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Simon Hildrew is one of the unsung heroes of motorsport photography, he gets on with the job and turns out the kind of results that you would expect from an Old School pro. His background in local newspaper photojournalism stands him in good stead when covering events at Goodwood, the story is told from soup to nuts in full and without drama.

Lord March brought us something new this year, the 72nd Members’ Meeting, OK not actually new but more of an adaptation of an event, but the rave reviews from participants and spectators alike signal that once more a bullseye has been scored. Simon took his cameras and lenses along to witness the action, enjoy the view…………

 

The Book of Job

Server Migrations, don’t ya just love ‘em? Still without the amazing Wouter of www.ultimatecarpage.com fame (go there and lose an hour or three) I would be sitting here in the dark. However the juju that is the internet has consumed the last post. As it was rather good I offer it again for your amusement. And welcome to Greg Brown, Porschephile and much respected author, in his first piece for DDC. It is a pity that he had to write this polemic but trashing something as important as the Sebring 12 Hours cannot be allowed to pass without comment. Make your own mind up……….

 

 

Alex Job has seen it all in his long and successful career as a driver and, for the last 25 years, as a championship winning team owner. But even his broad experience with the vagaries of racing couldn’t have prepared him for the chaos and absurdity that marked the 12 Hours of Sebring in 2014.  But first, the good news, which amply demonstrated the difference a year can make.
 In 2013, Porsche’s aging 997-based 911 GT3 RSR couldn’t get close enough to sniff Sebring’s winner’s circle after being left in the debris of its far more potent rivals from BMW, Corvette, Ferrari and Viper. This year, however, the factory-run CORE Autosport 991 911 RSR of Patrick Long, Michael Christensen, and Jörg Bergmeister exhibiting a competitive pace, as well as excellent pit strategy, and taking advantage of fortuitous yellow flags, not only saw the circle, but saw it from the inside as the winner in the prestigious GTLM division of the classic enduro.
Moreover, Porsche also scored its first ever victory in the Tudor Championship’s very competitive GTD class through the efforts of Utah-based Magnus Racing’s GT America, piloted by team owner John Potter, veteran Andy Lally, and Porsche factory test driver Marco Seefried, the trio overcoming an early collision and later transmission problems, to capture the team’s first Sebring win.
Unfortunately, these two victories were marred by a race noteworthy for long delays with over five of the 12 hours being run under the yellow flag, (three of those coming within the first half of the event). Virtually all of these interruptions were due to either unforced driving mistakes , or incomprehensible decision making by race officials. While surviving the various crashes throughout the day might well have been considered victory in itself, reaching that checkered flag first remained the object of the exercise, which why it was a shame that the success of both (albeit deserving) Porsche winners came in part because some unintended help from the apparently clueless Stewards in Race Control.
The potential of Job’s two new 911 GT Americas: the WeatherTech’s #22 entry and its sister, the Team Seattle’s #23 car, gave him reason to be optimistic about a podium finish. After all, Alex Job Racing has won no less than 70 races and five championships since 1995, including, two Rolex 24 class triumphs and, perhaps most impressively, two Le Mans GT class victories. This year he was going for win number ten at Sebring, with most unwilling to bet against him accomplishing that goal.
Unfortunately,eight hours into the race, his WeatherTech entry, having overcome an early tire puncture to run with the leaders up front, was dealt a huge blow with a penalty it clearly did not deserve. Driver Cooper MacNeil was incorrectly given an 80 second stop and go penalty for “avoidable contact” with GT-D Ferrari 458 Italia. This penalty was given despite the fact that the Porsche in question was one of the factory 991 RSRs, something clearly evidenced in the video tape of the incident by the highly visible Michelin tire sticker on its roof. In spite of that, and inspite of the fact that all the GT-D entries ran on mandated Continental rubber, the five officials who reviewed the tape before handing out the penalty made their incomprehensible decision. But which of the two CORE RSRs was it? The answer ironically was both though only the #911 car was ever cited.
Job, who immediately appealed the penalty, was told simply: “Bring your car in for the 80 seconds,, or we’ll stop timing and scoring it.” Faced with such ignorant intransigence, Job had no choice but to call in MacNeil, virtually ending any chances for a win.
Nor was Job’s mood improved by what happened after the race. “I went to the tower to see the video. As they showed it, I and they could clearly see the # 22 was obviously way ahead of the incident and that it was one of the white RSRs which made contact with the Ferrari. You could almost visualize the ‘oops’ coming from their lips. Having reviewed the video, they told me they would discuss the situation and do whatever they could. At the very least, I think they needed to calculate the lost time, the 80-second hold plus the time through the pits. I believe we were running second, so that’s a lot of lost track position.”
But what was done, and the penalty stuck, leaving the WeatherTech car a very disappointing fourth in the results. It was some consolation to Job that his other GT America did extremely well in the tough GTD class to finish third, but it had to be a bittersweet result for the man who’s been competing at Sebring for 25 years and was set up for another win. As for the impact on the finish in the GTLM category, where Porsche’s margin of victory was less than five seconds, had Long, Christensen and Bergmeister been hauled down pit lane to serve an enforced 80-second stop, it would have been the Viper folks celebrating, and not the Porsche camp.
Following the race, IMSA’s vice president of competition and technical regulations Scot Elkins admitted, “The series tonight actually made a couple of incorrect calls during the event. The nature of racing is, that it makes it very difficult for us to take those back. There’s nothing we can do in terms of taking time away and doing anything to the results. We’re sorry, and we made a mistake. We have some things in place to fix it for the next time.”
You better hope so, Scot. After the snafus at Daytona and the insanity of Sebring, some teams are wondering if their future lies with IMSA, or perhaps the Sports Car Club of America’s World Challenge, for which the GT America Porsches are also eligible. The bottom line is simple: if you’re a big time racing organization, then act like one.
Greg Brown, March 2014

