It is early February and a visit to Paris for the Retromobile is a must do. Amongst the many gems and rarities there is always the commonplace. This is how the Parisians fought the poodle owners before The Great War – a Renault Balayeuse – we could do with something similar in Elmbridge 100 years on.
More from this excellent show later.
John Brooks, February 2013
Janos Wimpffen sends us an updated despatch from the shores of the Caspian Sea, as ever his analysis cuts straight to the chase. Having been fortunate enough to have fantastic imagery from Pedro, we are now doubly fortunate to have available from the organisers, some of David Noels’ excellent work I understand. NB the press manager, Rene de Boer, now informs me that the great images below are also the work of Raymond de Haan, so I am pleased to give credit where it is due.
Zero to 100 in a Few Days
The City Challenge GT race held in Baku, Azerbaijan on the last weekend of October may have been off the radar for many racing fans. It shouldn’t be. It was a great successful on many levels. In addition to some fine track activity, the organization and atmosphere was top notch. It should herald a new era of street circuit racing and has opened many eyes to how motorsport can expand its horizons to new markets and conversely, how some excellent corners of the globe can be exposed to the motorsport community.
Throughout the past few decades both Formula One and Sports Car Racing have been exported to ever more exotic locales. Each move has expanded the global horizons of the sport. The City Challenge race in Baku proved to be a success on a large scale, bringing top level GT racing to a local audience of tens of thousands and broad TV coverage of a new age of street circuit racing.
The short of it was that the pairing of Fred Makowiecki and Stef Dusseldorp scored a convincing win in the Hexis Racing McLaren MP4-12C. The 3.8-liter turbocharged supercar has proven to be formidable in these sprint settings. They had to overcome a persistent challenge from three BMWs entered by anotheroutfit regularly seen on the GT circus, the Vit4One Racing Team. The Z4 of Frank Kechele and Mathias Lauda was rarely more than a few seconds behind the eventual winners.
The past few seasons have proven to be both the best and worst of times for GT racing. The American Le Mans Series has revelled in the production based class as it has provided some of the finest contests in that championship. Apart from North America, the GT3 specification has become the global norm and many of the nationally based series using the corresponding balance of performance based rules have seen ample fields with a mix of professional and amateur drivers. However, the concept has struggled at the highest level with the FIA GT1 World and European GT3 Championships both foundering. The former, which despite the name used GT3 based machinery, was cancelled after a mediocre 2012 season.
Undaunted, the German based City Challenge company launched a new GT3 formula concept this October. They had previously been associated with FIA GT races held in downtown Bucharest, Romania, in 2007-2008, and now ran a pilot race for a potential series of an urban based championship a year or two down the road. The chosen venue this time was Baku. A quick geography lesson: it is the capital city of Azerbaijan, a former Soviet republic in the Caucasus area, bordering the inland Caspian Sea.
Baku is a quite prosperous locale, currently undergoing an oil boom with a pipeline that feeds Europe. It had seen such oil riches in the days of the Rockefellers in the 19th century as well as success much earlier as a transport hub for the silk trade. As a result there is wide mix of building styles, with some spectacular new architecture. Although there is some volatility in the region (Iran borders on the south), the Turkic Azeris enjoy a very stable setting.
The short (2.4-kilometre / 1.3-mile) circuit has been laid out near the waterfront and around a complex of government and hotel buildings. It has the usual string of 90-degree bends, interspersed by a few chicanes to manage entrance speeds. The front boulevard is wide and long enough to allow the odd pass or two.
The City Challenge is more than just a motor race with a plethora of music and arts events as well such as a Cirque du Soleil like acrobatics show. Despite the wealth, the country has no motorsport heritage at all, so an event if this stature is a rapid introduction to sports car racing at the highest level. This dearth of a past has led to some odd questions from the local press such as, “how do I sign up to drive?” No, it’s not that amateur.
All of the infrastructure, expertise, and most of the teams were imported from Germany, giving the event much of the feel of the ADAC GT Masters series, currently Europe’s most successful GT3 based series. Teething glitches aside, the event proved a great success as both the local and German organizers stepped forward to put together a truly world class extravaganza.
