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Individual and Corporate Membership Be part of the UKs leading not-for-profit Circuit Racing Preservation and Development Organisation
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Published by Fast On Water Publications 2017 All articles and photographs are copyright 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 Contributors Steve Pinson Kevin Desmond Roy Cooper
Editors note So the 2017 season is here but nothing appears to have changed with regard to the attitudes of the governing body and the promoter. There are fresh opportunities opening up in UK circuit racing but the powers that be are not showing any interest in welcoming these new initiatives into the fold. We can only hope that we see a change of attitude while there is still a sport to save. Here at Fast On water we are seeing the restoration of Berylla II gradually coming to fruition. We are still trying to track down an appropriate powerhead and gearbox for the Nordica Seebold, so if you know of anyone who could help, please pass info on to us.
Contents Cover: photo credit needed Bristol1982. Renato Molinari in his aluminium hull F1 cat
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Bob Spalding – Bristol 1975
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The Gar Wood Story – final part
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Karl Kiekhaefer and the 1969 season
11 Lake X 14 Racing Reminiscences – Steve Pinson
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The Gar Wood Story – Part 3 By Kevin Desmond In the bare two weeks before the Harmsworth contest, Miss America VI’s Packard engines were located by divers, brought up, cleaned of mud, overhauled and installed in a brand new hull, Miss America VII. With the ever faithful Orlin Johnson, still in bandages, as riding mechanic, with varnish still wet on the VIIth’s hull, Gar won the two heats necessary for a Harmsworth defence. Miss Carstairs driving Estelle II, capsized at speed. 1929 saw Miss Carstairs challenge again, with Estelle IV, powered by three Napier Lion engines, totalling 3000hp. Borrowing two Packards from his 75ft cruiser, Gar built Miss America VIII. In the race, the lightweight Estelle IV retired with engine trouble but a split-second finish between Gar and George in the VII gave the spectators a thrilling experience. 1930 and Carstairs returned to challenge with Estelle IV and Estelle V. Gar was there with Miss America V, VIII and the new IX (VII had been disintegrated in a race in Venice, again almost killing Johnson, but those same engines were again salvaged and brought home to install in IX). Heat one saw Estelle V retire with engine trouble and heat two saw IV go out with similar issues. Gar and George were left to their usual family duel. Betty Carstairs, having spent $275,000 on boats and $70,000 for expenses, gave up, announcing that she could not afford another attempt. That same year, Sir Henry Seagrave established a new World Water Speed Record of 98.76mph, in the twin Rolls-Royce 3,600hp aero-engined Miss England II, on Lake Windermere. Tragically he was killed when his boat cartwheeled on a 120mph follow-up run.
Gar Wood and Orlin Johnson To regain the World Speed Record, Gar Wood now had the Packard engines in both VIII and IX supercharged by Messrs Schwitzer and
Cummins, from 1060 up to 1400hp each. Gar took IX to Indian Creek, Florida and by averaging 102.256mph became the first man in the world to average over 100mph in a boat. This wiry, silver-haired 50-year-old did have a life and interests outside of boat racing. An odd little tower jutting from his summer home on Georgian Bay, near Miami Beach, enclosed a finely equipped observatory, including a chair operating on the hydraulic hoist principle, enabling the observer to sit comfortably no matter from what angle he viewed the heavens. As you entered his palatial home at Grayhaven, near Algonac, you might hear a music box, a synchronised organ-and-piano device, playing haunting melodies in the background. Revolving lights were set mysteriously behind panes of frosted glass in the ceiling, changing the colours from purple, then to violet, then to pale rose. He had a car radio in each of his nine deluxe automobiles; almost unheard of in the 1930s.