Old Paris

The month of February brings the Retromobile in Paris, our Special Correspondent jumped on the train to see what was on offer. Now he shares some of his wisdom with us.

2014 Retromobile
Sunbeam 350 h.p.
This car was the creation of Louis Coatalen in 1920. A native of Brittany, he had worked for various car companies including William Hillman before becoming Chief Engineer at Sunbeam in Wolverhampton. Sunbeams had been very busy during the First World War producing aero engines (so much so that the production of their popular Staff car had to be farmed out to Rover in Coventry) and Coatalen selected one of the company’s V-12 18.3-litre Manitou engines, albeit modified for his new record/sprint car.

2014 Retromobile

On its first appearance in 1920 at Brooklands it crashed in practice but in October that year René Thomas set a new record at the Gaillon hill climb. On 22nd May 1922 Kenelm Lee Guinness set a new Land Speed Record of 133.75 m.p.h. on the Railway Straight at Brooklands. A month later Malcolm Campbell borrowed the car and reached 138 m.p.h. at the Saltburn Speed Trials.
Campbell persuaded Coatalen to sell him the car, painted it blue and re-named it Blue Bird. After a futile trip to Fanoë in Denmark, Campbell sent the car over the winter of 1923-24 to Boulton Paul at Norwich for wind-tunnel testing – they recommended a streamlined cowl over the radiator, a long tapered tail with a headrest and the rear suspension cowled; the rear wheels had disc covers. This work was then carried out by Jarvis of Wimbledon.
Late in August 1924 another trip to Denmark proved unsuccessful and Campbell then discovered a suitable beach in Carmarthen in South Wales. Here on September 24th on the Pendine Sands Campbell set a new Land Speed Record of 146.16 m.p.h. – by just 0.15 m.p.h.! He returned the next July and raised this to 150.766 m.p.h. in the car now fitted with a long exhaust pipe.

2014 Retromobile
Lancia D24
In 1953 Lancia raced the 2.9-litre V6 D20 Coupés, scoring third and eighth places in that year’s Mille Miglia. Maglioli then gave the car a win in the Monte Pellegrino hill climb and in the Targa Florio. But the pretty coupés were noisy and uncomfortable because of cockpit heat. Lancia therefore commissioned Pinin Farina to produce an open spyder version, the D23. In August 1953 for the first Nϋrburgring 1,000 km race Lancia produced the D24, a 3.3-litre version of the D23. The two D24s suffered broken batteries when leading the race. However, in 1954 the model won the Mille Miglia in the hands of Alberto Ascari and this chassis gave Taruffi victory in the Targa Florio after earlier winning the Giro di Sicilia.
This chassis 005 was the last built and is the unique survivor.

2014 Retromobile
Rolls Royce EX17
There had been criticisms of the Rolls Royce car, suggesting it was old-fashioned and of poor performance. So Henry Royce decided to build a Sports Phantom at the end of 1925 and this car, 10EX, was used for extensive testing especially at Brooklands. Royce sanctioned three more experimental Sport Phantoms of which the third was 17EX. This was running by the end of January 1928, although waiting for its body from Jarvis of Wimbledon. Tested alongside 10EX, 17EX was noticeably superior in acceleration and lower speeds. The blue-painted body was delivered to Derby in July and testing resumed until October when the car passed to the Sales Department, having covered just 4,400 miles.