The format of the Baku City Challenge race included five sessions that matter. These consisted of one 30-minute qualifying period for Driver One and another for Driver Two. They set the grid for a pair of half-hour sprint races, again, one for each of the assigned drivers. Saturday’s solo events were followed by the main event on Sunday, a one hour race with a mandatory pit stop and driver change.
There was also imported star power as former Grand Prix driver Jos Verstappen joined former World and IndyCar champ Jacques Villeneuve in one of the three BMW Z4s in the field. That nearly came undone when the veteran Canadian slapped the wall during one of the free practice sessions. A local welder was summoned. Dragging his equipment into pit lane with an old Lada the BMW was repaired overnight.
Indeed, this was just one example of an amazing can-do local spirit. In the weeks before the race the German organizers were concerned about the Azerbaijanis ability to construct the course. The benignly autocratic government “urged” dozens of contractors to suspend other projects and it became a 24/7 effort to install barriers and fencing. The results were top notch. One can think of many other countries where the results would have been delayed, slapdash and met with much opposition. In the end, one could sense a keen and genuine pride from the citizenry.
Returning to the race, the sharp end of the field included Franck Kechele and Matthias Lauda (Niki’s son) in one of the other Vit4One BMWs and a pair of McLarens from FIA GT champions, Hexis Racing. Another headline driver was Bernd Schneider in one of the Heico Motorsport Mercedes SLS AMG gullwings. Two Corvettes, three Ferraris, and a seemingly endless string of Cup and R-type Porsches completed the 24-car entry. The word “entry” is important to remember as the unforgiving concrete walls of street courses have a tendency to eat cars.
For that reason it is not even worth mentioning the three Lamborghini Gallardos none of which even made it to the first sprint race.
Kechele, Sean Edwards (Mühlner Motorsport Porsche), and Fred Makowiecki traded the top spot in a spirited opening qualifying with the latter’s McLaren prevailing. Makowiecki’s co-driver, rising star Stef Dusseldorp, also claimed the pole for the second sprint ahead of the BMWs of Lauda and Nicholas Mayr-Melnhof.
All indications were that the races would be fought between the BMWs, the McLarens, and the Edwards Porsche as these three marques were alone in swapping the fastest times.The first sprint was hard to describe as anything but processional. Makowiecki led from green to checker with Edwards only able to close up briefly when the McLaren bobbled at one of the chicanes. There were no position changes among the top eight but at least everyone stayed on the island.
The same could not be said for the second sprint. There was some modest chaos at the start when the mid pack runners arrived at the first chicane. Some took to either side of the rumble strips while at least one Porsche launched over the miniature markers. All continued without any real contact. More important for the race there was also some jostling at the front with Lauda edging past Dusseldorp while Alvaro Parente in the other McLaren demoted the rest for a hold on second place.Just as it appeared that there would be a good four car tussle there was a collision further back between a Ferrari and a Mercedes. Both cars kept going but Giacomo Barri’s damaged 458 was spilling fluid and the following Corvette of Mitch Mitländer spun on the coolant and clouted the wall, bringing out a red flag. After a 20 minute delay the field was released for a second time. Again we looked set for a good fight but eight minutes later the remaining Corvette was involved in a far more serious incident. Jürg Aeberhard struck the wall hard at the lap ending Turn 16. The car caught fire and although the driver scrambled out safely on the passenger side the wall had been moved a good meter and debris was scattered in every direction. The race was stopped again—this time for good. As the nearest Chevrolet parts supply house is the better part of a continent away, the starting field for Sunday’s finale dwindled once more.
It seems that neither of the big American cars was able to get their tire temperatures quite hot enough. The results certainly spoke to that possibility.The grid of the one-hour feature was to have been based on the aggregate of the two sprints. However, the stoppage led to some head scratching as to rules interpretation. It was decided that due to a clause in the regulations the grid for the 60-minute run would be based on the results of the morning’s second qualifying and the first sprint. Thus the carnage filled second sprint was beside the point.
At least the large crowd was well entertained, not only by the circus and music, but also by a historic F1 race and a drifting demo.
The less damaged Corvette was repaired for Sunday and there was a driver change in the No. 66 Porsche. Team owner Timo Rumpfkeil stepped aside in favor of a rising Dutch star, Beitske Visser, who at age 18 is the youngest woman to have won GT races in her home country.
