Evoluzionare

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There can be no doubt that one of the truly great racers that emerged from Maranello in the ]ast two decades is the Ferrari 333 SP. Elegant proportions and a V12 wail, it has everything that a classic Ferrari must possess. One of the leaders of this exclusive pack is #012 – here is the legend as seen from the inside. Follow this tale of redemption and rebirth……..

John Brooks, May 2019


Fredy Lienhard, Jurgen Lassig, Piero Lardi Ferrari and the HORAG crew at Maranello picking up Chassis #012 in early 1995.

In April 1995, Fredy Lienhard came down south to Georgia to race his new Ferrari 333 SP in the IMSA race at Road Atlanta.


March 1995 – Swiss Championship race at Hockenheim Germany, which Fredy would win in the first event for the car.

Fredy had purchased a new car, chassis #012 and had raced the vehicle the month before in March, at a Swiss championship round at Hockenheim in Germany, and won with it.  Fredy was a Swiss Industrialist, who loved racing, and race cars as an adjunct to his business, using the platform as a promotion for his customers, and as advertising for his company LISTA, which made industrial storage equipment, tool boxes, and office furniture.


Chassis #012 gets pit service during practice for the IMSA race at Road Atlanta in April 1995.

This was basically the second season of the Ferrari 333 SP and the World Sports Car (WSC) formula in IMSA. There were four 333 SPs entered with their main opposition coming from Dyson’s Riley & Scott pair, plus several other WSC cars, as well as a full field of GT cars. The race did not start well. After 14 laps there was a huge accident on the main straight right in front of the pits, involving ex-F1/Indycar driver Fabrizio Barbazza in the Euromotorsport Racing Ferrari 333 SP, Jeremy Dale in a Spice and several GT cars. The race was red flagged for 90 minutes to allow rescue helicopters to land on the track and take Barbazza and Dale directly to the hospital as they were both badly injured. To stand and watch this from the pits was disconcerting to say the least.  Wayne Taylor who was driving our car (Moretti/ Doran 333 SP) was pretty upset about the accident.  After the race was restarted, Gianpiero Moretti got in our car to continue, leaving the final stint for Wayne.


Chassis #012 rests against the wall at Road Atlanta April 1995. The car was deemed a total write off.

After 42 laps there was again a red flag stoppage due to another massive accident, this time on the back straight involving Fredy Lienhard, Steve Millen’s Nissan 300ZX and some other GT cars. The race was called “done” at that point, as it was going to get dark and take too long to clean up and repair the circuit.


The right side of the car did not look too bad after the crash about halfway through the race.

Moretti came into the pit and said, “I am glad this is over, let’s get out of here. It’s not fun racing when I see my friend Fredy up against the guardrail, and my friend Steve Millen being taken away on a gurney”.


Left side of chassis #012 after impact to left wall on Road Atlanta back straight.

In the ensuing confusion, Fredy, who was unhurt (except for what was probably a concussion, although he did not realize it at the time), walked back to the pits, got in his rental car, and drove to the Atlanta Airport. He said later, he did not even remember doing this. In any case, he got on a plane and flew to Zurich that night. The next day he says he felt terrible, experiencing dizziness and headaches. By this time IMSA was looking for all the drivers involved in the second accident and were somewhat perplexed that Fredy was nowhere to be found. The next morning, they tracked him down in Switzerland and called to make sure he was ok, and ask what had happened.

Ferrari 333 SP #012 was deemed a complete write off. The remains of the car were packed up and the chassis sent to Ferrari and Michelotto in Italy for analysis.


The HORAG crew with Markus Hotz in mid 1995 with the car which was now chassis “#012b” the replacement.

A new chassis was ordered from Ferrari. They provided a “replacement” chassis for #012, ostensibly keeping the serial number the same as the first one was “destroyed” (#012b). This was delivered to Hotz Racing AG, c/o Gaston Andrey in Massachusetts. 


Led by Markus Hotz, a new car was built up at Gaston Andrey’s workshop in the USA by the HORAG crew in time for the IMSA Lime Rock race at end of May 1995. Here Fredy and Jurgen Lassig drove to a 5th place finish in the new chassis #012b.

There, a new car was built up by HORAG (Hotz Racing AG) for the IMSA Lime Rock round held at the end of May.


After Lime Rock in 1995, Didier Theys would co-drive with Fredy for the remaining schedule. Here they are in mid 1995, probably at Mosport event.

The car then ran the majority of the remaining 1995 IMSA schedule finishing all races in the top ten, then was shipped back to Europe.


#012b on track at IMSA Mosport in 1995. Fredy and Didier would finish 5th.
# 012b in the Mosport pit lane, August 1995

Didier Theys sits in #012b at Mosport in 1995

Fredy in #012b at Sears Point, August 1995, partnered With Didier they would finish 5th.

Fredy in 012b at the Donington ISRS race in 1997. The car had sat idle for most of 1996, only doing a shake down run at the Interserie in Most, Czech Republic. He and Didier finished 2nd at Donington.

Fredy and Didier on the podium after winning the ISRS event at Zolder Belgium in 1997 in #012b.

 Fredy and Didier Theys win the first ISRS race of 1998 in #012b at Circuit Paul Ricard.

The race win at Paul Ricard, resulted in a letter of congratulations from Ferrari chief, Luca di Montezemolo.

The Misano ISRS event was a night race, and Fredy and Didier scored 3rd place.

Fredy sits in the pits at the Nurburgring during ’98 ISRS race. The disappointing result was a DNF due to a gearbox issue.

