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
E DI TOR ’ S
W E LCOM E
Issue 6 Welcome to the free digital sampler of Magneto issue 6, which will give you a taste of the full 180-page version, available now in both print and digital forms. We originally said we’d keep Magneto as print only, and if you see a print edition you’ll understand why – it’s a beautiful thing. But these are difficult times, and we want to ensure that everyone gets a chance to read every issue. So if you like what you see here, head to www.magnetomagazine.com to order print or digital copies. Issue six leads with our tribute to 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. The tribute includes motor sport historian Doug Nye’s wonderful stories of his great friendship with Stirling Moss, and Damien Smith’s superb examination of this remarkable driver’s varied career. In addition, we feature the amazing resurrection of an early Ferrari 166, we have actor Paul Newman’s Datsun 510 and Nissan 280ZX race cars on track, an amazing bare-metal Jaguar D-type, a look inside the brand new Brumos Collection (so many historic Porsches!) and much more. So, we hope you enjoy this sampler, and if you like the look of it head to www.magnetomagazine.com for the chance to download issues 1 to 6 or to order a print edition of Magneto. Most importantly, though, enjoy this sampler – and stay safe.
Click here to subscribe to in print
David Lillywhite Editorial director
Click here to subscribe to digital editions
1 2
/
MAGNE TO
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.
14
/
MAGN E TO
ILLUST R AT IONS P E TE R A LL EN
M AT T H O W E L L
ISSUE ISSUE
66 6
ISSUE
20 20 M II NN GG SS OO OO NN CC OO M
C O M Iahead N G S to O Owhen N Looking Looking ahead to when events in the Looking ahead to events restart restart in when the classic car events restart in the classic car world world classic car world
S aT Ayear R Ton E Rfrom Morgan, Morgan, a year on from its its major a Morgan, a year on from its major investment; investment; a clever clever solution for the historic major investment; a clever solution for the historic Castle Duesenberg; India’s solution for the historic Castle Duesenberg; India’s leading concours Castle Duesenberg; India’s leading concours restorer restorer leading concours restorer
64 64
GP GP LIBRARY GPLIBRARY LIBRARY
31 31 SS TT AA RR TT EE RR
64 64
88 88
102 102
114 114
M OO SS SS :: SS II RR SS TT II RR LL II NN GG M S I R SAAT ITTRRRLIIIBBNUUGTT MEE O S S : A TRIBUTE
FF EE RR RR AA RR II 11 66 66 II NN TT EE RR F E RRRREE ASS RTT IOO 1RR6AA6TT IIIOONNNT E R R E S T O R AT I O N
LV II SS II SS AA LL II VV EE AA LV AAALVNN DDI S KKIIISCC KKA IIL NNI VGG E AND KICKING
WM M AA NN :: PP AA UU LL NN EE W AA RRPAAACCUEELRRNRRE EEWVVMII SSA IINTT: EE DD A RACER REVISITED
Doug Nye Nye recalls recalls the the stories stories and and Doug anecdotes behind the stories great racer, racer, Doug Nyebehind recalls the and anecdotes great and Damien Damien Smith documents anecdotes behind thedocuments great racer, and Smith Stirling’s remarkable career and Damien Smith documents Stirling’s remarkable career Stirling’s remarkable career
Ferrari Classiche’s Classiche’s painstaking painstaking Ferrari renovation of the the one-off one-off 1950 Ferrari Classiche’s painstaking renovation of 1950 Stabilimenti Farina Cabriolet; renovation ofFarina the one-off 1950 Stabilimenti Cabriolet; it’s a a fascinating fascinating story Stabilimenti Farina Cabriolet; it’s story it’s a fascinating story
Classic British British models models are are still still Classic maintained, restored and even Classic British modelsand areeven still maintained, restored built from NOS NOS in building building that maintained, restored and even built from in that has housed the marque sincethat 1968 built from the NOS in building has housed marque since 1968 has housed the marque since 1968
We retrace retrace King King Cool’s Cool’s footsteps footsteps We asWe a racing racing driver, with his his Datsun retracedriver, King Cool’s footsteps as a with Datsun 510, Nissan 280ZX turbo and as510, a racing driver, with his Datsun Nissan 280ZX turbo and motor sport mentor, mentor, Bob Sharp Sharp 510, Nissan 280ZX turbo and motor sport Bob motor sport mentor, Bob Sharp
114 114
»
88 88
MA GN ET O M AG NE TO MAGNETO
// /
9 9 9
138
126
»
138
148
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
138
164
M A R K E T WAT C H : LAGONDA
168
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
126
»
138
148
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
T O P 50 M O T O R S P O R T 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
148
164 172
I O NCSH: : MCAORLKL EETC TWAT LOVE YOUR CAR LAGONDA
126
174
LEGAL: A NUMBERS GAME
168
MARKET ANALYSIS: L O C 176 K D O W N!