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Then there was Gar’s wife, Murlen, ex-officio captain of the ‘Wood Racing Team’. She once told a journalist. ‘For ten years I have been mothering a bunch of the gamest, cleanest racing men the world has ever known; I have christened their boats, guarded their mascots, seen that they were provided with nourishing food; poured black coffee into them nights when they were crazed for sleep; done up burned and bruised fingers; followed them with aromatic spirits of ammonia; summoned doctors when they capsized and were all but dead from accidents – and I have done it because they were good men and true sportsmen who were giving their utmost to keep the American flag flying at the masthead of motorboating.’ So why didn’t Gar sit back on those well-earned laurels? Because within four months of his 102mph record, Miss England II, salvaged and modified and with a successful English motor racing driver called Kaye Don at the helm, raised the record to 104mph, then 110, then arrived in Detroit to make a bid for the Harmsworth Trophy; wining heat one. Heat two became one of the most controversial races in powerboat history. A great deal of ink has been spilled arguing whether Gar Wood in IX, deliberately or accidentally led Kaye Don over the start line before the starting gun was fired, both boats being disqualified. Whichever, Miss England II overturned at high speed and Gar in IX was flagged off the course, whilst George in VIII completed the race, winning heat two. The following day while the press Miss
attempted to crucify Gar, George cruised round the course, thus winning the deciding heat and retaining the trophy in Detroit. February 1932 saw Miss America IX only just break the World Water Speed Record, raising it to 111.712mph. bck in Britain, the Air Ministry had spent almost $5,000,000 to develop their Rolls Royce ‘R’ Type engine, now further boosted to develop 2,350hp. Miss England III would be powered by 4,700hp! No new aero units had been developed in the USA, nor could Gar personally afford to pay for the unbearably expensive development programme out of his own pocket. Harmsworth regulations did not allow him to buy foreign aero engines. So there was only one, highly dangerous way out. To take the four, four-yearold engines from Misses America VIII and IX, supercharge them to the limit and then link them up in tandem in one 38ft boat – Miss America X. 6400 horsepower in one mahogany hull was a desperate measure, but one that was realised, up against tough technical odds.
Miss America X July 1932 saw Kaye Don take Miss England III to Loch Lomond and establish a new Water Speed Record of 119.81mph. That September, Miss America X beat Miss England III in two successive heats, keeping the Harmsworth Trophy in the US and two weeks after, Gar regained the World Record at 124.91mph.
America IX
In 1933 the final threat came to Detroit in the shape of a small, 24ft single-step hydroplane, 7
Miss Britain III, powered by a supercharged 1,375hp Napier Lion engine. Thoroughly aerodynamic, built of lightweight aluminium and driven by her owner, wealthy powerboat entrepreneur, Hubert Scott-Paine, Miss Britain III showed the shape of things to come. She gave the huge four-engined X such a run for her money that Gar was made palpably aware of what the outcome might have been, if ScottPaine had been allowed to use a 2,350hp Rolls Royce ‘R’ Type instead of the outdated Napier. This proved to be the last time the Harmsworth Trophy was contested until after WWII. Also, through lack of any new American aeroengine development, Gar had to watch as Sir Donald Campbell, who was simply not interested in challenging for the Harmsworth Trophy, progressively increase the World Water Speed Record to 126, 129, 131 and 142mph. Since the 1920s GarWood Boats Inc had been building runabouts, which were marketed on the Commodore’s successes. By 1936 the GarWood range of boats had increased to 67 quality built craft, with 54 GarWood dealers in the US and 11 in Europe. By 1941 the range had reached 109
beautifully crafted designs. After America entered the war, GarWood Inc went over to building assault craft. Ironically they were fitted with Rolls Royce Merlin engines.
The restored Miss America IX Gar had one last ride in Miss America IX when he was approached by Harold Mistele, a wealthy Detroiter, who had restored her to her former glory with two new engines. Gar Wood died on June 19th 1970, aged 90. George Wood and Orlin Johnson, also very elderly, had another ride in IX in 1972. Orlin died in 1976 and George in 1977. The marvellous Gar Wood saga was over.