2014 Retromobile

1921 Delaunay- Belleville

Delaunay-Belleville was a manufacturer of ship and locomotive boilers at St Denis, Paris. From 1904 cars were made and a familiar feature of the early cars was the rounded radiator, reminiscent of the boilers! From 1910 the cars were generally chauffeur- driven. Tsar Nicholas II of Russia was a regular customer and both Lenin and Trotsky liked driving their Delaunay-Bellevilles. This car is a 6-cylinder 5-litre 30CV model with a 4-speed gearbox and body by Lambourdette of Madrid.

2014 Retromobile
The engine used side-valves but some manufacturers provided covering to give the impression that more sophisticated valve-gear was used!

2014 Retromobile
Alfa Romeo Van
We tend to think of Alfa Romeo in terms of sporting and racing cars but the company produced high quality commercial vehicles especially in the Thirties when the State-controlled firm needed to supply lorries for Mussolini’s military ambitions.

2014 Retromobile

Diversification after the war included the production of these light vans (1954-68) and this example has true Alfa Romeo pedigree – it is powered by the Guilietta twin cam engine mounted well forward.
2014 Retromobile
1932 Amilcar C6
Amilcar of St Denis made small capacity sports cars in the interwar years. This C6 is rather special: Clément Auguste Martin replaced the six-cylinder engine with a four-cylinder unit which he had modified and pursued a very successful competition career with it, especially in the Bol d’Or races where it scored class wins.

2014 Retromobile

At Le Mans in 1932 the car finished 8th overall, winning the 1100 c.c. class. It also ran in the 1930 Routes Pavées (3rd in class) and in the 1932 Spa 24 Hour race.

2014 Retromobile

1964 Facel 6

Jean Daninos introduced his luxury Facel Vega car at the Paris Salon in 1954, powered by a large V8 Chrysler–based engine. In 1960 he presented the smaller Facellia with its own 1.6-litre twin cam 4-cylinder engine designed by former Talbot engineer Carlo Marchetti. Unfortunately it was noisy and very unreliable. A Volvo-engined replacement was offered in 1963 and then this 6-cylinder version using a linered down Austin-Healey 3000 unit. The original company was declared bankrupt in 1965.

2014 Retromobile
1955 Cooper Bristol
The Cooper Car Company of Surbiton created for 1955 a central-seat sports car based on their F3 designs. This car, the T39, was powered by the new Coventry-Climax FWA 1100c.c. engine and was clothed in an attractive aerodynamic bodyshell whose tail was cut off- a Kamm tail, named after the German physicist who demonstrated the aerodynamic benefits of such a design. The car immediately acquired the nickname “Bob-tail”.
A young Australian, Jack Brabham, obtained agreement to build one of these cars with a 2-litre Bristol engine for use in Formula 1. The chassis was extended by 2 inches and all the sports car equipment such as lights was dispensed with. This one-off T40 ran at Aintree in the British Grand Prix but the engine overheated causing retirement. Brabham then had a wonderful duel with Stirling Moss’s Maserati 250F at Snetterton finally finishing fourth behind Moss and the two leading Vanwalls.
TAILPIECE

2014 Retromobile
Peugeot World War 1 Lorry
This is a Type 1525 4-ton lorry dating from 1917. It has a 4.7-litre 4-cylinder Type KM engine, a 4-speed gearbox and, as can be seen, shaft drive. Expect 22-30km/h when fully laden!

David Blumlein, February 2014

 

 

Rage Into the Night

2010 Petit Le Mans

Another shot from the McNish era, this time from 2010 Petit Le Mans, vainly chasing the Peugeot pair a lap ahead up the road. Why? Dindo Capello made an unexpected pit stop after a slow lap because his balaclava slipped over his eyes while behind the wheel. That was one excuse I had not heard before, it happened when a piece of protective foam within the helmet became detached as I recall. Races are won and lost on such tiny margins.

Corkscrewed

2000 ALMS Laguna Seca

Another image from the McNish retrospective edit, here in the Monterey Peninsula from 2000…………..great times.

Absolute Shower

2004 Le Mans Endurance Series Nurburgring

Delving into the archives for a McNish feature that will run in next month’s Sport Auto,  I found this moment from 2004. I think it is kind of cool, but I would, wouldn’t I?

Self Abuse

2014 Rolex 24 Hours

The 2014 Rolex 24 is done and dusted. A lot of positives, a number of negatives and a heap of unanswered questions. As the dust settles we will have a look back at the last few days. Meanwhile a family celebrates a podium with a photo.

