowledged that there are considerably more examples of certain models in existence today than were ever built in period. Robin Stainer of the AC Owners’ Club recently reported on a Cobra, CSX2450, which the owner was endeavouring to register with the DVLA. The club’s register records that 2450 was destroyed in a well documented workshop fire at Christmas in Fairfield, Iowa. The workshop rubble and contents were bulldozed into a crater, which was then grassed over. Subsequent investigation revealed that the original green logbook supporting the application had been altered. The logbook properly belonged to a Ford Consul or Corsair.

A C C U S AT I O N S O F F R A U D In a similar vein, the Porsche 911 has been a favourite for replication. The basic unitary body provides a perfect base from which to build any chosen example. The widely reported raid at Scuderia m66 in Germany last July culminated with the arrest of the owner Uwe Niermann, who specialised in the sale, repair and restoration of historic race cars. Herr Niermann was apparently accused of fraud by selling counterfeit cars complete with false papers for sums in excess of €100m. Jürgen Barth, a former works driver and well known Porsche expert, was also questioned. Depending upon the outcome of this particular investigation, owners of valuable versions of the 911 ought to consider further investigating the history of their cars. It may be trite to say, but any model exposed as being patently non-original will be all but valueless in the hands of the owner. It may even lead to seizure, and possibly to being scrapped – in which case, the road to recovery may be by way of expensive litigation. Provenance is all.

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Senior Global Real Estate Advisor, Associate Broker o l ga . ne u l i st @ s o t h e bys h o m e s.c o m o: 212.606.7707 | c: 917.821.1116 | olganeulist.com East Side Manhattan Brokerage | 650 Madison Avenue | New York, NY 10022 © Sotheby’s International Realty, Inc. All rights reserved. Sotheby’s International Realty® is a registered trademark. This material is based upon information which we consider reliable but because it has been supplied by third parties, we cannot represent that it is accurate or complete and it should not be relied upon as such. This offering is subject to errors, omissions, changes including price or withdrawal without notice. If your property is listed with a real estate broker, please disregard. It is not our intention to solicit the offerings of other real estate brokers. We are happy to work with them and cooperate fully. Operated by Sotheby’s International Realty, Inc. Real estate agents affiliated with Sotheby’s International Realty, Inc. are independent contractor sales associates and are not employees of Sotheby’s International Realty, Inc. Equal Housing Opportunity.

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H I STOR IC

R AC I NG

The road to Le Mans Could you race in the legendary Le Mans 24 Hours? Our expert says you can, if you’re able to put in the time, money and focus

BACK IN 2007 I received a phone call from a lady seeking a track day as a gift for her husband. She explained that he had owned a few sports cars in his time, but had never visited a circuit or received tuition. Just four years later, that same gentleman made his Le Mans 24 Hours debut. Three years on, he stood atop the LMP2 class podium, becoming a Le Mans winner. Of all the amateur racers I’ve coached over the years, he remains the ultimate example of what’s possible if you are able and willing to commit the necessary time, money and focus. What started with a rented Mini thrown around a few traffic cones on a runway at Bruntingthorpe airfield, and culminated with a class win at the world’s most prestigious sports car race, is a journey repeatable by just about anyone with those three prerequisites. But, like a three-legged table, take one away and the whole thing swiftly falls over. With the aforementioned client we calculated that a structured programme, averaging at least one track outing per week, should enable him to match the pace of a good ‘gentleman driver’ participating at Le Mans within four to five years. If that frequency sounds overwhelming, consider that a race weekend (of which you could expect to contest at least six per year on a similar programme) is typically three days in duration. Throw in a couple of

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multi-day winter tests, and a calendar is soon able to breathe again. This time commitment is critical; Le Mans is one of the few worldclass sporting events that welcomes amateurs (one could argue its very survival depends on them), but a high level of competency is required. Remember, most pros are within a tenth or two of each other, so it’s the amateur’s performance that most heavily influences the outcome. Many ill-prepared drivers buy their way in, but more often than not it leads to frustration, embarrassment and costly or dangerous accidents. This is not a process to be rushed. Regarding the sensitive issue of funding, there’s no escaping the fact that this is an expensive pursuit. Outside of the professional classes – namely LMP1 and GTE Pro – a typical three-driver line-up includes one amateur who shoulders most (if not all) of their car’s running costs in exchange for their seat. There are opportunities to share some of these with funded co-drivers if required, but rarely without compromising the median ability of the squad. Budgeting is complicated, with plenty of options and variables that would overrun this page. However, taking the example of a relatively inexperienced racer with ambitions to race at Le Mans, I can summarise as follows. Note that all of these points are based on renting a car from an established team, and co-driving

ABOVE Ligier’s JSP4 European Series is the perfect first-year proving ground as part of a fouryear Le Mans-prep programme. with a professional (who will coach and guide your development). They include a testing programme. For the first year of a four-year programme, allow a budget of around £150,000-£250,000 for a season of entry-level racing in a GT4 series or ‘junior’ prototype category such as Ligier’s excellent-looking new JSP4 European Series. In year two, I’d suggest graduating to one of the various LMP3 or GT3 series available (depending on your preference for prototypes or GTs). Expect to spend around £350k on the former, or £400k-£600k on the latter. In year three, it’s probably time to pick a ‘lane’ – prototype or GT – and stick to it for the remainder of the programme. A second season of LMP3 makes sense if you prefer prototypes, although this time graduating to the European Le Mans Series. For this you’ll need around