Here was the top of starting grid after it all was settled:
#17, Hexis Racing, McLaren MP4-12C, starting driver, Frederic Makowiecki, 2nd driver, Stef Dusseldorp
#33, Vit4One, BMW Z4, Frank Kechele, Mathias Lauda
#18, Hexis Racing, McLaren, Rob Bell, Alvo Parente
#35, Vit4One, BMW, Yelmer Buurman, Nikolaus Mayr-Melnhof
#6, Heico Motorsport, Mercedes-Benz SLS AMG, Sergey Afanasyev, Bernd Schneider
#57, Vit4One Italy, Ferrari F458, Stefano Comandini, Matteo Bobbi
#9, Mühlner Motorsport, Porsche 997 GT3R, Karim Al-Azhari, Sean Edwards
#7, Heico Motorsport, Mercedes-Benz, Mike Parisy, Maximillian Buhk
#58, Vit4One Italy, Ferrari, Louis Machiels, Greg Franchi
#34, Vit4One, BMW, Jacques Villeneuve, Jos Verstappen.
The rules for the 60-minute race called for a mandatory stop coming within a 10-minute window. The stop had to consume at least 75 seconds during which there was a required driver change and a swap of the spec Hankook tires. Most of the teams had learned their lessons and the circuit well enough so that the start was perhaps the smoothest of the three races. Nevertheless, the Tews Porsche grazed the wall and spent much of the race in the pits having one corner repaired. The two Mercedes exchanged a love kiss which was enough to allow Mike Parisy to pass Sergey Afanasyev, but more importantly it played a role in a demon start by Karim Al-Azhari, launching his Porsche past the gullwings.
Makowiecki built up a three second lead and this diminished a bit as delicate began of lapping slower cars around the unforgiving corners. The McLaren’s position was solidified a bit when the chasing BMWs became distracted by their own internal fight. Frank Kechele was holding off the advances of Yelmer Buurman but a slide behind the Government House nearly cost the German driver second place. Most of the leaders waited until quite late in the pit stop window to make their required calls, mostly because they were all using their faster drivers at the start and wished to maximize their contribution. Kechele was the first of the leading trio to stop, handing over to Lauda. Makowiecki handed over to Dusseldorp which briefly left Buurman in the lead before the second BMW stopped for a swap to Mayr-Melnhof.
Not all of the stops went this smoothly. The crew of the Easy Race Ferrari neglected to tighten one lug nut and Giacomo Barri took the wobbling car behind the wall on the out lap and not risk catastrophe out on the circuit. One of the other Ferraris was penalized for a pit stop violation and when former GT champion Matteo Bobbi came into the pits to serve the penalty he promptly stepped from the cockpit and with an Italian gesture or two sulked off down the streets of Baku. It negated an excellent start by co-driver Stefano Comandini.
Another car that had run well at the start, the No. 9 Porsche, also had to visit the penalty box, as their scheduled stop had been too short. That squandered the fact that Edwards had set the fast lap of the race. Lauda closed on Dusseldorp during the third quarter of the race but it was clearly going to be the McLaren’s day. Bernd Schneider worked hard to recover spots for his Mercedes and after several laps worked past the No. 9 Porsche. Earlier in the race the lone Corvette had spun, stopped, and continued, but with 8 minutes to run the No. 20 Porsche was stranded on course when its engine electronics went dead. A very short and efficient full-course caution was needed while it was towed off and the balance of the race went on unimpeded with Dusseldorp winning by five seconds. The young Dutch driver expressed the sentiments of most of the participants, “we came with no expectations and are going home very impressed.”
Indeed, the real winners of the inaugural City Challenge race were the street circuit concept, GT racing in general, international motorsport diplomacy, and the people of Baku.
Janos Wimpffen, October 2012
More great images from Pedro
Pedro has been out and about again…….more great images from the Caucasus.
Un-American
Trading Paint
Future Ford
Witness Protection Programme
G ‘n T
If you think the current Grand Prix season has been full of unpredictable excitement, cast your mind back thirty years to 1982 when, against a backdrop of the FISA/FOCA wars and the transition from normally aspirated engines to turbos, no less than eleven drivers won races during the 16-race campaign. Keke Rosberg wound-up as World Champion despite only winning one of the races – and he was driving an ‘outdated’ Cosworth-powered Williams.