HISTORIC RACING: ROAD TO LE MANS
170 178
KBNEOHWI NLDE DT GH EE : LEGEND: ANDRETTI ENGINE BAYS
MAGNETO
/
11
C O M I N G S O O N SUMMER
WINTER
AU T U M N
SPRING
M O N TME RO EN YT E R E Y M O T OMR OS TP O R ST PS O R T S R E U N RI OE NU N I O N As the high-octane As the high-octane highlight highlight 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 offor 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 Raceway Raceway 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 ahead, it 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 1920s span the 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 at paddock 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 weekend weekend 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
MAG NM E TA O G N/ E2T1 O
/
21
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
/
33
STIRLING
You’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
1 1 2
/
MAGNE TO
LEFT 1957: LEFT After 1957: After Stirling Stirling swappedswapped his misfiring his misfiring VanwallVanwall for Tonyfor Tony Brooks’ Brooks’ car, the car, the pair blitzed pairto blitzed to the first-ever the first-ever all-British all-British win win in a world in a titleworld titlequalifying qualifying GP. GP.
WARRIOR WARRIOR
S I R ST I R L I NG
MO S S
ABOVE Forever associated with Moss; he ordered helmets through London hatmaker Herbert Johnson.
6 8
/
MAGNE TO
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
16 6
I N T E R
OSTUME DRAM
F E R R A R I
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
1 10
/
MAG N ETO
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 Ferrari’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 Ferrari’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
N EWM A N ’ S
R AC I NG
CA RS
KING
COOL
1 16
/
MAGN E TO
N E W M NA ENW ’ SM R AA N C’ SI NRGA C A I NR GS C A R S
Just anJust actor an actor who was whogood wasat good at pretending, pretending, or a or a giftedgifted driverdriver who who was simply was simply late tolate to the party? the party? With the With the help ofhelp a Datsun of a Datsun 510 510 in which in which he learned he learned his trade, his trade, a 1983a 1983 280ZX 280ZX turbo turbo and and mentor mentor Bob Sharp, Bob Sharp, we retrace we retrace Paul Paul Newman’s Newman’s footsteps footsteps as a racing as a racing driverdriver W O R D S JW OH OA RN D SD JI L OLHEANN D I L L E N
GETTY IMAGES
GETTY IMAGES
PHOTOGR PA HP OH TY OG DR I RAKP H DY E JAG DIRK E RD E JAG E R
ACTORS AND ACTORS RACING; AND RACING; it’s a much-favoured it’s a much-favoured combination. combination. You haveYou the have likes the of Patrick likes of Patrick Dempsey, Dempsey, Rowan Atkinson Rowanand Atkinson Steve McQueen, and Steve McQueen, plus James plus Dean, James who Dean, of course who of kickstarted course kickstarted the movement. the movement. Generally Generally they’re embraced they’re embraced by by the racingthe fraternity racing fraternity – but only–up but toonly a certain up to a certain level. When level. it looked Whenas it looked thoughas McQueen though McQueen was was about to win about theto1970 win Sebring the 197012Sebring Hours 12 in a Hours in a Porsche 908 Porsche thanks 908 to thanks the efforts to the of his efforts teamof his teammate Peter mate Revson, PeterMario Revson, Andretti Mario made Andretti his made his Ferrari 512S Ferrari Spyder 512S perform Spydermiracles performtomiracles snatch to snatch away theiraway victory. their“Ivictory. sure wasn’t “I sure going wasn’t to be going to be beaten bybeaten an actor,” by an he actor,” said. Yet heit’s said. that Yetsame it’s that same Andretti who Andretti qualifies whoPaul qualifies Leonard PaulNewman Leonard Newman as “one ofasus” “one in the of us” preface in theofpreface Matt Stone’s of Matt Stone’s book Winning bookabout Winning Newman’s about Newman’s racing life.racing life. Starting atStarting 47 – an at age47at–which an ageother at which drivers other drivers are often long-since are often long-since retired – Newman retired – wasn’t Newman wasn’t only late to only motor late to sport. motor He sport. had also He found had also found somethingsomething that wouldthat keep would him keep goinghim untilgoing he until he was over 80 was years overold. 