Kentish Times

Brands Hatch, nestling on the outskirts of London, is one of the great venues in the world for motorsport. I have a particular affection for the place, some 46 years ago I witnessed my first motor race, the 1970 British Grand Prix, at this track. A visit to this spot in Kent is never a disappointment.

Recently Brands Hatch played host to the Historic Masters Festival. Formula One and James Hunt were celebrated as we recall that is 40 years since the summer of ’76 and the utter madness of that year’s Grand Prix. Who knows where the time goes?

Our dashing photographer, Simon Hildrew, is from that neck of the woods and he brings us a taste of this colourful event – enjoy!

John Brooks, June 2006

Vintage at Montlhéry

Montlhéry is the venue for a charming vintage motorsport meeting held biennially. The Special Correspondent attended and now gives us the benefit of his observations. This piece got lost in the system and has now resurfaced a year on. I consider it is worthy of exposure even a little later than intended.

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Every two years pre-1940 French cars gather at the L’autodrome de Linas-Montlhéry, south of Paris – it is an Aladdin’s cave!
Here is the famous start/finish area which has thankfully been saved.

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So good to find a Hurtu-built Léon Bollée Voiturette pottering around the Paddock area.

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Salmson made aero engines during WW1 and diversified into car production afterwards. They began by building G.N.s under licence; this is one of them.

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A 1938 Simca Gordini (chassis T8 823885). This car won the Bol d’Or 24 hour race that year here at Montlhéry.
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This is an Amilcar CC, the firm’s first model. André Morel used one to win the first Bol d’Or on the Vaujours circuit in 1922.
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One of France’s best small sporting cars of the 1920s, the Sénéchal. The marque won numerous successes including the Bol d’Or in 1924, ’25 and ’26 at Saint-Germain-en-Laye.
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Bugatti Type 39 with a 1.5-litre 4-cylinder engine. A Grand Prix de Tourisme was run at the time of the French Grand Prix in the early Twenties, the last at Montlhéry in 1925. This took place on 19 July, a week before the big race and Bugatti entered five of these Type 39 cars. Clearly derived from the Type 37, they had wider bodies, long flowing wings, hoods and full lighting equipment. They were driven to the circuit from the factory at Molsheim and had little difficulty in dominating the 1500 class, only one of them retiring. It was noted at the time that the race was very poorly supported by the public, the main grandstand occupied by only 59 spectators!

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An early Sizaire-Naudin. These cars were noted for their transverse-leaf independent front suspension.

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Notice the rocker-operated valve mechanism on the big 1-cylinder engine.
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The Amilcar C6 into which C.A. Martin had inserted a 4-cylinder engine. This car scored many successes in the early Thirties, including an outright win in the 1933 Bol d’Or and a class win at the Spa 24 Hours that same year.
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A very pretty Amilcar with a body by Duval.
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In 1921 Georges Irat introduced this 2-litre 4-cylinder o.h.v. sporting model. It went on to score many successes in the long- distance sports car races of the Twenties – the Routes des Pavées, the Spanish and Moroccan Touring Car Grands Prix and the Coupe du Roi in the 1927 Spa 24 Hours are some examples.

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Ariès of Courbevoie, Paris also supported endurance racing in the years after the First World War especially in the 1100 class – a notable success was a class win in the 1924 Le Mans 24 Hours, the car driven by Lapierre and Fernando Gabriel, the victor of the 1903 Paris-Madrid race.

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2015 Montlhery VintageThe company then developed this big 4-cylinder 3-litre car which was very unlucky to lose victory in the 1927 Le Mans; some compensation came with a win in the Georges Boillot Cup and a 3rd overall and class win in the Spa 24 Hours that same year.
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Eventually Hotchkiss bought Amilcar and for 1938 introduced the completely new Amilcar Compound. This may be a rather tatty example but the car has a very interesting specification: unitary construction in Alpax alloy, a 4-speed synchromesh gearbox mounted ahead of the (initially) side –valve 4-cylinder engine which drove the front wheels, all-independent suspension with torsion bars at the rear and rack-and-pinion steering. Only 681 were made.
David Blumlein, May 2016

A Recollection of Times Past

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The Targa Florio was the last of the open road races, a breed that died out in the early ’70s, changing attitudes to safety ending this toughest of challenges to man and machine.