There were plenty of other dramas too, the most tragic being the loss of Gilles Villeneuve at Zolder. Shortly before his fatal accident, the French-Canadian became involved in a spat with Ferrari team-mate Didier Pironi over driving tactics. The Frenchman – full of remorse at not having patched things up – himself suffered an horrendous accident during qualifying for the German Grand Prix a few weeks later, badly damaging his legs and so effectively ending his driving career. However, Patrick Tambay salvaged something for the Prancing Horse by winning that race at Hockenheim and Ferrari went on to claim the Constructor’s title despite winning fewer races than both Renault and McLaren.
Amongst the drivers to win races that year was Italian Elio de Angelis, the first his of his two victories for Lotus, when he crossed the line a scant 0.05-seconds before Rosberg at the Osterreichring.
Amidst great jubilation on the pit wall Colin Chapman famously threw his cap into the air. Little did we know that this was to be the last Lotus Grand Prix victory to be witnessed by the team’s creator for he would die of a heart attack in December that year.
I can actually say “I was there”, for I travelled to the German and Austrian races with Team Lotus, in some style I might add. I had previously worked for Lotus, leaving at the end of 1979 only to be let-down very badly in a promised new venture. I went on to work for a specialist car builder in London, but that business folded too, so I was job hunting.
With the two races being a double-header I thought it would be a good idea to get myself out there to look for work (well, that was my excuse!) but couldn’t really afford it. During the course of the British GP week-end I spoke to Lotus Team Manager Peter Warr about the possibility of hitching a ride on the transporter. To my surprise he was receptive and suggested I call a bit nearer the time. The response to that call was “sorry, no room on the truck but would I mind driving Colin Chapman’s Elite out to Hockenheim? Well, I really wanted a ride in a lorry but I didn’t need asking twice!
On the allotted day I duly left Ketteringham Hall in the black Elite, accompanying the transporter down to Felixstowe and across to Zeebrugge for an uneventful drive down to Hockenheim. Qualifying was overshadowed by Pironi’s horrendous accident and for the Lotus boys it was not a great day either. They had enjoyed little success so far in the season with the recalcitrant Type 91; de Angelis qualified 13th with Mansell even further back, lining up 18th on the grid.
The race saw de Angelis retire with handling problems but Mansell salvaged some cheer on his 29th birthday by finishing ninth. We had already celebrated the occasion during the morning when the Goodyear guys marked up one of his tyres in a rather novel way – we all signed it! Despite the disappointments, the Team Lotus boys were as ever in good cheer.
We were sharing our hotel with the Renault team which at the time was hit with some internal strife between drivers Alain Prost and Rene Arnoux. At dinner in the evenings the French crew would raise their glasses with the time-honoured French toast of ‘Proste!’, to which the Lotus table responded very loudly with ‘Arnoux! It then turned into the nightly ritual of a bread roll fight.
I was duly entrusted with taking the Lotus Elite on to Austria, this time accompanied by Kenny Szymanski. Kenny was an American Airlines steward who miraculously managed to arrange his flight schedules so that he always turned up at the right place when a Grand Prix was on and spent the week-ends working as tyre man Clive Hicks’s assistant. Always very entertaining, Kenny was excellent company for the trip – especially as we broke down! Not just anywhere but in a tunnel. A passing mechanic (and a Lotus fan to boot) helped us push it out and we got it going again without really knowing how.
The Elite soon stopped again, our friend still following us. We built-up quite a little party on the hard shoulder as the Renault transporter stopped, the crew showing no hard feelings for the hotel mullarkey! Again we got it going and carried on, only to stop again. This time we were on our own and well into the evening. We were on a hill and couldn’t believe our good fortune when we investigated a side road opposite us to see a small hotel at the bottom, so we coasted down and checked in.
Much to Kenny’s amazement, the person who had checked in just before us lived in the next apartment block to him in New York! The next morning one of the team mechanics came out from the circuit and rescued us; the problem was some dirt in the fuel pump.
The Osterreichring enjoys a beautiful setting up in the hills with excellent spectating, the team’s hotel actually overlooking the circuit. Only downside was a monster thunderstorm that seemed to arrive regularly at 5pm every day! Qualifying proved a tad better than Hockenheim just a week before with de Angelis taking seventh on the grid and Mansell 12th.