There it ran one race in 1996, and most of the ISRS (International Sports Racing Series) over in Europe in 1997 and 1998.  In early 1999 the car was sold to Ted Conrad.  Fredy had meanwhile, bought new chassis (first #016, then #025) to run in IMSA in 1996, 1997 and 1998.

At the beginning of 2000 it became clear that the 4.0-liter Ferrari V12 would not be competitive under the latest rules package with power output controlled by air restrictors on the engine. The IMSA open rules under which the car had been designed and built, had morphed into the new FIA/ACO regulations. Ferrari refused to modify the engine for the new circumstances, saying this engine was not designed to run with such limitations. Ferrari teams, as early as 1999, had started to struggle against other cars with 6.0-liter engines, as, of course, a restricted 6.0-liter engine was better than a restricted 4.0-liter engine. The BOP (Balance of Performance) back then was just a varied restrictor on the air intake, nothing as sophisticated as today. Hence the 6.0-liter engines always had more torque, and the 4.0-liter lost horsepower due to the air restriction.


The man who came up with the FUDD (Ferrari-Judd) concept and implemented it, Kevin Doran.

Ferrari, never on the best of terms with the ACO or FIA in sportscar racing, refused to modify the engines or do the testing to make the engines run more effectively with the new restrictors. Teams started looking elsewhere at other cars or for other solutions in anticipation of the 2000 season.


Engine installation in the Ferrari chassis in 2000.

After Daytona 2000, where the Lista Doran team ran the Ferrari V12, Kevin Doran got the idea to put a Judd V10 GV4 in the Ferrari 333 SP chassis. Judd had been doing a lot of development on their engine for the teams using it and it was certainly quick. Getting a 4.0-liter engine to be competitive in the ACO/ FIA regulations required a lot of dyno and electronics work and testing, which Judd had done.  This engine was to be installed in chassis #025 which the team had been running since the beginning of 1999.


Judd V10 engine rear view in Ferrari chassis

However, this was not an easy conversion as the V12 engine was longer than the V10 as it had two more cylinders. A bell housing spacer and a few other pieces were needed to make it all fit with the standard Ferrari gearbox and suspension.  Hence the “FUDD” (Ferrari- Judd) was born. The Doran team, led by Kevin Doran and Jeff Graves, completed the conversion between Daytona and Sebring in 2000. The team showed up for the 12 Hours of Sebring with chassis #025 now powered by a Judd engine.  Renzo Setti, the Ferrari factory engine rep who supported us at the races in the US, came, took one look, and said, “Ok, that’s it, I am on vacation now”. The car at Sebring, driven by Fredy Lienhard, Didier Theys and Mauro Baldi finished an excellent 5th place, the first privateer, behind the two factory Audis and the two factory BMWs but ahead of the surviving factory-run Cadillac. After that great start the team ran the “FUDD” for the rest of the Grand-Am season. The results were good, with victories at Miami and Elkhart Lake, and finishing 2nd four times.  At the conclusion of the 2000 season, chassis #025 was sold to Dennis Black and then converted back to a Ferrari V12 engine.


The Judd engine was first installed in chassis #025 which was run by the team in 2000. Here the car sits in the Lime Rock Paddock.

Fredy Lienhard drives the first “FUDD” at Watkins Glen in 2000. This is chassis #025. Note the decal on the engine cover…. powered by Judd V10!

At this time, during 1999 and 2000, the original Chassis #012 from Atlanta in 1995 was sitting in a corner at Kevin Doran’s shops in Ohio. Fredy had retrieved it from Michelotto and wanted it repaired if possible as a show car for his collection in Switzerland.  Crawford Composites in North Carolina repaired the tub, and Doran Racing rebuilt the car with all Ferrari components and returned it to Switzerland at the end of 2000 for display in Fredy’s collection.


For the 2001 season, Fredy acquired a Crawford chassis and continued with Judd engines. 

In preparation for the 2001 Grand-Am season, Fredy had bought a new Crawford- Judd. However, finding optimal setup and handling proved elusive in the first 3 races of the season. 


Chassis #012 in 2001. Note the chassis plate is covered up with black tape…..

So in April of that year, the decision was reached to recall chassis #012 from the “museum”, install a Judd GV4 V10 and continue with a known quantity, being what we had run the year before, a “FUDD”. Judd had continued development of their engine, so the GV4 V10 made good power (about 625hp) and almost as important, improved fuel economy.


Chassis #012 (the original)  was returned from the “museum” and run with Judd engine for the remainder of 2001. Here it has just won the Elkhart Lake race and sits in the victory lane with drivers and crew.

This became readily apparent at the Grand Am Elkhart Lake event in 2001.  This was a 500-mile race on a 4.0- mile circuit. Therefore, would be run over the distance of 125 laps.  It was a nip and tuck battle over the first part of the race between us, various Riley & Scott cars, and the Risi Ferrari, who were still running the V12 Ferrari engine. At lap 75 we pitted and Fredy Lienhard turned the car over to Mauro Baldi. We knew if Mauro could make it to Lap 100, he would turn the car over to Didier Theys, and that would be the last pit stop.  Soon, as the race passed 90 laps, all the other cars pitted, out of fuel, so would have to make another stop before the end. I heard a report later, that in the Grand – Am Race Control Tower, someone said, If Baldi makes it to lap 100, the race is over.  He drove superbly and made 101 laps and pitted almost out of fuel. Theys took over and ran to the end and victory while everyone else stopped to top up their tanks once more.  The Judd work on the engine had paid off.  We had made one pit stop over the last 50 laps (200 miles), while everyone else made two.