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The Sicilians are rightly proud of the heritage of this great race, so celebrated the 100th edition recently with a collection of fantastic cars that had starred down the years. Porsches, Ferraris, Alfa Romeos and many others brought the memories flooding back of the Circuito Piccolo delle Madonie

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There were also a number of the gladiators present who risked life and limb back in the day. Former champions such as Arturo Merzario, Vic Elford and Gijs van Lennep were joined by other luminaries such as Jacky Ickx and Andrea de Adamich.

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DDC’s Simon Hildrew made the trip to the tip of Italy to bring us this wonderful gallery………………Bella Vista!

John Brooks, May 2016

Route des Vacances

John Elwin is currently hitting a rich vein of classic car events, this one came to him in his corner of France and it displayed a true Gallic motoring flair.

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“We’re all going on a summer holiday!”
Who can forget the words to Sir Cliff Richard’s jolly little sing-a-long ditty as he and his pals headed for the seaside in a big red bus? That scenario was created (almost) on a chilly Sunday morning in Northern France recently.
Introduced only a few years ago, the ‘Route des Vacances’ has rapidly become a major event, a must-do for participants and onlookers alike.

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Catering for classic cars and coaches, it retraces one of France’s traditional holiday routes from the industrial and mining area around Lens to the Cote d’Opale seaside resort of Berck-sur-Mer. And being France, there’s a lengthy lunch stop in the market town of Hesdin, attracting throngs of interested bystanders. The event is always run on Pentecost Sunday, which this year was in mid-May and blessed with rather cool weather more akin to a British bank holiday.

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The popularity of the event was proven by the fact that some 400 vehicles took part, together with about 900 people, many of whom travelled in the half dozen or so classic coaches. Cars ranged from pre-war Citroëns and Renaults right up to a BMW Z4, which looked rather incongruous amongst the more traditional classics. As you would expect, French brands dominated numerically with Citroën leading the way, thanks to a huge group of unruly 2CV’s but Peugeot, Renault and Simca were well represented too. British sports cars are popular in France, so MGBs abounded and Triumphs …well, triumphed.

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We caught up with the activity in Hesdin, where the awaiting crowd was entertained by the town’s excellent brass band, before the big bass drum was drowned-out by a cacophony of air horns and the like, announcing the arrival of the first of the cars. From around 11.30 a steady stream of cars, many entering into the holiday theme by towing period caravans or with loaded roof-racks, were marshalled into parking places either in Place d’Armes or one of the side streets – with so many participants parking was at a premium.

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Despite acting like a bunch of delinquent children the 2CV brigade were the most organised, arriving rather noisily altogether but they parked very neatly in a line along a one-way street, albeit facing in the wrong direction!

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Whilst some enjoyed a picnic, many others queued to buy traditional ‘les baraques a frites’ from a couple of friterie vans. One of them is run by Christine, who is something of an institution in Hesdin; having been serving frites to locals and tourists alike for 40 years, she’s said to be the richest woman in town!

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All too soon, 14.30 arrived and it was time to pack-up and head for the coast. All at once of course, which leads to more good-humoured noisy chaos as exit from the square is dictated by a set of traffic lights a short distance away. However, they were soon on their way, with the coaches bringing up the rear. One of them contained a party from Chorale la Lievinoise – I wonder what they were singing?
John Elwin, May 2016

Chiron

The launch of a new Bugatti is a very rare event, like the alignment of the planets, it may come but once or twice in our life spans. So the opportunity the witness the latest model from this most exclusive of brands in the flesh was not to be missed by our Special Correspondent. So he set course for Geneva and here are some of his reflections.

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For this scribe the chief excitement of the 2016 Geneva Motor show was the début of the Bugatti Chiron. Based on the Veyron, the Chiron pushes all the limits of its predecessor further ahead.

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It’s taller and wider and the 8.0-litre quad turbo W16 has been re-developed to give a staggering 1,479 b.h.p., almost 300 b.h.p. more than the Veyron, by dint of stronger titanium connecting rods, enlarged (by 30%) turbos while 1.4 kg have been machined off the crankshaft. There is an up-graded 7-speed Ricardo DCT with a bigger crown wheel, stronger universal joints and stouter driveshafts. Carbon silicon brakes with eight pistons and an air-brake help to arrest the unbelievable performance. The car sits on a new lighter carbon-fibre monocoque to which is attached the adaptive suspension and specially developed tyres. The carbon-fibre bodywork is a bold mix of curves and straight lines and a cutaway rear end is used to get rid of the enormous heat.