Hydroplane & Raceboat Museum 5917 South 196th Street Kent, WA 98032 Phone: (206) 764-9453 info@thunderboats.org 8
Karl Kiekhaefer and his support of the 1969 race season by Steve Pinson * In 1969 Karl Kiekhaefer, the founder of Kiekhaefer Mercury, offered a very special deal to the top dozen or so circuit powerboat drivers in the UK. Having developed Mercury’s new range of SBP outboard engines, he offered them to these drivers at the low price of £550 complete with a spare lower unit, as these had to be refreshed every few hours. The 1250 SBP was 99 cubic inches and produced 144hp @ 6000rpm. The 1000SBP was 89 cubic inches and produced 125hp @ 7000rpm. The following is a list of those who took up this offer and the boats they raced.
Bill Picton – Shakespeare cat. Peter Tajero, who was a Venezuelan Diplomat based in London – Shakespeare cat. Jeremy James – Shakespeare cat – Marine Sales Taunton. John Reed, who went on to be the Powerboat Manager at the RYA – Levi 16 named Thunderbolt. Mercury also paid prize money for all the International races. £500.00 – 1st Place £300.00 – 2nd Place £150.00 – 3rd Place Along with Start Money, which if I remember correctly, was £40.
1250 SBP Bill Shakespeare – own design boat. Don Ross – Levi 16 named Gawd L Pus /Molinari and Schulze cats. Steve Pinson – Levi 16 named Mister H/Bristol cat. Charlie Sheppard – own design boat, raced by John Hill named Soggy Moggy/Poseidon and also a Stardust 16ft V hull. Fred Miles – Shakespeare V hull named Snoopy/Shakespeare cat. Lol Hopkins and Arthur Brown – Schultz cat named CF/Moo. 1000SBP Bob Spalding – 16ft Schultz cat named Bobcat. Charlie Sheppard – own design boat, raced by Brian Kendall and Simon Fleming, named Soggy Moggy/Poseidon. Mike Rose – 16ft Schultz cat, originaly owned by Jack Wilson, named Sex Kitten.
The top prize money earners were Bill Shakespeare, Don Ross, Steve Pinson and Charlie Sheppard. 9
I had a lucky year in 1969, with a 1st, 2nd and 3rd places, amounting to around ÂŁ950, which covered my overseas expenses. The other top earners were getting around the same and Bill Shakespeare getting about ÂŁ1,100. This was the last year that Karl Kiekhaefer ran Mercury; resigning as President the company then became known as Mercury Marine. This was when Gary Garbrecht arrived and the Mercury Twister 1 outboard was introduced.
I was told by Ron Hill that 1969 cost Mercury huge amounts of money. Just think of the costs. The engines and prize money were supplied in America as well as Europe. They even cut their normal Mercury engine production to concentrate on the SBP engines. More than likely the reason that Karl Kiekhaefer found himself ousted from what was his own company.
The 1969 Amsterdam 3 hour Grand Prix. The IU V - hull number 8 is being driven by Cees van der Velden in a Lieven hull with a 1000 SBP engine. Myself, racing Mister H, was 2nd overall and the winner was Don Ross in Gawd L Pus. Both 1st and 2nd were Levi 16ft V- hulls.
Preserving the Past; Developing the Future www.fastonwater.co.uk 10
The following article covers extracts from Mercury Press handouts of the late 1970s Lake X was officially opened on 5th September 1959 and was the most comprehensive testing facility in the marine industry. It was part of the Kiekhaefer Mercury group of manufacturing and assembly plants in Florida, the Mid-West, Canada and Australia. It was originally almost inaccessible and unfrequented and the extensive property surrounding Lake X brings the total land holding to 11,000 acres. The facility was planned and the construction supervised by Karl Kiekhaefer and his engineers. Where once there were only palmetto and cypress trees and alligator swamps, now stand boathouses, offices, protected mooring harbour, a seaplane base, airport, living facilities for personnel, and a company motel topped by an air conditioned auditorium to accommodate 300 people and timing and observation tower.
