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Bristol 1982. Photo Rene Schulz
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Published by Fast On Water Publications 2021
Editor’s note
All articles and photographs are copyright.
Bristol 50 is on! The date is June 11th 2022. The 50th anniversary of the very first race in Bristol’s Floating Harbour will be a time to look back at those great days of circuit powerboat racing, and to celebrate and remember all those who made those races so memorable. With the recent sad news of Roger Jenkins and Roy Clark’s passing, it reminds us how important preserving the sport’s history is.
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without prior permission. Editor Roy Cooper
Contents Contributors Roy Cooper Rusty Rae Rene Schulz
Cover photo: Roger Jenkins Bristol 1980
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Tribute to Roger Jenkins.
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In Memory of Roy Clark.
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Sir Jonathan
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Amsterdam 1980
Roger Jenkins 1940 – 2021
1973 – SE Class winner at Rouen 24 hours and Embassy Grand Prix, Bristol 1974 – F3 World Sprint Champion; F3 winner Paris six-hour 1975 – F3 World Sprint Champion 1978 – 2nd in Canon Trophy (European F1 Championships) 1981 – 2nd in European F1 World Sprint Championship; 5th in JPS World Series 1982 – F1 World Champion (JPS World Series) 1983 – 4th= overall in F1 World Series; 4th overall in Benson and Hedges Gold Series 1984 – Retired after Liege Grand Prix; 5th = overall in F1 World Series. Photo: Chris Davies. Taken at the Bristol 25 event, 2015 1
1974 for was an excellent year for ‘Jenks’. He claimed his and Britain’s first ever world circuit racing title, beating Renato Molinari and the late Cesare Scotti at Pavia in the Formula 3 World Championship. To add to his trophies that year, the Welsh wizard took third place in the European SE Championships at Evians, France. Formula 3 World Champion again in 1975 in his Embassy sponsored rig, Jenkins then experimented with Volvo Penta and Konig in a Cougar and only lost the 1976 world title due to a faulty fuel system, much to his intense frustration.
‘I always used to water-ski until I broke my leg. Then I went to the London Boat Show in 1966 and bought a Bristol monohull for a class that used to be called EU. I just put my ski racing engine on the back and started racing at Fairford; I didn’t win anything for two years! But Paul Moxey gave me plenty of good advice – I owe a lot to him.’
The following article is taken from Powerboat 83 Yearbook. ‘Racing is about touch, about finesse and about winning. And that’s bloody hard!’ the smile of satisfaction spreads over the cocky Welshman’s face showing just how much he prizes his new world title, and how hard he had to fight for it.
The irrepressible Jenkins moved into Formula 4 and soon changed his habit of not winning – his fiercely competitive spirit made sure of that. Yet he has only ever had one bad accident (That was until the famous flip at Minneapolis in 1983), at Chasewater when he flipped his Cougar catamaran, a surprisingly contradictory statistic considering the aggressive driving style of the Welshman. ‘I suppose I have been lucky, someone up there must be looking after me! But I love racing. When I stop enjoying it, I’ll stop racing and if I start feeling afraid, I’ll never sit in another boat.’
For Roger Jenkins, the 1982 Formula 1 World Champion, success was sweet at the age of 42, with some sixteen years in the sport behind him. Some might call him lucky, claiming that only a broken propeller on Molinari’s boat robbed the Italian of his second successive title. But luck – good and bad – play a major role in most high-speed sports. Few could really begrudge the ebullient ‘Jenks’ his moment of glory. It was his first Formula 1 World Championship; a long time since the day he bought his first boat. 2
Grand Prix with its impressive acceleration and effortless cornering.
Minneapolis 1983 – that flip The chain of music shops that Roger and his wife, Denise, have set up over the last twenty years in Wales are now sufficiently established to give the astute businessman the time to find the professionalism he seeks. And to see the sight of the assembled Carlsberg crew in the pits is a clear indication of how seriously Jenkins takes his racing. ‘I need everyone one of my crew. Terry (Big ‘T’) looks after the fuelling and the boat with Dave Burgess. Dr. Jeb looks after the engine and Dean (my son) looks after me. I went 30 percent over my budget last year but there is no cheap way to race and win. People said I didn’t need the lorry (the transporter in which the boat is housed at all times whilst out of the water) but it has proved so useful and enabled us to work in complete privacy. I’d certainly spend the money again tomorrow.’