Mauro Baldi in #012 at Watkins Glen in 2001, where he, Fredy and Didier would finish 2nd.

We ran the “museum car” for 7 races till the end of the season, winning twice, finishing 2nd once and 3rd four times. At the end of the season, the car was converted back to a V12 Ferrari and returned to the Autobau in Switzerland, where it still resides today.  It usually still stretches its legs at track days in Europe, at least once per year.


Fredy Lienhard and ong-time Ferrari engine man, Renzo Setti, at Mugello in 2018

Postscript – Riding in a Ferrari 333 SP

Fredy Lienhard still owns 333 SP #012, it sits on display at the Autobau in Romanshorn Switzerland. From time to time, he takes the car out to “track days” for his friends and business associates. I worked on his race teams for Kevin Doran for many years, so was fortunate to be invited to one of these events in early 2018 (and 2019) at Autodromo Internazionale del Mugello in Italy.


Myself and 333 SP driver, Didier Theys, at Mugello in 2018 after some laps in Chassis 012.

Weather permitting, I would get the opportunity to go for a “ride”, as a second seat has been mounted in the car for passengers. Although I had worked on these cars for many years, changing engines, gearboxes, installing and removing suspension and brakes, I had never actually been driven in one. The only real race cars I had ridden in were a Porsche 935 in the late ’70s, and a BMW 235-i cup car.  Having had quite a bit of history with this Ferrari, it was with some anticipation that I looked forward to seeing what it was like to actually sit in it at speed.


The water pump system used to preheat the water prior to starting the engine.

Mugello in March can be cold. In fact, the days we were in house at the circuit, there was snow on the hillsides around the track which sits in a valley. So, it was unclear if this was going to work or not.  The 333 SP has to be warmed up with a water heater, especially during cold weather, as there is a danger of the radiators splitting.  The minimum recommended water temperature to start the car is 50C.


Keeping the helmet steady while riding aboard the 333 SP

Despite the cold temperatures, we got the car warmed up, and Didier Theys took a few laps to make sure all was in good order. I suited up, and prepared to get in. The immediate sensation is that this is a tight fit. The second seat, if you want to call it that, is just some padding and some belts next to the driver.  Getting in and buckling up, the sensation is that you are sitting on the pavement. Very different from a road car or race car based on a road car such as a 935 Porsche.  The Ferrari is a 680 HP go kart!  Acceleration is massive, the car just leaps forward. The noise of the engine without earplugs is deafening.  As you exit the Mugello pits, you are on a long straight, the longest on the course, you go over a rise, then descend slightly downhill to the first corner which is a long radius 180- degree right hand corner. At the end of the straight in this 333 SP, the speed is in the neighborhood of 185 mph. Braking here is very, very impressive in this car and this car has steel not carbon brakes. The first impression of a non-driver is that there is no way the car will stop, however it of course does (Didier later told me he was braking 50 meters early, only running at about 80% capacity).  I am convinced the G force under deceleration would throw you out of the car if you were not strapped in tight.


Renzo Setti, John Toohey and myself returning #012 to the Mugello garage after some laps

Due to the “passenger” seat configuration, I found my head was sticking up into the airflow more than Didier. Also, there is a small windscreen in front of the driver about ½ inch tall which helps deflect air which of course is not on the passenger side. The force of the air tended to want to rip my helmet off. So, I had to hang on with one hand and hold the front of the helmet down with the other to see where we were going. All the while, I had to be careful with the spare hand, as right in front of me was the switch panel, with all the ignition and fuel switches. I had to be careful not to hit one of these by mistake!


Mugello’s pit lane

We were on track with other racers. Most of them were GT based such as Porsche GT3 Cup cars and the like.  So, we overtook a lot of people in the few laps we did. Passing was kind of disconcerting, as again the 333 SP is so low, I found myself looking up at the door handles of the cars we were passing! A strange sensation for the uninitiated.  As we zipped through the traffic, the car just leapt from one corner to the next. While the car looks smooth and composed when you are watching it go by, the ride was a lot more brutal and jerkier when on board. The power allowed the 333 SP to just cover a lot of distance very quickly compared to the other cars.  I tried to imagine driving this car at the Daytona 24 hours at night, trying to cope with the slower traffic. A mind- boggling thing to comprehend.  As we progressed, I tried to put myself in the driver’s seat.  I thought, ok, would I stick my nose in this corner to pass this GT car?  Most often the answer was NO! I asked Didier later how he knew these guys would not come over on us in the corner. His response, “My nose tells me, after many years of experience!”  But I guess that is why he is the driver and I am the mechanic!


The Cockpit of #012. Passenger seat on the left! 

Riding in close proximity to the others, in an open cockpit car you notice quickly the exhaust smell of those in front of you. No doubt this was due to my head sticking up in the airflow higher than the driver. Didier said it did not bother him, as the air goes over the driver’s head due to the shape of the front windscreen.


Brakes on #012 today, steel rather than carbon Brembo, still very impressive brake performance

Too soon, it was over, and we returned to the pits. I was left with the feeling, that every race mechanic should take a few laps as passenger in the cars they are working on. Very quickly, you begin to understand what is at stake here, and how fast you are going, what could potentially go wrong and what the consequences might be.


Chassis #012, with the “regular” engine

All in all, an incredible experience to ride in this historic sports racing car, at the famous Italian track which is owned by Scuderia Ferrari. In the USA, we call this a definite “E-ride” (referring to Disney World’s rides ranging from A, the lowest and easiest to E, the most impressive). It was a short glimpse of what is “possible”, and what most of us never encounter. After providing a day to remember for all in attendance, chassis #012 returned to its place on display at the Autobau, where it still sits today.