‘You’ll spend about £2.8-£3.5 million over four years to achieve the dream of racing at Le Mans’

£500k. More of a GT fan? The same series awaits, but this time in a fullblooded GTE car... identical to that you’ll be hoping to race at Le Mans a year later. GTE cars cost far more to run than LMP3 prototypes, so don’t be surprised to spend around £900k. When you get to year four, things become really serious. Another full season of a Le Mans Series (European, Asian etc), either graduating to LMP2 if that’s your end goal, or sticking with GTE. Running costs are similar between these two classes so, again, your budget should be around £900k. If all has gone to plan, it’s during this fourth season that you’ll reach the culmination of your journey; your Le Mans debut. The 24 Hours packs about a season’s worth of kilometres into one event, so don’t be surprised to find the required budget for this race alone coming close to that of your full Le Mans Series – about £900k. So there you have it; something in the region of £2.8-£3.5 million, spent over a period of four years, to achieve the dream of racing at Le Mans... But, crucially, to do so with competence and pace, such that you could legitimately target a strong result. I’ll reserve my opinions on such budgets for another column... but as a colleague said recently: “Long gone are the days when you could show up at scrutineering a week before the race with a suitcase full of cash and barter a drive in a 962 for 20 grand!”

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B E H I N D

T H E

L EG E N D

The F1 drive that never was A case of timing; why Mario Andretti never joined Ferrari as an official Formula 1 team driver

I WON SEVERAL significant events, plus an international sports car championship, at the wheel of Ferraris, including my first Formula 1 race victory, my final F1 drive, wins in the Daytona and Sebring enduros, back-to-back heat race wins and the overall victory in the Questor Grand Prix in Ontario, California. Then there was a late-in-the-game, pole-winning drive at Monza at the invitation of Mr Ferrari in the thennew turbo-era cars – a race I led but then dropped back in due to turbo failure. Many wonder why I never signed with Ferrari as a full-time F1 team driver. As with so many things in life, it came down to timing. Pure and simple. There was a moment at the end of the 1977 season when the stars nearly aligned, as I had a handshake deal with Colin Chapman to continue at Lotus for 1978. After the race, I was invited to Maranello; Colin clearly didn’t want me to go. But I said: “I have to go. I have to listen to him.” At the back of my mind was the reliability problems Lotus had been experiencing in 1977. Lauda won the championship, but I won the most races. I was blowing his doors off big, but I couldn’t finish all the races I was leading. I was thinking: “I may not be in the fastest car with the Ferrari, but I’m going to finish races. It could spell the championship.” I went to Maranello and sat down with The Old Man. He really wanted me, and it came down to finances – which is always the last thing you talk about with Italians. I just asked him flat out: “What are you willing to pay me?” Ferrari responded with an answer I couldn’t have prepared for: “I cannot put a price on your talent. You have to tell me.” He threw it right back on me. All I could think

to do was to say: “Double what Colin had on the table for me.” Then he threw me a really hard curve-ball and just said: “Okay.” He never hesitated, not for a second. And I said to myself: “Oh crap! Now what?” I told him: “You realise I have a handshake with Colin Chapman?” To which Ferrari replied: “That’s what we have lawyers for.” The following day, I advised Colin that I was going to take the deal and go to Ferrari. As you’d suspect, he told me that would be a huge mistake, and promised me that the new car – the Lotus 79, for the 1978 season – would make our old car look like a London bus. I replied that not only was Ferrari the reigning world champion, but that Enzo Ferrari had personally just doubled my salary. And he had a contract ready to sign – something Chapman had yet to produce from Lotus. Chapman didn’t want to lose me after we’d come so close to the title in 1977, so he went out and rounded up the sponsorship money needed to match Ferrari’s offer. He called The Old Man and told him, and then Enzo called me and said: “Chapman is adamant, and I don’t think we should get into a contest. Maybe we should do it another time.” And that was pretty much that. Even though it cost me the fulltime ride with Ferrari that I yearned for, staying with Lotus turned out to be the rightest of calls. The 79 indeed turned out to be my magic carpet in F1 for 1978 and the F1 Drivers’ Championship – although Ferrari was competitive with us, and followed up to win the title the following year with Jody Scheckter. It would have been very nice, but somehow there was still a poetic justice to it all. Sometimes timing is nothing; sometimes it’s everything.

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 US 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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PHOTOGRAPHY & INTERVIEW BY MATT STONE

LEFT Andretti was sorely tempted by Ferrari drive, but ultimately stayed loyal to Lotus’ Colin Chapman.

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1938 FRAZER NASH BMW 328 Matching numbers Frazer Nash 328 chassis #85107. 1 of 46 examples cherished in longterm ownership for the past 28 years. An outstanding car accompanied by a wonderful history ﬁle. Competed in the 1938 Paris - Nice Trial where is came a creditable 8th overall

1938 FRAZER NASH-BMW 327/80 The 5th Frazer Nash example produced. Bought new and used by AFN Ltd as their demonstrator and used by The Motor and The Autocar Magazines as the test car. Matching numbers and presented in outstanding condition following a £200,000 plus restoration

TOURBILLON RM 58-01 WORLD TIMER - JEAN TODT