80 years ‘King old. Cool’ ‘King wasCool’ already was already 43 when 43 he when starredheinstarred the movie in the Winning, movie Winning, about a man about whoa dreamed man whoof dreamed taking the of taking laurelsthe laurels at the Indyat500. the In Indy order 500.toInprepare order to for prepare his role, for his role, Newman Newman attended attended Bob Bondurant’s Bob Bondurant’s race race academy. academy. He already Hehad already a thing hadgoing a thing with going with souped-upsouped-up road cars,road but motor cars, but sport motor wassport not was not yet on theyet menu. on the That menu. happened That happened when he met when he met Bob SharpBob in 1971, Sharp onin the 1971, track onwhere the track he would where he would learn all about learnracing: all about Connecticut’s racing: Connecticut’s Lime Rock. Lime Rock. “It was just “It was a chance just aencounter,” chance encounter,” Sharp Sharp recalls. “We recalls. were“We based were in Danbury based in with Danbury our with our Nissan dealership, Nissan dealership, close to Lime closeRock. to Lime I had Rock. I had an arrangement an arrangement with themwith thatthem gave me thattrack gave me track time everytime Tuesday. everyEvery Tuesday. so often, Everythey’d so often, askthey’d ask if I wantedif to I wanted take a passenger to take a passenger on board for on board a for a couple of couple laps. One of laps. day, they One asked day, they if I’d asked take if I’d take ‘Paul and his ‘Paul son’ and for his a spin. son’ for Sure, a spin. no problem. Sure, no problem. “I hadn’t made “I hadn’t the made connection. the connection. The Paul in The Paul in front of me front wasofa me humble, was a5ft humble, 9in guy. 5ftNot 9inthe guy. Not the big moviebig starmovie you would star you expect. would Afterwards, expect. Afterwards, someone explained someone explained to me thatto this mewas, thatin this fact, was, in fact, the Paul Newman. the Paul Newman. It turned out It turned he lived outclose he lived close to our dealership. to our dealership. One day he One dropped day heby dropped with by with a question: a question: ‘Sharp, I’d‘Sharp, like toI’d have likeone to have shot one shot at trying to at be trying a winning to be adriver. winning It won’t driver.beIt awon’t be a publicity thing; publicity I don’t thing; want I don’t people want thinking peopleI’ve thinking I’ve paid you apaid zillion you dollar a zillion to godollar racing. to I’ll go just racing. have I’ll just have my initialsmy oninitials the roof. onWill the you roof.build Will me youabuild Z?’” me a Z?’” Datsun-Nissan Datsun-Nissan dealer Sharp dealer continues: Sharp continues: “No “No M A G N EMTAOG /N E1 T 1 7O
/
117
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. Here’s how Jaguar Classic made it work
1 38
/
MAGNE TO
W O R D S DAV I D L I L LY W H I T E P H O T O G R A P H Y M AT T H O W E L L
MAGNETO
/
139
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…
49
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.
48
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.
42
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.
1 50
/
MAGNE TO
47
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.”
41
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.
46
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.
40
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.
44
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.
38
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.
43
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.
37
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.
MAGNETO
/
151
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.
178
/
MAGN E TO
PHOTOGRAPHY & INTERVIEW BY MATT STONE
LEFT Andretti was sorely tempted by Ferrari drive, but ultimately stayed loyal to Lotus’ Colin Chapman.
MOR E
F ROM
M AG N E TO
Magneto magazine issue 6 Summer 2020
18
/
SUBSCRIBE TO MAGNETO
ISSUE 1 & 2 REPRINTS
The best way to ensure you don’t miss out on your quarterly copy of Magneto is to subscribe via the website below. Subscription copies can be sent anywhere in the world, and subscriptions can also be bought as gifts if required. 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
MAGNE TO