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Some 300,000 miles of testing has proved that these improvements are up to the job and customers (existing Veyron owners are given first refusal) are invited to part with a mere £1.9 million as from the autumn. To reassure them the road car is limited to a top speed of 261 m.p.h. Bugatti expects to make up to 500 Chirons, taking production up to 2024.

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Let us not forget that there was an earlier Bugatti Chiron, a concept car which appeared at the Frankfurt Show in 1999. It was a 2-seater mid-engined coupé, labelled “EB 18/3 Chiron”, the 18 indicating the number of cylinders and the 3 representing Volkswagen’s project.
So why Chiron, and who was he? Like Pierre Veyron he was a successful Bugatti driver but he drove other marques as well.

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He was born in Monaco in 1899, the son of the Maître d’Hôtel in the Hôtel de Paris. Having joined the French Army as an artilleryman, he became the chauffeur to Marshal Pétain. He was then able to obtain a Bugatti T22 which was prepared and supported by Ernest Friderich who was the Bugatti agent in Nice. In 1923 Chiron started taking part in local sprints and hill climbs, registering an initial success with a 3rd place in the Mont Agel hill climb.

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By 1926 a Bugatti T35 was bought for him by Alfred Hoffman, heir to the Hoffman-La Roche pharmaceutical empire, and Chiron finished 4th in the Grand Prix de Province, his first circuit race; a win at the Grand Prix de Comminges followed. For 1927 Hoffman obliged with a T35T which was converted to T35B specification. A first at Miramas was scored and then a second in the supporting race to the French Grand Prix. Chiron took 7th at Indianapolis in a Delage 15S 8 before going on to Brooklands where he finished 4th in the British Grand Prix.

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All this brought Chiron to the attention of Ettore Bugatti who invited him to drive for the works team. So for 1928 a T35C was used to win at Rome, Reims, San Sebastian and the Grand Prix d’Europe at Monza. In 1929 he won again at San Sebastian and took victory in the sports car Grand Prix von Deutschland. By now the T35 was becoming outclassed but he still managed to win at Spa.

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The twin-cam T51 restored his fortunes and in 1931 he won his home race, the Monaco Grand Prix, as well as taking a shared victory (with Varzi) in the French Grand Prix; he also won at Brno. 1932 began with a 9th place in the Monte Carlo Rally, Chiron driving a big Type 50 Bugatti, but back on the circuits the T51 was in turn being outpaced by the P3 Alfa Romeo; nevertheless, he managed victories at Nice, Dieppe and Brno again.

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So in 1933 it was all change to Alfa Romeos, initially teaming up with Caracciola to form Scuderia CC but this fell apart when the German ace crashed badly at Monaco. Chiron joined Scuderia Ferrari and threw away a certain win at Monaco with two laps to go in 1934. He made up for it with a splendid victory over the full might of the German teams in the French Grand Prix at Montlhéry. A season with Mercedes-Benz in 1936 did not work out well and this prompted his (premature) retirement. He was tempted back to drive sports T150C Talbots in 1937 and won the French Grand Prix, whereupon he retired once again.

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Chiron returned to Talbot after the war and won the first post-war French Grand Prix at Lyon, repeating the victory at Reims in 1949. His best performance in 1950 was a 3rd place at Monaco in a Maserati 4CLT/48. In the 1951 Monte Carlo Rally he brought his Delahaye 175S up to 5th overall by being the fastest in the Test around the Monaco Grand Prix circuit. His last Grand Prix was at Monaco in 1955 when he finished 6th in one of the Lancia D50s at the age of almost 56 years; he had won the Monte Carlo Rally the year before in a Lancia Aurelia. Non-qualification at Monaco 1958 in a Maserati 250F saw his last Grand Prix appearance, and a class win that year in a Porsche Carrera at the Vuillafans-Echevannes hill climb brought his impressive career to a close. He then devoted himself to organisation with the Monaco Club and died in 1979, appropriately, in Monaco.
The new car has much to live up to!
David Blumlein, May 2016

Delicious Dinos

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The range of Ferraris that bear the name of Enzo’s son, Dino, hold a special place in the automotive heaven. Grace, beauty, style, and class are all associated with this sub-brand. To my generation the cars known as Dino conjures up the vision of the 246 GT from the late 60’s but of course Dino covered a far broader spectrum of cars and engines, both on road and track.