In addition to the Elite the JPS-liveried Jet Ranger helicopter was also deployed for the weekend, being used by Colin Chapman to commute from the rather more salubrious hostelry where he and Hazel were staying. Naturally he wanted to land as close as possible to the paddock and was using a small grassed spectator area(!) at the end of the pits as helipad. Mike the pilot and I used to go and shoo the punters away when he was coming in. On race morning Mike and I duly went and taped-off the area and the ‘chopper landed, with the Old Man at the controls, Hazel alongside and Peter Dyke from Players, together with his wife, in the back.
As they landed, Mike went to the pilot’s door, yelling at me to go round the other side to open the door. As everyone disembarked, Mike got in, indicating me to do likewise. I obviously looked surprised, so he repeated it. I did as I was told and before I knew it, Mr Chapman was belting me in and putting a headset on me – I could now hear Mike properly above the rotors. “You said you had never flown. I’ve got to refuel so I’ve cleared it with the Old Man to take you with me”.
Talk about no time to panic! He was right, up until that time I had never flown, the reason being that I do not like heights so assumed I wouldn’t like flying. However, with no time to think about it, here I was in this little helicopter of all things. We flew out to a local airfield to refuel and upon returning to the circuit the morning warm-up was on so we followed it from the air – how cool is that! All fears of flying were forgotten and thankfully I had my camera with me so even recorded the occasion. To this day, I’ve never had a problem with flying.
The Italian Air Force aerobatic team had clearly been inspired by the Red Arrows performance at Brands Hatch a few years earlier and went one better by enveloping us in vapour trail as we stood in the pit lane! Once that excitement was over we settled down for an entertaining race that saw a delighted Elio de Angelis pip Rosberg by less than a car length to take a fantastic win. An overjoyed Lotus team swarmed onto the pit wall in celebration, me included, but little did we know then that Sunday 15 August 1982 would be the last time Colin Chapman would throw his famous black cap in the air.
Celebrations were short-lived as it was time to head for home. The Elite was staying behind so I found myself a lift as far as Luxembourg with Dan Partel, an American who had been responsible for re-establishing FF1600 and 2000 championships in Europe. Indeed a European FF2000 round was a support race at the Osterreichring, a young Ayrton Senna led all the way in his Rushen Green Van Diemen, followed home by Calvin Fish, now familiar to Americans as a TV commentator, complete with his delightful Norwich accent!
Once again we broke down, this time a stone jamming a brake on the poverty-model Fiesta that Dan had hired for the trip. From Luxembourg I got a train up to Eindhoven in Holland to spend a few relaxing days with some old family friends. The drama was not over though. They were driving me up to Zeebrugge to catch the ferry one evening when, as we approached the Dutch/Belgian border, a car we were about to pass suddenly did a U-turn (on a motorway!) across our path – he turned out to be a Greek who was lost. Both cars were written-off on the ensuing accident, fortunately witnessed by a group of Dutch policemen so there was no doubt about where the fault lay. The police even took us back home and I eventually caught the ferry home the next day.
So ended a momentous fortnight, the memories of which have remained with me to this day.
John Elwin September 2012 – All images courtesy of and copyright John Elwin
The ebbing of summer in and around London brings a generous portion of automotive exuberance. Perhaps it is the final chance to play with the classic before the nights draw in and the roads get salted. In any case the first weeks of September see a veritable cornucopia of Concours of Elegance in the UK, and the crop of 2012 is especially rich.
I got the first inclination that last week’s Salon Privé was going to be extraordinary when I took a wrong turn down by Isleworth’s famous pub, The London Apprentice. Attempting to retrace my route I was passed by the above Lamborghini Miura that was being closely followed no less than three Mercedes Benz 300 SL Gullwings. Heavy metal on the bank of the Thames…………
Frankly that set the tone for the rest of the day. Utterly amazing cars in a beautiful setting and almost perfect weather.
Syon House is the London residence of the Duke of Northumberland and is now host to the Salon Privé, the event having outgrown its original home, The Hurlingham Club. It is a fine location, matching the quality of the cars on show.
I have already posted about the central display from the ROFGO Collection but by no means did they overshadow the rest. There were stunning cars everywhere, all the colours, all the sizes, all the ages. The FXX was just one of many stars.