#012 at Mugello

Fredy Lienhard sits in #012 at Mugello ready for some hot laps.

Ferrari V12 and rear suspension in #012 .

Ferrari enthusiasts one and all!  Didier Theys, Paolo Devolder, Martin Raffauf, Fredy Lienhard and Dino Sbrissa.  Unfortunately Renzo Setti was ill and did not make the 2019 photo……….

#012 carries some good names……….
Mugello…………………

Martin Raffauf, May 2019.

Photos copyright and courtesy of Fredy Lienhard, Kevin Doran, Martin Raffauf and Dino Sbrissa

Paris Métro

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Paris in February is a cold and grey place but for those of us who appreciate the automobile there is a hot spot to be found at the Porte de Versailles, within the halls of the Paris Expo. I refer, of course, to the Rétromobile, a cornucopia of motoring excellence from all points of the compass. The Special Correspondent patrolled the aisles and uncovered these treasures for your appreciation.

In 1931 the oil company Yacco was seeking to obtain publicity for its products and bought a Citroën C6F with which to tackle long distance records at Montlhéry using its oils. Re-clothed in an aerodynamic body in aluminium, this car, baptised “Rosalie” after Sainte Rosalie, went on to attain 14 international records.

The Citroën-Yacco team returned to Montlhéry in 1933 with a special version of the 8CV model. Known as the “Petite Rosalie”, this car covered 300,000 kilometres at an average of 93 km/hr

This is the second prototype Bentley and the oldest surviving Bentley. Known as EXP2, it is the first Bentley to win a race, having crossed the line the winner of the Whitsun Junior Sprint Handicap at Brooklands on 16 May 1921 with F.C. Clement at the wheel.

It was eventually used as a practice car for the 1922 Tourist Trophy in the Isle of Man.

Very rare indeed is this Micron cyclecar, the nose of which seems to steer with the wheels! Made in Toulouse by Henri Jany, it had front wheel drive and used single –cylinder engines of either 350 or 500 c.c. Its claim  to fame was that four of them were entered for and successfully completed the Bol d’Or, Europe’s very first 24 hour race.

In 1953 Lancia introduced their first proper sports racing car, the D20 Coupé. This scored a third place in the Mille Miglia and won the Targa Florio but persistent cockpit heat caused Lancia to make a spyder- bodied version, the D23.

Painted pale blue, this model first appeared at the Gran Premio dell’ Autodromo di Monza at the end of June. This was a race for sports cars of up to 3-litres capacity and Felice Bonetto finished 2nd to Villoresi’s Ferrari in this actual car, which is chassis 0002.

Bernard Pichon and André Parat formed in the late Forties a coach building company at Sens. Initially they modified production cars, especially the Ford Vedette. Having made a fixed head coupé on the Panhard Dyna Junior, they introduced a more sporting “berlinette” based on the Dyna chassis, the first example being shown on their stand at the 1953 Salon de Paris. Much lower and lighter, the body was made of Duralinox and the model was known as the “ Dolomites”. Some 20-30 of these Panhard Pichot-Parat Dolomites were produced between 1953 and 1957 and sporting successes were achieved, for example, Bernand Consten and Pichot came 5th in the 1956 Rallye des Routes du Nord.

The example shown is a 1954 model with the earlier split windscreen.

In the Spring of 1936 Panhard introduced a radically new model, the Dynamic. Although it still used a sleeve-valve engine, two six cylinder sizes being offered, it had torsion bar suspension, independent at the front, and a completely new Louis Bionier-designed aerodynamic body with enclosed wheels and, most unusual of all, a central driving position, albeit on the earlier cars.

The pictures above show the driving position of one such car dating from 1936; the complete car shown is a 1939 example with the later left-hand drive.

Two views of the Serenissima V8 3-litre that ran at Le Mans in 1966, retiring with gearbox trouble.

Eugène Mauve, who created the Bol d’Or race in 1922,  built and raced the Elfe cyclecar from 1919 to 1921. This is a truthful replica of the version he ran in the Gaillon hillclimb in 1921 – it has a V-twin Anzani engine.

The work of Robert Bourbeau  and Henri Devaux, the Paris-built Bédélia was considered the first successful French cyclecar. It was like a wooden coffin on wheels with tandem seating and the driver at the back! Power came from single cylinder or V-twin air-cooled  engines at the front driving the rear wheels through enormously long belts.

It looked rather crude at first sight but these machines turned out to be surprisingly effective: one of them won the 1913 Cyclecar Grand Prix at Amiens and they were used by the French Army as field ambulances in the First World War.

TAILPIECE

What a Giant! This Berliet T100 is one of two survivors of the four originally made. They were conceived for work in the Algerian desert and the 50 tonne machine has a V12 Cummins diesel. It appeared at the commercial Salon in Paris in 1957 but for this year’s visit it had a journey from the Fondation Berliet (Lyon) of four days on a low-loader trailer hauled by a Volvo FH 16 of 750 h.p.

David Blumlein, March 2019

Behind the Wall

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Here at DDC Towers I get to see thousands and thousands of motor sport photos, almost exclusively they are cars on track. I suppose that’s what we are all focused on, the glamorous bit. So it is unusual to say the least to get an edit that is concerned in the main part with the unsung heroes. Twenty years ago the 12 Hours of Sebring was a hot, dusty affair as it frequently is. Dyson Racing pushed the factory BMW right to the limit with James Weaver finishing less than 20 seconds behind Tom Kristensen after half a day of competition.

