Tag Archives: Jacky Ickx

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My Big Year – The Prologue

DDC is a broad church with its congregation drawn together by a common interest in motoring and motor sport. It has given a pulpit to many fine preachers over the past decade, the latest to join this roll of honour is our old friend, Julian Roberts. Back in 2007 he fell from grace and joined the media circus. Over the next few weeks he will recount his path to redemption.

From my first roll of film. Developed by my friend, son of Autosport photographer George Phillips – Derek Warwick, BP Super Visco British F3 Championship – Donington Park April 1978

I have been a keen amateur motor racing photographer since 1978 when I bought my first SLR camera, a Nikkormat FT3 with a Vivitar 135mm lens. The first race I attended with my camera was the Easter round of the BP Super Visco British Formula 3 Championship held at Donington Park. As a favour, my close friend Clive offered to develop my film allowing me to see my precious negatives that night, before having them professionally printed the next day. He knew a little about processing as he used to help his father in the darkroom. His father was George Phillips, the chief photographer with Autosport when it was first published in 1950. He had also been as successful racing driver, developing and driving his own MGs at Le Mans in 1949/50/51. George was a lovely old chap with a caustic wit that equally amused or terrified his victims – often me!

British Grand Prix, Brands Hatch, July 1978. Andretti and Peterson obscured by the startline gantry

I attended every British Grand Prix and 6 Hour race plus as many ‘clubbies’ as I could get to, usually at Silverstone which is only 40 minutes away.

Kenny Acheson, Bernard Devaney & David Sears – Esso Formula Ford Championship – Silverstone June 1978

But despite loving Grand Prix racing and devouring Motoring News and Autosport every week and Motor Sport once a month, I was already an Endurance racing fan.

Jochen Mass at the wheel of the works Porsche 935-78 he shared with Jacky Ickx – Silverstone 6 Hour race May 1978

Formula One was great, but a Martini Porsche 935-78 was greater. As soon as I could just, possibly, afford the new Canon A1, I upgraded and also bought Tamron 300mm f5.6 lens. This was a much better combination than my faithful Nikkormat, though I did keep that as a second body.

Gilles Villeneuve Ferrari 312 T5 at La Rascasse Monaco 1980

In 1980 as a ridiculously generous twenty-first birthday present, my father paid my share for a two week trip to the French Riviera which included attending the Monaco Grand Prix. Two friends and I rented a villa in the hills above Menton and I found a hospitality package offering grandstand seats just beyond Ste. Devote and lunch in the Restaurant Quicksilver which was located beneath, near Tabac corner, I think it was £50 each! We missed Thursday practice and watched Qualifying from the grandstand opposite the swimming pool. I shot three rolls of film from there and another roll from our grandstand during the Sunday morning warm up. I have some excellent images from that weekend, but I think my favourite is one I literally snatched on the way to the boat taxi which would take us across the harbour to the swimming pool grandstand. In a gap between two buildings there was an aerial view of La Rascasse. Being hurried along I hastily snapped five shots and left.

Rothmans Porsche 956s to the fore at the start of the 1982 Le Mans 24 Hours – June 1982

In 1982 I finally got to visit Le Mans and began a love affair which is still as strong today after 23 events. Incidentally, this is the first photo I ever took at Le Mans, spoiled somewhat by the chap in front holding his camera at arms length above his head, though I mustn’t complain as I doing exactly the same thing! I had arrived at the first corner too late to get a clear view and held my camera aloft finger on the shutter and hoping. With the motordrive I managed 10 shots, but this was the best.

Christian Bussi, Bernard de Dryver & Pascal Witmeur – Bussi Team Rondeau M382 Le Mans June 1982
Jacky Ickx and Derek Bell acknowledge the crowd after winning the 1982 Le Mans 24 Hour race – June 1982

I stayed trackside for 18 hours and although I only shot three rolls of film all weekend I am still very pleased with my results shooting from the Tribunes.

David & Godfrey Jones  JWR – Preci Spark Porsche 996 GT3 R lead the DRM Racing Ferrari 360 Modena of Ni Amorim &  Adam Wilcox – British GT Championship – Snetterton May 2004

By 2004 used digital SLR cameras were becoming affordable and with some trepidation, and against all advice, I ordered a year old Canon EOS 10D and 28-135mm kit lens from an American seller on ebay. I also added a new Canon EF300 F4 L IS USM together with a Canon X1.4 extender from Digitalrev (again via ebay) in Hong Kong – back in 2004 it was by no means usual to pay hundreds and hundreds pounds, in advance, to unknown foreign sellers hoping they’ll do their stuff.  They both did, in fact I still buy from Digitalrev today. What became of my faithful friend of 26 years the Canon A1?  I sold it and all my analogue gear immediately and without a qualm ! The 10D (not forgetting my beautiful L lens) was a game changer.  I was now able to produce very good work consistently. Because I was able to critique my shots on the go, I quickly learnt much more about proper exposure and to alter ISO as and when required (remember on film I was stuck with the film’s ISO and never beyond 800). My first time out with the 10D was a round of the British GT Championship at Snetterton.