Aston Martin chose the Salon Privé to reveal to the public their latest model, the V12 Vantage Roadster.
Another lovely drophead was this vibrant Bentley, no chance of losing this in an airport parking lot.
The event honoured two particular cars this year, the Gullwing Mercedes, I had witnessed that myself.
And the Ferrari F40, there were many fine examples on the lawns.
Including this ‘black sheep’ courtesy of Joe Macari.
Mr Macari was much in evidence at Salon Privé, this immaculately restored Dino engine is his handiwork.
As was this MC12
One category on display was that of Shooting Brakes, this Ferrari 330 GT was the last car to be created by Alfredo Vignale. It was brought to Salon Privé by Jay Kay, who must be worn out at this time of the year with the number of shows he attends.
One entry in that class that caught my eye, a fantastic Chrysler Town & Country Car. Looking like it had just rolled off the dealer’s lot, if you try hard you can hear Bennie Goodman and Glenn Miller swinging away in close proximity.
Is it possible to over restore a classic?
Speaking to one dealer who had much experience of cars from the period, he asserted that this beautiful Rolls Royce Silver Ghost is in way better condition today than when it left the factory nearly a century ago. Is that a problem? I suppose it depends on the car, the Silver Ghost can carry it off, one expects to be dazzled.
Another car that impressed me was this gorgeous Ferrari 330 GTS, absolutely mint.
Another rarity even by the standards of this event was this Daimler ‘Royal Four’ Limousine.
One of seven examples built to the specification of King George V, this is the only known car outside of the Royal Collection.
The Salon Privé is much more than a collection of fine automobiles in a splendid setting. The entry ticket appears to have a steep price till it is compared to other events of a similar stature. Unlike other motoring events, such as the Goodwood Festival of Speed, which has grown to be a victim of its own success, there is a feeling of intimacy almost like an extended family party. For those not getting behind the wheel later the excellent Pommery Champagne flows, a perfect accompaniment to the barbecued lobster.
For those whose interests extend beyond cars there are several diversions, a chance to window shop in a relaxed manner.
No motoring event can exist without an element of horology, Salon Privé is no exception to this rule.
Despite the retail distractions, the central theme of the day is the car.
And there were some many amazing examples to choose from. Choosing the crème de la crème was the task allotted to the judges, amongst whom was my old mate, Peter Stevens.
The 2012 Salon Privé stands comparison with any of the world’s great celebrations of the automobile, be they in the grounds of Villa d’Este, or on the greens at Pebble Beach. If you are reading this blog, then you should probably be planning to attend next September, I know I am.
John Brooks, September 2012
There is an odd feeling evident in London over the past two months. The Olympic Effect, usually heavy on cost and light on return, has changed the way Londoners react to each other, pockets of civility have broken out, a new found confidence in the national identity. Whether this will last is anyone’s guess, perhaps the feelgood atmosphere will fade as the autumn slips into winter. It would be nice to think that the Games really will have a legacy.
As if in harmony with the wider world, on the motoring front it is as if London has taken to impersonating the Monterey Peninsula, during the Pebble Beach Concours week. In the past seven days those of us who are into fine automobiles and the like, have had several birthdays and Christmases all come at once. Kicking off the week was Chelsea Auto Legends, then on Wednesday I toddled over to Syon Park for the 2012 Salon Privé, then the past two days were spent marvelling at the Windsor Castle Concours of Elegance. I defy anyone to match the sheer quality of the cars on show, truly one is fortunate to be in this part of the world right now.
So rich and varied has the content been at the latter two events I consider it almost impossible to produce a single blog post that would do justice to the story. So for the next week or so I will take elements that caught my eye and try and bring them to life for the readers.
In the past two years one of the most significant additions to the historic sportscar scene has been the ROFGO Collection. Put together for a private collector by Duncan Hamilton & Co., the central theme that runs through it is that the cars included were sponsored by Gulf Oil, so plenty of icons to choose from.
The collection was the centrepiece display for the 2012 Salon Privé and certainly did the event and location justice.