James and his team-mates, Butch Leitzinger and Elliot Forbes-Robinson, got to stand on the podium and spray the Champagne and accept the applause. They were keenly aware that the result was built on the hard graft and skills of the Dyson Racing crew, a no Bull outfit. Their story that day was captured for posterity by Brian ‘Doc’ Mitchell and it is fitting that on Sebring race-day 2019 we get to salute a memorable performance.

John Brooks, March 2019

Scenes from Sebring

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The emails come pinging in, more magic moments from the past courtesy of Brian ‘Doc’ Mitchell. Here he looks back to the birth of the American Le Mans Series in 1999…………a wondrous time. In an hour or so the gates will open and Sebring 2019 will get underway, doubtless in 20 years time those enjoying this amazing event will have similar rose-tinted memories, I hope so.

John Brooks, March 2019

Thameslink

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Here at DDC Towers we are firmly of the chips on both shoulders persuasion. So in the interests of balance we are running this excellent gallery from Simon Hildrew as a counterbalance to the previous polemic from Kensington Gore.

As Simon’s keen eye demonstrates there were motoring goodies to be found at the Excel last month. We should be grateful that such entertainment is still permitted in these enlightened times.

For some there was an opportunity to buy or sell……….one man’s treasure and all that stuff….

There were anniversaries to be celebrated with Citroën reaching a Ton this year………just look at that French artistry………..

And that quintessential ’60s epic, The Italian Job, was paid homage by Octane.

Not sure that the script would get past the arbiters of good taste these days……….no one would like to upset Italian drivers would they?

There were appearances from heroes of the past, like Gordon Spice.

Enough from me I suggest that you take a while to enjoy the stories that pop into life from Simon’s cameras……….more on the way soon.

John Brooks, March 2019

A Classic in the City?

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Another new kid on the DDC block gives his tart views on the recent exhibition at the Excel. The tone will come as no surprise to those of us who have enjoyed Shaun’s company at any time. I first encountered him at Le Mans in 1995 while he was working on ‘Persuit of Perfection’ – the film he produced back then is still one of the greatest ever on our bit of the sport. For those who have missed it try this and especially marvel at the action on the opening lap – GoPros, who needs ’em? Find the video   HERE

A trip down memory lane was what I was anticipating on my visit to London City Classic last week at the Excel.

I spent a fair amount of time in the ’80s working with some enthusiastic – and in a number of cases under-financed, over enthusiastic – World Endurance Championship race teams in various capacities. Then in the mid ’90s I had the dream commission to make a number of films about it, including ‘Pursuit Of Perfection’ The McLaren Le Mans Film. So I have always maintained a fondness for things Classic and Retro.

My initial spark of interest in this came as a teenager from listening to the 24 Hours of Le Mans on radio at night under the blankets at school in late 50s.

I was hooked.150mph down something called The Mulsanne Straight! To me it was simply unbelievable. 

Our Family Car at the time was a Morris Minor 1000 Traveller, which probably could only hit a maximum of 80mph on a downhill straight with a following wind. Around that time, funnily enough, a friend of the family called Piers Courage won his first race in his Mother’s Traveller at Boreham in Essex, then the Ford test track. She didn’t know about it till afterwards!

God, I could have been a Grand Prix Driver – if only my Dad had happened to own a Brewery.

Anyway my first trip to a track was Snetterton, in Norfolk.

As we arrived I saw some chap called Jimmy Clark driving a Lotus Cortina totally out on his own without another car anywhere in sight.

It was his first of three drives that day. I think he won in the Lotus by a quarter of a lap. All I remember thinking was that everyone else appeared to be extremely bad at this lark.
I was hooked. Hard not to be.

Never in my wildest dreams did I ever imagine that 15-20 years in the future I would be going to Le Mans regularly. Or that  35 years or so later I would be making a film there following the winning – British – car.

So I have I suppose become something of an aficionado of things Classic: or in the words of the late great Charlie H a bit of a connoisseur.

It is probably a traditional lament from anyone over 30 years of age that “Fings Ain’t What They Used to Be”!.

I went to the Excel out of curiosity to see if I could conjure up some memories of the past. I was sadly rather disappointed at the frankly lacklustre range of ‘Classics’ on display there this time. I hate to say it, but it really wasn’t a  a patch on the Show put on by our ancient enemy the Fr**** in Paris last week.

As my old Pal John Brooks rightly said ‘ not exactly Premier League. My own comment was that it was really only one up from Vanarama Southern – and a mate owns that Team.

At the twenty five sovs a pop which the punters paid I thought it was well steep.

The French, in spite of their youthful president’s political problems (or maybe because of them?), put on a stonking display at Rétromobile. One which I would gladly pay good very good Euros (if  such things really exist) to attend next year in spite of the little local difficulty we appear to be having with the bureaucrats based in the country next door, whose only saving grace is as far as I can figure is a little place called Spa Francorchamps, that and the beer.

However I digress. 

Wondering around on Friday I found that there really were just a smattering of vaguely interesting racing cars in what I can only describe as a fairly boring sterile shed.

On the non competition side there was plenty of ‘pretty little things’ to see. But even then, there was nothing that had that magic ‘WOW’ factor. Just row upon row of predictability

Joe Macari and Quentin Wilson added a bit of class banter, but that for me was about the only really interesting part of the day.

Ces’t la vie. Paris for me next year. Maybe the Entente can be a bit more Cordiale this time around?

Shaun ‘Rude’ Redmayne, February 2019

Long Island View

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At DDC Towers we welcome another contributor, our old friend Andy Hartwell. Andy was one of the  regulars on the ALMS beat at the turn of the century. Here he gives an overview of what drew him to  this area of motor sport. Hopefully this will the first of many contributions from Long Island.