I have no good answer to that question……………

1998 Rolex 24

My first trip to the Rolex was back in ’98. I was invited by the charming Laurence Pearce of Lister Cars fame. Back then the WSC rules allowed for some pretty strange contraptions, certainly The Cannibal was right right up there in the Wacky Racers stakes.

1998 Rolex 24

Then there was this Sci-Fi effort from Mosler, the Raptor…………they missed Captain Nemo’s name off the roof.

Rather than plagiarise anyone else’s work I suggest that if you want to know more about these unusual racers you could do worse than read this excellent piece on the Daytona International Speedway website;

HERE

I somehow doubt that we witness anything quite like this pair on the banking in the next week, but you never know…………

John Brooks, January 2014

 

Like a circle in a spiral, like a wheel within a wheel……………..

We don’t normally endorse events on DDC but having run a piece on this event in 2013, it seemed appropriate to do so…………..you can see the piece HERE

 

The 7th Annual Friends of Steve McQueen Car and Motorcycle Show

Like a circle in a spiral, like a wheel within a wheel…”

Like a clock whose hands are sweeping…

Chino Hills, CA: Save the dates of June 6 & 7, 2014, for your own extraordinary affair as The 7th Annual Friends of Steve McQueen Car and Motorcycle Show celebrates “The Thomas Crown Affair”. The soiree will commence Friday, June 6, at the beautiful campus of The Boys Republic of Chino Hills, CA

Thomas Crown and Catherine Banning may not be in attendance, however, the original 1967 Rolls-Royce Silver Shadow two-door sedan and 1967 Ferrari 275 GTB/4S NART Spyder used in the film will make their cinematic presence felt throughout the entire event. Friday night’s celebration will feature elegant dining on the grass, with a repast prepared and served in sophisticated style by students of the Boys Republic. The gathering, emceed by automotive author and expert, Matt Stone, will include a silent auction, a memorabilia display and a high-spirited live auction. Once again, famed automotive artist, Nicholas Hunziker, has created an original work of art capturing the King of Cool as the suave Thomas Crown.

“We are also excited to have the involvement of Bruce Meyers, creator of the legendary Meyers Manx, the dune buggy that became an icon of pop culture,” said Ron Harris, co-chair of the event, with Chad McQueen.

The Friends of Steve McQueen Car and Motorcycle Show has experienced steady growth and increasing popularity witnessed by the array of more than 300 classic cars and nearly 100 motorcycles at the 2013 show. Approximately 5,000 attendees perused the grounds, enjoying up close and personal views of collectible cars and motorcycles.

Last year’s event donated approximately $210,000 to the Boys Republic, established in 1907 as a private, non-profit community for at-risk teens. Alumnus Steve McQueen attended from 1947-49 and credited the school with pointing him on the path to success. McQueen never forgot and was a frequent visitor, even after he became a Hollywood star and legend. The McQueen family continues that involvement.

The car and motorcycle show will take place Saturday, June 7th. Pre-registration will be open online at the website after January 1, 2014. Due to space limitations, pre-registered vehicles will have first priority in display placement.

All proceeds will benefit the Boys Republic

For further information on making plans for your affair with Thomas Crown: www.stevemcqueencarshow.com