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At the recent Rétromobile there were two reminders of just why this name is held in such respect and affection. The ACO were celebrating the 110th anniversary of the formation of the club and favoured the Parisian crowds with a display of cars from their museum. Even in such august company one vehicle caught my attention. At first glance this Ferrari 206GT was both familiar and strange at the same time, the lines had much in common with the road car that, presumably, it preceded but there were questions…………..

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Some light digging through the library answered these enquiries. This Dino was a one-off, a road legal version of the racing Dino 206S and dated back to 1965. That autumn it was the star of the Paris Salon, an audacious piece of styling from Pininfarina.

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The mid-engined, pocket-sized GT turned heads with its swoops and curves, the Plexiglas nose stretched over the full width of the car, a precursor of the similar treatment that would be seen on the Daytona.

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One of the motivations behind this GT and the whole Dino program in the middle-60’s was the desire for to homologate the V6 Dino 65º 4-cam engine, the rules stated that Formula Two powerplants had to be based on a road unit. This suited both Ferrari and Fiat who would produce a Fiat Dino in roadster and coupé formats utilising the race-bred engine..

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It was also part of the financial tidal wave that would see Fiat acquiring 50% of Ferrari’s shares in 1968, thus guaranteeing financial stability at Maranello. The Italian industrial giant would swallow up almost all of Ferrari by 1988. Ironically Fiat’s own financial issues are currently being resolved by the flotation of Ferrari on the New York Stock Exchange, Gianni Agnelli’s investment and foresight really paid off in the long term.

Another important Dino was to be found in the halls downstairs, that will be dealt with in the next post.

 

John Brooks, May 2016

 

 

A Meeting of Members

John Elwin crossed The English Channel bound for Goodwood and the 74th Members Meeting, though it was not all plain sailing though as his observations show………Simon Hildrew is on his usual top form with cameras in hand.

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To the wider world the 2016 Goodwood  74th Members Meeting will be remembered for a couple of spectacular, if freakish, accidents which received widespread coverage but for those who took the trouble to go to the track on what was a bitterly cold weekend, it will long be recalled for some thrilling racing.

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In particular the rarely seen Edwardians, the thundering machines warming the hearts of an appreciative crowd. Demonstrations of three disparate groups of relatively modern racers were well received, but are they really necessary?

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A highlight of the event was the Alan Mann Memorial race, celebrating the 50th anniversary of Ford’s famous Le Mans victory with an all-GT40 grid – some of which were even original cars! With much of the initial development work having been done at Goodwood, they provided an excellent spectacle as they raced into the dusk on Saturday evening. As a result of a litany of mechanical failures and incidents hitting others Steve Soper/David Cuff emerged as worthy winners.

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For sheer spectacle though, the GT40’s had to give best to the amazing array of machinery that appeared for the SF Edge Trophy race for Edwardian cars. These leviathans, many of them aero-engined, are rarely seen racing and the spectators were spellbound by a fantastic three-way battle for the lead as Duncan Pittaway’s relatively small GN-Curtiss emerged victorious, ahead of 23 year-old Argentinian Mathias Sielicki’s Delage V12 and Julian Majzub’s Sunbeam Indianapolis.

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The Gerry Marshall Trophy Group 1 Touring Car Race was actually two races, with Chris Ward (Rover SD1) winning Saturday’s 15-minute race from John Young’s Ford Capri and Nigel Garrett’s Chevrolet Camaro. Sunday’s 45-minute two-driver race saw father and son Grahame and Oliver Bryant driver to victory with Ward, co-driven by reigning BTCC champion Gordon Shedden in second place. Young, sharing with Steve Soper was third. Soper’s good fortune ran out in the Whitmore Cup race, retiring his Lotus Cortina to leave a slightly disappointed(!) Richard Meaden as runaway victor in another Cortina. Apparently Soper was the rapid journalist’s hero and he was looking forward to a battle.

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The Graham Hill Trophy GT race was ended under full-course yellows after Karsten Le Blanc crashed his Cobra heavily but the race for the lead had become a battle between a pair of Cobra Daytona Coupe’s, James Cottingham beating Andrew Smith to the flag by half a second.

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The Brooks Trophy race was fittingly won by Barry Cannell’s Cooper-Climax T51, an ex Brooks car! The race was marred by the potentially nasty accident that befell Stephen Bond. His Lotus 18 clipped a spinning Cooper exiting the chicane and was launched into the air, clearing the fencing and ending up hanging over the spectator tunnel, which fortunately was empty at the time, Bond suffering injuries to his shoulder.