Oldest car in the collection is the Mirage M1, winner of the 1967 Spa 1000 Kilometres, a race that put Jacky Ickx on the map and established his reputation for being special in the wet. If your local track is Spa then………………
This Mirage was the first to wear the colours of Blue and Orange, a sponsorship deal that was arranged between team owner John Wyer and Gulf Oil VP and sportscar nut, Grady Davis. The funding enabled John Wyer to form JWAutomotive with John Willment. He then recruited John Horsman, David Yorke and Ermano Cuoghi to create one of motorsport’s legendary outfits.
Next on the lawn was the Mirage BRM M2, not one of the cars to trouble the record books and probably the worst to come out of JWAutomotive. Unreliable and with wayward handling, the scale of disaster was disguised in the wake of the double triumph for the team at Le Mans in 1968 and 1969 utilising the venerable GT40. Porsche were on the horizon with the 917, this canine could be quietly forgotten.
The stuff of legends, a simple recipe. Take the coolest guy on the planet, the coolest car of almost any time, the greatest race of them all, season with an insane Hollywood budget and cook at high pressure for several months, final result is immortality.
“A lot of people go through life doing things badly. Racing’s important to men who do it well. When you’re racing, it… it’s life. Anything that happens before or after… is just waiting.”
Steve McQueen, Gulf Porsche 917 and Le Mans, what more needs to be said?
An unmistakable profile, the Porsche 908/3, a clear signal of Porsche’s determination to pound the opposition into dust. Problems with the 917 at Nürburgring or on the Targa Florio? Well run the 908/3 instead.
JWAutomotive had an involvement with a German manufacturer a whole year before signing their deal with Porsche. They acquired a Mercedes transporter in 1969 and at Salon Privé the ROFGO Collection showed off their restored truck for the first time in public. Speaking with the collection’s chief mechanic, Ted Higgins, we both agreed that it would be very cool to use this to take the cars to the next Le Mans Classic, though whether Ted would play Michael Delaney or Tommy Hopkins, was open to question.
In 1969 Gulf Oil also backed a couple of Formula One teams, so it was no real surprise to find a Brabham BT26 on the lawn.
The other famous association between Gulf Oil and motorsport some 40 years ago was with McLaren, whether in Formula One with the M14A.
Or in Can-Am as illustrated by the M20, truly giants roamed the earth during that brief era……….
Gulf Oil all but disappeared after the take over by Chevron Oil in 1984, but the brand still existed in the UK. A relaunch of the company in 1991 included a plan to tap into the enthusiasm of British Le Mans’ fans. So in 1994 Gulf were back at Le Sarthe.
Not only was Gulf blue back, but so too was 1971 Gulf Porsche 917 driver, Derek Bell. Five time victor at La Sarthe, including in a Gulf Mirage in 1975, Bell was the ideal ambassador for the brand and still quick enough to be second fastest overall in Qualifying. The Kremer K8 was a development of the Porsche 962.
The next step was to reunite with the other famous racing marque, McLaren.
In 1995 and 1996, Blue & Orange were reunited on a pair of F1 GTR’s resulting in many race victories and the 1996 BPR Endurance Series titles for Ray Bellm and James Weaver.
1997 saw the launch of the FIA GT Championship, with the Gulf liveried longtail F1 GTRs.
And one of the greatest endurance racers of them all, the Audi R8 also sported Blue & Orange in 2001.
Paul Belmondo brought the colours back to Le Mans in 2006 with his Courage C65.
Since that time another icon of the motoring world, Aston Martin has turned Blue & Orange. A DBR9……………
Then back as a prototype on the Lola Aston Martin LM P1
The ROFGO Collection is fantastic, Automotive art of the highest order. Even more fortunate is the willingness of the owner to share his treasures with the rest of us, not a cheap enterprise. It was a highly polished jewel at the centre of the 2012 Salon Privé, in total harmony with the ethos of the event.
John Brooks, September 2012
On The Long Walk sits the 2003 Le Mans’ winner. A fine way to introduce day two of the Windsor Castle Concours of Elegance. If you have a chance to go tomorrow, do. You will see one of the finest collection of cars ever assembled.
John Brooks, September 2012
Windsor Castle is where Her Majesty Queen Elizabeth ll lives, so it is an unlikely setting for a motoring event. However in this, the year of her Diamond Jubilee, an automotive celebration and tribute has been arranged. Sixty of the finest cars in the world are on display at Windsor Castle this weekend, absolutely magical.
More later
John Brooks, September 2012