The First Step – Brooklands New Year 2014

The Special Correspondent wasted no time in getting his motoring year off to a flying start. While off key choruses of “Auld Lang Syne” were still ringing in the air he was up and out to Brooklands, which resembled a Naval Dockyard rather than the birthplace of British Motorsport. A little rain was not going to deter him or those like him, the British Bulldog Spirit is still much in evidence.
Brooklands on New Year’s Day is always a most welcome start to the season for car-starved enthusiasts and has become so popular that it invariably attracts a fine and wide variety of machines – it is well worth a visit. It nearly didn’t happen this year as the River Wey burst its banks for the sixth time since Brooklands was built in 1907 and, were it not for the dedicated team of volunteers supporting the museum staff working over the Christmas period protecting the exhibits and buildings, the event would have had to be cancelled. The sincere thanks of all of us car lovers go out to them. Yet, despite the wild, wet day, they were rewarded with a surprisingly good turn-out. Here are a few of the sights:
2014 Brooklands New Years Day
To start with, a brace of immaculate, green 3-litre Bentleys, lined up appropriately in front of the Clubhouse, an area which was under flood water a short while before.
Bentleys started winning at Brooklands in May 1921 when Frank Clement drove EXP2 to victory and went on until the chapter was closed by Bob Gregory’s Speed Six saloon winning a heat on 8th July 1939.
2014 Brooklands New Years Day
Just restored, this lovely 1934 Triumph Gloria Monte Carlo dates from the Donald Healey era. It is powered by a 4-cylinder Coventry-Climax inlet over exhaust engine. The pre-1940 Triumph Club is ensuring the survival of more and more examples of this interesting make.
2014 Brooklands New Years Day
This six-light Riley Kestrel is one of the prettiest models to come from the Coventry factory. The engine is based on Percy Riley’s magnificent Nine of 1926 and, although updated by Hugh Rose in the Thirties, it has the high-mounted twin camshafts with short rockers, valves set at 90˚, giving a hemispherical combustion chamber.
Like Triumph, Riley made far too many different models which contributed to its downfall in 1938 – it was rescued by Lord Nuffield.
2014 Brooklands New Years Day
This is an Alvis Silver Eagle, a model introduced in 1929 with a small 6-cylinder engine and a variety of body styles. It is rather nostalgic to see it on Brooklands soil because Alvis entered a team of three open-bodied Silver Eagles with 2-litre engines for the 1930 Brooklands Double Twelve race. One car retired within the first hour with big end failure but the other two placed 13th and 15th at the finish.
2014 Brooklands New Years Day
Charles Follett was a motor-trader with showrooms in London’s west end and he helped Alvis financially. This attractive model, introduced in 1931, was to have been called the Silver Dart but Follett convinced the Alvis chairman T.G.John that it would sell better as the Speed Twenty. The engine was based on that of the Silver Eagle but boasted triple S.U. carburettors and 2.5-litres. In 1933 the Speed Twenty was updated in two significant ways: it was given an all-synchromesh gearbox, the first British car to do so, and independent front suspension by transverse leaf spring. This particular car was made in 1935 and is the SC model with a 2.76-litre engine.
2014 Brooklands New Years Day
Visitors to Brooklands seeking shelter from the persistent heavy rain would have noticed a special sign indicating that “Babs” was in the Campbell sheds. What a lovely surprise to see this historic machine back on home ground where the engineer genius Parry Thomas created it out of Count Zborowski’s Higham Special! After the Count’s death in a Mercedes in the 1924 Italian Grand Prix at Monza, Thomas saw the car as the basis for a world land speed record contender and bought it. It came with a huge Liberty V-12 aero-engine and a Benz four-speed gearbox in a specially made Rubery Owen chassis but Thomas modified the car extensively, giving it components from the Leyland Eight he had designed, such as the sloping radiator which enabled him to give the car a lower cowled nose. Calling it “Babs”, he went to the Pendine Sands in South Wales and in April 1926 he set a new land speed record of 171 m.p.h. Coming back to Brooklands for the Whitsun meeting, the car ran in three races, Thomas letting John Cobb drive it in two.
Thomas returned to Pendine in March 1927 to beat Campbell’s new record of 174 m.p.h. set in “Bluebird” in February but Thomas crashed fatally and the wrecked car was forthwith buried in the sand in Thomas’s memory. Then forty-two years later the remains were dug up by Owen Wyn Owen, a lecturer at Bangor University, and he restored the car to its original condition which we see today. It usually lives in the Museum of Speed at Pendine but it is enjoying a very welcome return home here at Brooklands!
2014 Brooklands New Years Day
Still viewing in the Campbell sheds, I found that the so-called Vauxhall T.T. had been moved to a more accessible position in the museum – hence this consideration. It was designed as a Grand Prix car for the 3-litre formula of 1921 but was not ready in time and was thus ineligible for the new 2-litre formula that began in 1922 despite the change in engine capacity being advertised well in advance! So three cars were entered for the revived Tourist Trophy race run on the Isle of Man in 1922 but only one survived to finish 3rd. Henceforth the cars ran privately in the following years, scoring a number of wins here at Brooklands.
2014 Brooklands New Years Day
The unusual layout of the instrument panel of the Vauxhall.
2014 Brooklands New Years Day
A slightly late tribute to the Morris centenary – the Morris Six, Series MS, first introduced in 1948 as a Morris version of the Wolseley 6/80 with overhead camshaft six-cylinder engine. Like all the new post-war Issigonis inspired Nuffield models, it had torsion bar independent front suspension. Only some 12,000 were made; six-cylinder Morrises were never hugely popular although this model did far better than William Morris’s very first six-cylinder, the F-type, which was a disaster!
TAILPIECE
2014 Brooklands New Years Day
The River Wey, alongside the Paddock/Club House area, in threatening mood!

David Blumlein, January 2014