Jenks Pittsburgh 1982. Photo Tim Schroer ‘The hull is very, very good. I’ve raced other designs in Formula 1 but I wanted to be able to alter the rig week by week, experiment with it, and with designers who are supplying half a dozen other drivers that is impossible, so I went to David. I won the Formula 3 World Championship in a Burgess and I always knew he was good. For the first three races we were fairly quick but for the last six we came off the bank like a rocket and turned corners without losing any speed – and that is purely boat design. It seems to take me through a speed barrier.’ ‘One disadvantage we have is that we never get flat water to test on. Last year Molinari had speed on us at the top end and we never had the chance to improve on ours. But we certainly have a better rough water set-up and not many races were in calm conditions anyway.’
Jenkins had a good reason to prize his privacy; the hull that he was hiding from prying eyes was the first of its kind on the formula 1 circuit – a Burgess. The English boat designer has been building performance rigs for twenty-one years and with the Formula 1 triumph has now won every single class there is to win. In Jenkins’ words, ‘Burgess is probably the most underrated boat builder in the world.’ Certainly no one expected the rig to win the World Championship but the first race of the season set a few people thinking. ‘We spent a lot of time before the season getting the whole set-up right and that first race we caught the other drivers cold.’ Lying low in the water and almost cumbersome, the Burgess astounded all who watched the Leon
Bristol 1982
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So, of course, Jenkins was ideally prepared for the rough Bristol Docks course and was oozing confidence in the days building up to the Embassy Grand Prix. Burgess had built a marathon rig, which proved to be a second a lap quicker than the sprint rig in testing, but it was not the hull that let the Welshman down on home waters. ‘I blew Saturday when I threw a blade off my prop. But Sunday was the most frustrating not only for me but for half the other drivers as well. The power trim couldn't cope with the rough water and the engine kept folding under. I changed mine on Saturday evening but it was even worse on Sunday and there is no way you can drive fast on that course if you have to keep jacking the engine out.’
The following article, by Anna O'Brien is taken from Powerboat 85 Yearbook. He has probably been the centre of controversy since the day he was born (if you can discover the date!). But love him or hate him, no-one can deny that Formula 1 powerboat racing will be a much poorer place without the influence of that mercurial jackin-the-box from South Wales, Roger Jenkins. The exuberant, effervescent little driver has graced the sport for nineteen years – “nineteen good years” – as he is the first to point out. Nineteen years which culminated in his Formula 1 World Championship in 1982, when he pipped Molinari to the title by a single point.
It seems debatable whether Jenkins will be able to maintain the same relationship this year with Burgess as interest increases in the World Series-winning design. The British designer has already accepted further orders for the new Formula 1 rigs, amongst them Rick Frost, the 1982 Formula 3 World Champion and one for Lasse Strom and has guaranteed that all rigs will be identical. Will Jenkins inherit the problem which frustrated him in previous years, and become just one customer of many for the boat designer? Whatever the case, Jenkins has lost none of that ferociously competitive spirit which won him the 1982 title and it will take more than just a good boat for his rivals to keep him down. ‘My competition this year, as always, will come from Molinari and van der Velden but it’s going to be a tough one.’ The grin of anticipation shows just how much the Welsh ace relishes the battle to come.
Peter Thorneywork and Roger Jenkins Memories abound. Memories of ‘Jenks’ whooping with glee in the Milan funfair the night after his world championship win; of ‘Jenks in tears of pain and frustration after his Minneapolis accident in 1983; of ‘Jenks’ fists thrust deep into his overall pockets, stomping the pits in sulky silence when his new hull proved disastrous in Lyon at the start of the 1984 season. Now there is a new ‘Jenks’. Retired. With ten years’ furrows removed from his brow and an immaculate set of ten unbitten fingernails – “the first time in twenty years,” he confesses. Retired the Welsh wizard may be. But he has lost none of his pithy perception and outspokenness. Never one to mince words,
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he gave Powerboat 85 his own inimitable observations on his retirement, the future of Formula One, and his arch-rival Renato Molinari.
the best driver of the lot, head and shoulders above the rest. He’s a hard driver, not fair, in fact I would say he is very, very unfair. Uncompromising. I’ve seen him make moves no-one else would get away with. Not that I blame him for what happened in Minneapolis last year. Not at all. If I’d been in that same position, I would have done the same thing. He’s always been the one I’ve had to look out for – and I’ve beaten him in Formula Three, Formula Two and Formula One – most satisfying. He’s damn good – but I would never call him a sportsman. People say he has difficulty with the language but I know he can handle that, he’s difficult to interview, there’s no charisma about the man. He’s bland. But you can never underestimate that middleaged sulky Italian. Those so-called defeats by Barry Woods last season didn’t mean a thing. Renato’s not stupid. Far from it. He had seen how dangerous Formula One had become like most other drivers. Once he’d sewn up his world title, he just made sure he finished up the season in one piece himself. Never, never underestimate him. he’s quite simply the best there has ever been. The ultimate professional in a world of good amateurs.’