Lake X first came into the news in 1957 when it was the site of the Kiekhaefer Corporation’s 50,000 mile endurance cruise. Two family runabouts powered by standard 60hp Mercury outboards, completed 50,000 miles of continuous day and night operation in 68 days with US Auto Club officials supervising and timing the run. Lake X is dedicated to the improvement of Kiekhaefer mercury products, to the preservation and conservation of natural resources, to promote the protection of Florida wildlife and to a universal awareness by mankind of honest values in all these areas. A quotation from George Washington hangs on the fence near the entrance. ‘How much more delightful to an undebauched mind is the task of making improvements on the earth...than all the vain glories which can be acquired from ravaging it.’
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Scale Map of Lake X 12
Lake X Control Tower
Lake X Floating Harbour 13
Racing Reminiscences Steve Pinson I started racing in 1967. I co-owned a boat with a friend and one Sunday we went along to Tattershall Lake in Lincolnshire, which was home of the Lincolnshire Power Boat Club. We took the boat with us as we thought we might be able to put her on the water but definitely hadn’t gone along with any thought of racing. I met Ron Birchell, who asked if I fancied having a go. I explained that I didn’t have the necessary documents to race but Ron said as long as the other drivers agreed then I could take part. The other drivers did agree and with a borrowed crash helmet and life jacket
I found myself in my first ever race. The rest, as they say, is history, which we’ll cover in future issues. At that time the Lincolnshire Power Boat Club had a very healthy membership and held races on a Sunday, once a month. These were the days before cats and often as not club races had to be split into two heats as there could be up to 38 boats and drivers all ready and raring to go. Ron Birchell was also involved with the Grimsby Power Boat Club, which had been granted permission to race on the then, recently constructed Covenham Reservoir.
1968 – after one year of racing. My crew were Mick Fisher (left) and Ian Sedgwick.
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The 1968 photo on the previous page shows one of the trophy`s we won for breaking the lap record at Carr Mill., which was previously held by a hydro. I went round in 58 seconds. This puts a smile on my face when you see how much faster they are now. Ron and I entered the 1968 Chasewater 24 hour race together. This race was the first time the 1250BP Mercury engines raced in the UK this was the earlier BP outboard not the 1250SBP outboard which came out in 1969. John May driving Thunderbolt won with it but was being classed as a experimental non standard outboard so he ran in the ON Class. We blew up after 23hrs but still was that far ahead in the NU class that so long as we could drive across the finishing line we were awarded 1st in our class.
1969 - The gang pulling the boat out of the water after Ian Sedgwick took her out at Carr Mill and turned her over within 4 laps. He was practicing to get his race licence but this was the last time he ever drove a boat.
1969 – French International one hour Grand prix at Rabadanse. We finished 1st overall with Peter Thorneywork in 2nd place and Brian Kendall 3rd, both driving Charlie Sheppard boats. I had two black eyes from submarining at Chase three weeks earlier. Behind from right to left are Dave Cooper, Mick Fisher and Ian Frederick.
1969 – Amsterdam 3 hour Grand Prix. Me (on left) and Simon Flemming, who was Charlie Sheppard’s guest driver with Brian Kendall, driving Charlie’s V-hulls.
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www.ocrda.co.uk
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Berylla II Restoration
The Berylla II restoration is moving along at a pace. The photos show the now installed rebuilt Connaught engine.
We recently received, on loan, two cases full of Carol Lee’s photos and memorabilia from her days racing. So it will be all hands to the pump to copy this interesting and informative collection. The Charity Commission now has the requested further information they required and we are awaiting their decision. The plan is to then put our initial funding bid to the Heritage Lottery Fund. We are still seeking the equipment needed to get the Nordica Seebold back on the water. Powerhead, gearbox and trim pumps. If you can assist with this, please contact us at fastonwater@live.co.uk or call 07799673451.
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AJG Electrical, Norwich Expert electrical services and installation 01603 446190
Your Ad Here Contact fastonwater@live.co.uk or 07799673451 for further info
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We are the only organisation in the UK attempting to preserve the history of circuit powerboat racing with the aim of setting up a Raceboat Museum. Without us this will not happen. Become a member and help make the dream a reality 19
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