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The Derek Bell Cup went to Andrew Hibberd (Brabham BT8) who was a comfortable winner once last years’ victor James King was forced into retirement. The Bruce McLaren Trophy was red-flagged after just two laps and not re-started following a serious accident. A body panel flew off Marc Devis’s Lola T70, hitting Michiel Smits, causing him to heavily crash his T70. There were serious concerns for his safety and he was eventually taken to hospital where he was found to have damaged vertabrae. Thankfully he is well on the road to recovery back home in Holland and has vowed to return next year. The brief race was awarded to Nick Padmore in yet another T70.

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Lengthy repairs were required to the tyre wall, with the result that the remaining races were reduced to just ten minutes in duration. Will Nuthall (Cooper-Bristol T23) won the Parnell Cup whilst Sam Hancock simply stormed off into the distance in the replica Cunningham C4R to claim the Peter Collins Trophy some 26 seconds clear of Steve Boultbee Brooks’ Aston Martin DB3S – and that after just ten minutes of racing!

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As has become de rigeur at Goodwood, three high speed demonstrations entertained the crowds between races. The first was for Super Touring cars, the class celebrating its 25th anniversary this year. A colourful array of machinery including Alfa Romeo, Audi, Ford, Honda, Nissan, Peugeot, Renault, Vauxhall and Volvo took to the track, all in original liveries. What’s more some were re-united with their original drivers, including former champions John Cleland, Andy Rouse and James Thompson, whilst the ever-enthusiastic Emanuele Pirro was back behind the wheel of the Audi A4 with which he began his long career with the manufacturer driving in Germany’s STW series in 1997. He was proud of the fact he was wearing his original overalls too!

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A Group 5 Sports car demonstration saw a mind-blowing array of Porsche 917’s, Ferrari 512’s and Lola T70 Mk3B’s blasting their way round the circuit. Adding to the occasion, former Le Mans winners Richard Attwood and Derek Bell took part in Porsche Salzburg and Gulf-liveried 917’s respectively.

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The F1 period being celebrated was the ground effect era; since this was also the Cosworth DFV era there was no shortage of cars. Since Lotus was effectively responsible for bringing both into F1so it was perhaps fitting that the marque dominated the display, Classic Team Lotus alone bringing six cars, including examples of Types 78 and 79. Clive Chapman himself got behind the wheel of the 88B, whilst Indianapolis 500 winner and avowed Lotus fan Dario Franchitti got his first taste of DFV power by driving the twin-chassis 88. He loved it!

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Inevitably questions have been raised once again about the safety of Goodwood in the modern era, but neither accident on the day could be attributed to the circuit. Good fortune played a part in Bond’s accident however. Had it happened at the much busier Revival Meeting the odds of spectators being in the Tunnel would have been higher, leading to a greater chance of injuries or worse. The accident involving the Lola T70’s raises different questions not entirely related to that particular incident.

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The reason the circuit was closed in 1966 was that cars of this type were simply becoming too fast for the venue. Fifty years on, the circuit remains much as it was in 1966, but these ‘historic’ cars have received continuous development, and at the same time whilst the current drivers are mostly competent they are not on a par with the likes of John Surtees or Graham Hill who raced them in period. Perhaps it is the competitors that should be under scrutiny rather than the circuit?

John Elwin, May 2016

The Boss’s Car

The Artcurial sale at this year’s Rétromobile was bursting with interesting cars, one of the cream of the crop was this Ferrari……………..

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What do you give to the man who has almost everything? This was the conundrum faced by the management of Ferrari back in 1986. They wished to make a gift to the President of Fiat, Gianni Agnelli, to celebrate his 40th anniversary as head of the Italian industrial empire, which, of course, included Maranello’s finest back then.

Eventually the corporate equivalent of the Papal Conclave White Smoke was seen in the skies above the Ferrari factory, they would build “L’Avvocato” a car. Not, I grant you, an original thought, but the vehicle itself would more than make up for that lack of creativity.

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In 1984 Ferrari unveiled their latest supercar, the Testarossa, to an appreciative audience at the Le Lido in Paris, a venue that has seen its share of curvaceous red heads in its time. Powered by a 4,943 cc flat-12 engine giving around 400bhp, this elegant two-seater put Ferrari firmly back at the head of the performance pack. It was also the first high performance Ferrari to be designed with the contemporary lucrative North American market in mind. That meant considerable changes to previous approach to building cars, comprehensive regulations covering safety and pollution had been legislated and had to be complied with.