‘The writing was on the wall for me six weeks before Tom Percival died. It was no secret that my sponsor Carlsberg had become disenchanted with the sport. Another death or serious injury, I was told, and they were out. Then Tom died. I still can't believe it. After his death, personally, I had run out of excuses. I don’t think a driver should have to pay with is life for making one mistake in any sport. In Tom’s case he didn’t even make a mistake. We had reached the situation in Formula One boats that if you made one single mistake there was a 90 percent chance you would be dead. The same thing happened in car racing ten years ago. They corrected it. All we had done in Formula One boat racing was to make the engines bigger and bigger and the boats lighter. No-one had been willing to accept the fact that we had a major problem within the sport and tried to correct it – and that included the drivers.’ ‘I think Formula One racing is in helluva mess at present. For the last 18 months we’ve been running to these modified OMC Formula One rules, then in London we went back to OZ rules allowing the T4s in, allowing fuel injection and methanol, allowing the new twin engine rig. Next year the new OMC engines will be fuel injected and have a new low-line mid-section and re-modified gearbox which means everybody’s equipment will be outdated. And the hulls will also have to be designed to take the safety cell. So now not only are you going to need a six-figure budget to go racing but you are going to need a sixfigure budget to prepare a rig. And who is going to come up with that sort of money for an untried product?’
‘I don’t regret my decision to retire. Of course, it’s hard to watch a beautiful hull running at full chat and to know you aren’t going to be out there again. But I’m not going to change my mind. I don’t want to die in a boat, and I think that is the way a lot of drivers feel. At least I know I retired at the top, still winning Grands Prix. And I must admit if I hadn’t still been winning, I would have hung up my jack plug long before now!’
RIP Roger
‘I have heard rumours that Renato (Molinari) is retiring from the sport to become a team manager next year. Well, he is undoubtedly 5
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In Memory of Mr Roy Clark 1960s Powerboat Pioneer Roy Clark was a founding member of the Southend Motor Boat Club, which was granted permission to use the lake at Grange Farm (Grangewaters), South Ockenden. At the time this was not straightforward as Thurrock Council refused the planning application, forcing the club to apply to the Government Minister, Mr Richard Crossman. Roy and the other club members were a tenacious bunch and after applying to the minister, he overturned the council’s decision as long as certain conditions were met. Roy and fellow members of the Southend Club joined those other great early ambassadors of the sport; Cyril and Peter Benstead, Len and Edie Britnell and Charlie Sheppard. All put the love of the sport first and anyone who had talked to Roy would have been instantly aware of how much the sport had meant to him.
This was 1965; for many the beginning of that great period in circuit powerboat racing, which culminated during the late 1970s and saw its heyday throughout the 1980s. The club had to do a lot of work to make the lake area usable for racing, including constructing a control building, shower block and toilets.
Roy raced during the period of two-up boats, where the second crew member acted as a counterweight much like in motorcycle sidecar racing. This was a risky business and Roy had some great stories from his day’s racing, including the incident where his 9
crewmate’s nose made contact with a turn buoy – and not the lightweight turn buoys we have now.
and his memories from those early days of his racing were a treat to listen to. Roy was a major supporter of Fast On Water from the very start and was always willing to travel from his home in Kent, to Basildon, to help us with loading boats, engines and whatever else we were there to collect. And there was always time for a cuppa and to let off steam about what had become of the sport.
Roy took part in the first Chasewater 24-hour race in 1967. A gruelling race of attrition with Roy sharing the driving with Tony Clark and Stan Cain. After Roy retired from racing, he was on the Raceboat Committee of the RYA and held other positions with them into the 1990s.
Roy will be missed by all who knew him. With Roy’s passing, another link to our past has been lost.
I first met Roy at a meeting of the ‘Friends of the Basildon Motor Boat Museum’ and we hit it off from the start. Roy’s candid, straightforward personality and his easygoing nature made him very easy to be with
Roy Cooper
Roy racing maverick in 1966
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All photos, Rene Schulz
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