A Personal Journey Through A Golden Age
©Andrew S. Hartwell

It was 1995 and Major League Baseball (USA) decided to cancel the World Series over player/owner disputes.  For this lifelong fan, that action was enough to turn me off to the game we had so often played for hours in the streets where I grew up.  It was time to look to other interests and, as luck would have it, a man from Italy would persuade a famous car maker that the time had come to return to the world of sports car racing.  The man was Gianpiero Moretti and the car he championed Ferrari to build was the 333 SP.

Growing up, when I wasn’t playing ball – pretending to be any one of a number of my favorite New York Yankee players every time I stepped up to bat – the other thing that I was most interested in was sports car racing. I loved seeing the Jim Hall Chaparrals, the Lola T-70s, the McLaren Can-Am cars and all the modern open top racers featured in the racing magazines of the time. There was Road & Track, Sports Car Graphic, Car and Driver, Autoweek/Competition Press, and later, On Track and Auto Racing Digest. Money I earned from delivering papers, along with meager parental allowance monies, would often go towards buying the latest issues. (Along with a box of chocolates or two.) I couldn’t wait to see who was racing what and where. I was in awe of these champions of courage, and in love with the idea of going fast around corners in both directions, not just in a straight line or to the left over and over. 

When I finally was old enough to have a car of my own, Dad found a 1957 Chevy for me and I would tear that baby up and down twisty and narrow River Road thinking, as I had when playing baseball, that I was really Stirling Moss or Jim Hall or Mark Donohue and corners were to be cut, not driven around. I sometimes wished the Chevy was a Triumph or an MG but hey, I was driving and enjoying myself regardless.

In the mid-1960s, Dad and my Brother Steve and I went to a few races at our home track, Bridgehampton. We saw the USRRC, Trans-Am and Can-Am races at that under-developed, bare bones circuit, but the venues condition didn’t matter.  We were seeing my heroes in the flesh and not too far from home to boot.  This was the real thing, not a static image on a page.  It was a time when I came to feel I needed to have a future in this sport.  Not as a driver or mechanic, but as a journalist or photographer. I wanted to see, hear and feel more about what went on within this magical world.

The idea was further cemented in my mind when, at the 1968 Bridgehampton Can-Am race, I cheered on my favorite, Jim Hall when he took the lead from Bruce and Denny in their identical McLaren MK8As.  When the race ended, and the last car crossed the finish line, this 17 year old fan leaped over the fence, ran across the track, and stood in the pits as Hall pulled up right next to me! I reached in and was the first to shake his hand to congratulate him on his second place finish! He wore an open face helmet and I can still see the blood and marks on his face from all the sand that had been thrown up during the race.  Shaking his hand was a seminal moment for me. I knew then I had to have a place in this exciting world!

(Note: 40 years after that race I found a photo someone took of Jim at that moment. In the photo, I am the kid in the white T-Shirt and sunglasses on Jim’s right!  The photo also captured my Dad, in the crowd over Jim’s left shoulder.  And the elbow you see sticking out behind Jim’s left arm belongs to my brother, Steve!  What are the chances of every finding a photo of that magic moment?)

Well, sometimes what you feel you want is the very thing you have to wait the longest to receive. While working a full time job in retailing, I gave journalism a shot, writing short pieces for a Long Island weekly newspaper. I covered a few local club rallies, wrote about the world of racing at Bridgehampton, and submitted a piece or two on Lime Rock and Watkins Glen events. This early involvement came to a sudden halt when the paper’s interests waned in affording print space to a sport that was never really in the mainstream of public awareness.  My journalistic desires were put on hold. I then fell back on my other first love, baseball. I was a Yankee fan again. Moreover, I was reborn as a fan of the game.  Well, that is, until 1995.

Besides baseball, which you could watch on TV for free – an amount equal to my ability to pay,  the years of the mid 1970s through to 1995 were devoted to family, career and economic concerns that put the idea of a journalism or photography career on the back burner.  In fact, I tuned out of the whole racing scene for close to 20 years or so. When others talk of the GTP era, or the Ayrton Senna years, I feel no emotional attachment.  I simply didn’t follow the sport back then.

As the years passed, and our economic status improved, and baseball went stupid and shut down when it should have been celebrating a pair of champions, I decided to pick up a car magazine again. In the pages of Road & Track I saw a picture of the new Ferrari 333 SP.  I immediately had a flashback to the glory days of the Can-Am series and the beautiful prototypes built by Bruce McLaren and Lola and Chaparral. The spark was reignited.

I worked out getting credentials to Lime Rock and later other circuits, so I could be on the scene shooting photos and writing about this new era in racing.  Those early stories in the local paper helped pave the way for me.

In 1996, I had the opportunity to interview Wayne Taylor. This was the year he would go on to win both the Rolex 24 Hours of Daytona and the 12 Hours of Sebring, in his Riley & Scott MKIII with Oldsmobile power.  That blue and white and yellow paint scheme was often what the fans saw come across their line of sight first, provided a certain red Ferrari hadn’t stolen the lead.

That interview with Wayne – which he told me at the conclusion was, I quote, “The best interview I’ve ever had”- would lead to his setting me up with credentials to the inaugural Petit Le Mans (1998). 