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So, a very special car to begin with, but one example was to be even more special, unique in fact, Agnelli’s present from Ferrari would be a Testarossa Spider. Chassis 62897 entered the production line at the end of February 1986 and four months later it was delivered to the Boss in time to enjoy the Italian summer, complete with a personalised licence plate TO 0000G, no detail too small on this project. Even the choice of colour, silver, was part of a plan, the symbol for this element in the periodic table is AG.

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The building of a Spider was no matter of just hacking the roof off and pulling together some canvas contraption to give a measure of protection from the elements. Pininfarina were tasked with providing a solution befitting the car and, more importantly, the recipient. The chassis was reinforced to reclaim the rigidity that had been lost with the removal of the roof as were the windscreen pillars. The new rear deck enhanced an already handsome automobile and provided an ingenious solution to storing the roof when not needed.

One other significant modification aimed directly at Agnelli was the option to dispense with the clutch and drive the Testarossa in automatic mode, he had sustained leg injuries in an accident back in his youth and this sometimes made using a manual transmission system uncomfortable.

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Agnelli kept the car till 1991 when he sold it one of his poker-playing buddies, how the other half lives. Despite entreaties from Ferrari’s customers the factory refused to produce any copies, so those desperate to enjoy a similarly configured Testarossa were reduced to commissioning the likes of Pininfarina to recreate their work. It is said that they built a number for the Sultan of Brunei.

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The family of the lucky poker-player recently decided to sell and that is how I came to encounter the car during the Rétromobile. Despite the market conditions generally trending downwards, the Testarossa sold and exceeded its estimate to finally reach €1,210,080 – about eight times the amount that a Testarossa with a roof made at the same auction. The new owner not only has acquired a piece of history but also automotive art of the highest order.

A Vintage Crop at Silverstone

The Special Correspondent visits Silverstone for the Spring VSCC meeting, rare and interesting is his quarry…………….

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A beautiful spring morning tempted me to drive up to Silverstone to this event where there is always an abundance of interesting cars especially when the sun shines to lure owners out with their treasured possessions. Before leaving the car park I came across this lovely Lea Francis.

It is a 2.5-litre Sports – they made 77 between 1950-53. Lea Francis was active in competitions before the war, particularly in the late Twenties when they won outright the 1928 Tourist Trophy and scored two class wins at Le Mans in 1929 and 1930.
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A very unexpected visitor! A 1913 Morris Oxford, representing the start of the extraordinary William Morris story. These early cars had the White and Poppe engines.
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At the other end of the scale! This is a 1928 4.5-litre Bentley, one of the Team cars. It came 7th in that year’s Tourist Trophy, never a race to suit the big cars of W.O. In the first Double Twelve at Brooklands in 1929 it retired but redeemed itself at Le Mans by completing the quartet of Bentleys which dominated that year’s results at La Sarthe. In the final Brooklands Six Hour race it came 3rd and managed 5th in the Irish Grand Prix.
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This is the Nash-Healey which finished 3rd behind the two Mercedes-Benz 300SLs at Le Mans in 1952, driven by Leslie Johnson and Tommy Wisdom, winning also the 3,000-5,000 c.c. class.

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It is known as X8 and was hurriedly put together to replace the Le Mans Coupé (X6) which was badly crashed in the Mille Miglia.
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The big 4.1-litre 6-cylinder pushrod Nash engine.
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I loved this 1929 Amilcar Type M, completely unrestored.

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Amilcar, of St Denis in Paris, is chiefly remembered for its little sports two-seaters, rivals to the Salmsons in the Twenties but at the time of this saloon the company was giving up competitions and concentrating on touring cars.

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Here is its side-valve 1244 c.c. motor.
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A Kurtis 500 with solid front axle and Chevrolet small-block V8 – all very American!

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There were masses of Frazer-Nashes at Silverstone. This is a Sebring model, the last of the Isleworth-built two-seaters – this one made in August 1954, the first of just three.
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This Riley is a mixture! It has a Sprite chassis but is allegedly powered by the engine from Raymond Mays’s “White Riley” which had developments leading to the E.R.A. engines which were of course Riley-based.

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TAILPIECE
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Appropriately for this meeting some BMW 328s with right-hand drive marketed as Frazer-Nash-BMWs to reflect Isleworth’s involvement with the Munich company.

David Blumlein, May 2016