When the internet became a thing, I found a website called Sportscarworld and reached out to its creator, Malcolm Cracknell, to see if he could use a little help with the content side of the business.  My first submission to Malcolm at Sportscarworld.com was a picture of the Porsche GT1-98 that would later go airborne, ending the race on a flatbed tow.  We connected well and Malcolm became a friend. I would go on to contribute for years to that first site and the many iterations that would follow. This was at a time when most folks only had slow dial up internet service so the pictures were small and I was ‘advised’ to abandon my thoughts of submitting short videos for posting.  (I think what Malcom said was ‘NO MORE $#%^ VIDEOS!)

I would also go on to become a contributor to TheRaceSite.com and many of my ‘Through The Esses’ columns appeared there, and are still accessible today. A short stint writing for AllRaceMagazine (defunct) happened as well but I’d rather not talk about that experience, thank you.

For the next 20 +/- years I would go on to cover the Petit again for several more years, along with days spent covering racing at Sebring, Lime Rock, Mid-Ohio, Mosport, Watkins Glen and VIR.  Never made it to Road America but I just might someday. Along the way I met a lot of wonderful professionals who covered the races as photographers, journalists or public relations specialists.  I’m sure I am leaving some great names off this list, and for that I apologize in advance, but some of the names were Barbara Burns, Craig van Eaton, Sylvia Proudfoot, Regis Lefebure, John Brooks, Janos Wimpffen, Lyndon Fox, Gary Horrocks, Brian Mitchell, Richard Prince, Rick Dole, Chris and Rob Dyson and many more.  Each of them having played significant roles in the sport and in my development from novice to (nearly) professional status.

During my time of active involvement, I was able to talk with and write about many great people in the sport.  I am pleased to say my time – albeit as a part time journalist/photographer – found me watching the emergence of some incredibly talented drivers and teams.  People like Andy Lally, Spencer Pumpelly, Mike Borkowski, Guy Cosmo, Mark Wilkins, Jeff Segal and more were just making a name for themselves and I was there to talk with them early in their careers and write about their desires and ambitions to succeed in the sport.

It was also during this time that I found a great friend in Dennis Spencer. He and I would spend a lot of time talking in the paddock about almost anything. He was a great man who seemed – to me, anyway – to have no sense of what fear can do to a mind.  He was smart, intelligent, brave and a man with a big heart.  His sense of humor and his ability to mentor others were remarkable traits that I admired greatly. When he passed the sport lost a magnificent competitor and I lost a good friend.

Dissipating brain cells have led to gaps in memory over all that I enjoyed about the sport. In no particular order I do remember covering the NASAMAX team at Sebring; doing the race reports and press releases for Stevenson Motorsports for a little over seven years; covering the Red Bull Racing team at Daytona and, I think, Sebring;  Meeting and reporting on George Robinson’s 74 Ranch team when Jack Baldwin had the lead driving role; Sharing hotel rooms and rides with Janos Wimpffen and later, Lyndon Fox;  Sharing space at a private home in Sebring with several fellow enthusiasts;  Having a hotel or two on the beach at Daytona;  Staying in less than stellar accommodations for Sebring; Flight delays; Losing my dailysportscar jacket at the airport;  Staring down a pig/boar late at night on the way back to Sebring;  Dropping my camera bag into the only puddle within 50 feet of me at Watkins Glen.

Yes, it’s been a fun ride and I feel so very fortunate to have been there during what many folks consider a golden age of sports car racing.  Today, I find myself more attracted to Vintage Racing and seeing some of the cars of the past – both recent and ancient – doing what they were built to do.

Yes, 1995 was a seminal year for this journalist/photographer. But, I wonder if you can guess what my interests today include outside of racing?  Can you say, “Batter up!”?

Andrew S. Hartwell February 2019

Parisian Cat Walk

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The 2019 edition of the Rétromobile was well up to the high standards that we have come to expect from this French Classic. It has become something of a must attend event for those of us who ply our trade in this arena, being the first serious event of the year adds a taste of optimism to encourage us, no matter how misplaced this rush of blood ultimately turns out to be.

So to whet the appetite I am flagging up a few delights, some familiar, some less so. I will have a few other posts to produce in the next few days in between the doing the paying stuff…….

Arriving on Tuesday evening I barely made any progress past the Peter Auto stand, ambushed by various gangsters that I am acquainted with, all of us keen to catch up on gossip, rumour and the occasional fact……one of the cars on the Peter Auto stand was very familiar, on old friend from a couple of decades gone, McLaren F1 GTR, #24R. Originally a factory Schnitzer car for the 1997 Le Mans 24 Hours, it then turned up in the Gulf/Davidoff team for a few races in that year. It was driven by Thomas Bscher and John Nielsen till the Dane royally stuffed it in Practice at Suzuka at the end of summer. Once refettled Steve O’Rourke acquired it for his British GT campaign and then achieved a fantastic fourth place overall in the ’98 edition of the French classic……….the stuff of dreams.

More memories were to be found round the corner on Gergor Fisken’s stand, always a source of truly classic cars in every sense of the word. True to form Fiskens had on display a cornucopia of automotive goodness, including one gem that really struck a personal chord. My first attendance endurance race was the 1971 Brands Hatch 1000Kms, it proved to be a slippery slope, which is how and why you are reading this doggerel. So it was quite something to encounter the Alfa Romeo Tipo 33/3 that Henri Pescarolo and Andrea de Adamich drove to record a memorable victory that over the Gulf Porsche 917s, the first international success for the Italian marque for 20 years.

I reflected on the 1971 season, and its impact of my young self, some time ago HERE – while it has been largely downhill on the personal front since those heady days, the T33 still looks stunning.

Artcurial run the auction based at the Rétromobile and they always come up with much that is stunning, 2019 was no exception to this rule. The Serenissima Spyder was captivating, another treasure from Count Volpi’s outfit and, even more appealing, exactly as it ran at Le Mans in 1966.

The timing of its competition career was unfortunate as it was crushed along with the rest of the field by the Detroit bulldozer that was Ford’s GT effort at Le Mans that year featuring no less that 15 GT40s on the grid. No matter, the patina and graceful design are timeless, who ever acquired this exquisite car has won a motoring lottery.

Also at Artcurial was this headline grabbing Alfa Romeo 8C 2900B Touring which went under the hammer for a pretty respectable €16.4 million, quite understandable when considering this beautiful creation.

One of just five examples built and with an almost complete history, it is a slice of motoring royalty……….one can dream…………

On a completely different scale in every sense of the word was this giant Berliet T100, at the time of its introduction the largest truck in the world……it dwarfed everything else at Rétromobile.


Even this Panzer MK IV had to yield to the Berliet………………….

Another French star on the boards was the WM P88, holder of the top speed record down the Mulsanne Straight, posting 407kph in 1988…………….


Back into the 21st Century is the Maserati MC12 Corsa that was to be found at Girado’s impressive stand. The Corsa was the track day version of the MC12 for those who wished to emulate the performance of the wildly successful GT1 racecar.

The Corsa had a claimed 745bhp from the V12 6.0 litre engine, shared with the Ferrari Enzo. Only 12 examples of the Corsa were built, making it ultra desirable as if it needed any further enhancement.

Another extremely stylish and rare Italian that was to be found in Paris was a concept car that appeared at the 1966 Turin Motor Show, the Lamborghini 400 GT Flying Star II.

This striking shooting-brake displays all the confidence of the mid-60s and was based on a 400 GT platform. Its other very significant attribute is being in the final wave of creativity from Carrozzeria Touring which was experiencing financial difficulties at that time. The stunning Alfa Romeo 8C 2900 Touring described above was also part of the history of that venerable styling house. As to the Flying Star, it is very much a case of what might have been……………..

The final initial glance at 2019’s excellence at the Rétromobile is another one off Italian, another Lamborghini, this time from the house of Bertone. It is hard to see how one might improve on the visual impact of the Miura but the P400 Roadster makes a convincing attempt. There are subtle differences to the ‘standard’ car, the angle of the windscreen was lowered, a spoiler was added at the rear and the exhaust was re-routed.

After a number of decades of almost neglect this piece of automotive art was restored to its original very cool blue metallic livery. In Paris it graced the Kidston display, formed exclusively of Lamborghinis, mainly Miuras. What a fantastic collection…….

More from Rétromobile later this week………….

John Brooks February 2018

View from the Byfleet Banking

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The gathering of automobilists on New Years Day at Brooklands has established itself as the opening highlight of Britain’s classical motoring calendar. It being the first day of the year helps but the event has grown in popularity as the Brooklands site has been redeveloped to reflect some of the past glories. Our Special Correspondent braved the conditions and a few rather dull exhibits to bring us this first dispatch from the 2019 Motoring Front. 

The New Year’s Day gathering at Brooklands is the biggest such event and in 2019 the majority of cars were nothing special – too many MGBs, VW Golfs, Triumph Stags etc. – but the day was saved for your correspondent by the arrival of a few “gems”:

First in the line of small sports cars that quickly gave the company its international reputation, the “M” type M.G. Midget was based on the newly introduced (in 1928) Morris Minor and shared with it the excellent Wolseley-designed overhead camshaft engine.

This car is an early Oxford-built example (before the final move to Abingdon) and has the central throttle pedal and transmission brake. It has Brooklands racing history and is equipped like the two cars that ran at Le Mans and Spa in 1930.

The pioneering Lanchester company amalgamated with Daimler in 1931 and this co-incided with Daimler casting aside their sleeve-valve engines (which they had used since 1908) and resorting to the use of poppet valves. In 1931 an interim Lanchester model, the 15/18, was introduced using the Daimler fluid flywheel and an example won the first R.A.C. Rally in 1932.

In October 1932 a completely new design was announced with a 6-cylinder ohv engine and the Lanchester cars were increasingly “Daimlerised”, this example having a 1378 c.c. 6-cylinder driving through a fluid flywheel and bodywork by Mulliners of Birmingham.

For Britain’s first post-war Motor Show in 1948 the Nuffield Group introduced a completely new range of Morris and Wolseley cars, quite unlike anything to emerge from their factories before. The Issigonis-designed Morris Minor was one of the Earls Court stars but two new Wolseleys were there as well: the 4-cylinder 4/50 and the bigger 6-cylinder 6/80. These both had, in the best Wolseley tradition, overhead camshaft engines (the 6-cylinder shared with the new Morris Six) and they were the first Wolseleys to have independent front suspension, this being an adaption of the Issigonis wishbone and torsion bar design. And steering-column gear changes, all the fashion at the time, were also new for Nuffield.

They were not sporting cars, although some private owners turned up for the Monte Carlo Rally for a few years, and the Police chose them in quantity as Patrol cars.

The car shown is a typical 6/80 saloon.

In July 1937 Lord Austin introduced to the Press at Longbridge the Big Seven. This was a supplementary model to the famous Seven and had a longer chassis and an engine of 900 c.c. It was intended to bridge the gap between the Seven and the Ten. It turned out not to be a best seller and production stopped on 1939 when it was replaced by the Leonard Lord-inspired Eight which became a real success.

The Big Seven did compete on a small scale, four works cars, for example, taking premier awards in the 1939 Exeter Trial.

David Blumlein February 2019