David Leslie prepares to leave the pit garage in the Championship winning GTS Motorsport BMW M3 he shared with Harry Handkammer, Britcar – Silverstone March 2005

As my photography improved so did my desire to share my photos with a larger audience. I had been an early convert to Malcolm Cracknell’s excellent websites SportsCarWorld.com and TotalMotorSport.com and then DailySportsCar.com. So in 2005 decided to go to the opening Britcar meeting at Silverstone and ‘pretend’ I had received a commission from him to cover the event.

The Beechdean Mini of Nigel Greensall and Aaron Scott leaving the pits – Britcar – Silverstone March 2005

My intention being to submit my photo’s as a sort of visual c.v.  I spent a lot of time in the paddock and pit garages and eventually the pitlane as I could take better photos there than through the tall fences synonymous with Stalag Silverstone.

Bruno Senna – British F3 Championship – Donington April 2006

I selected a dozen of what I considered to be the best and emailed them to Malcolm. He was very pleased and used some of my images in his report. He also asked me to go the Donington for the opening round of the British GT Championship.

Neil Cunningham – Embassy Racing Porsche 996 GT3 RSR – British GT Championship – Donington April 2005

Arriving at Media Accreditation bursting with anticipation I was quickly brought back to earth with a bump; there was no media pass and I was expected to pay for my entry ticket! Hmmm. Oh well, I hadn’t driven 90 miles to turn around so I paid up and went to find my contact, Graham Goodwin. GG gave me a quick tour of the pitlane pointing out favoured teams to pay extra attention to and that was it.

Allan Simonsen – British GT Championship – Donington April 2006

I made myself busy and, as usual, roamed the pitlane as if it were my own. To my wife’s irritation I arrived home about 7pm and spent the next 4 hours editing photo’s for submission to DailySportsCar.com. I got a few more gigs from DSC but in every case I had to contact them and offer my services for free rather than be asked. So I continued as an amateur snapper peering through the fence, a totally free agent, photographing what I liked.

In late 2006 my employers (a North African oil producer) announced they were to close all European operations and I was to be made redundant in 2007 after 20 years.  By now I was 48 and (thankfully) financially stable. So on a bit of a whim I decided to give myself a redundancy present and take a year discovering whether I had what it takes to be a freelance motorsport photographer. 

Nick Whale, Ian Guest BMW 3.0CSL & Christian Traber BMW M1 – Classic Endurance Racing – Monza April 2007

I knew of Martin Krejci’s superb website RacingSportCars.com and had been contributing my images to him for a number of years. With this in mind I had the idea to contact him and suggest I apply for media accreditation acting as his photographer, he agreed. In early 2007 I applied to the FIA GT Championship, the Le Mans Series and, heart in mouth, the ACO.  After a bit of form filling, a lot of emails,  and supplying website traffic statistics to the ACO, all three accepted me.  WOW !

No longer would my humble EOS 10D cut it as my main camera, so I bought a year old Canon EOS1D MkIIN and a new Canon EF400 DO IS USM plus a Pelicase to cart it all around Europe in safety.

Paul Knapfield – Charles Pozzi Ferrari 512 BB LM – Classic Endurance Racing – Monza April 2007

The first race for me was the 2007 Monza 1000kms. The media representative for the LMS was a French lady. She had confirmed my acceptance via email and I was given details of how to collect my media pass from a school in suburban Monza (why not at the circuit I have no idea). In my job as a Client Procurement Co-ordinator I had many contacts worldwide and one in particular with whom I was on very good terms lived and worked in Milan. He found me a small but classy hotel on the edge of the Parco di Monza, roughly opposite the circuit, but a few kilometres away, plus he arranged a taxi to meet me from the airport.

Green Flag lap – Perazzini, Tavano & Cioci – Racing Box Saleen S7-R – Le Mans Series – Monza April 2007

The flight was incident free and I easily found my taxi. Once I’d checked into the hotel, with numerous signed Ferrari driver portraits behind the desk, the driver took me to collect my passes. We eventually found the school and I followed the signs downstairs to a small room with a table and dozens of envelopes containing passes. I announced myself and the young lady searched her list and with a look of genuine regret said “non”. I almost dropped to my knees! I really couldn’t believe it. I recovered my composure and asked to borrow her phone so I could speak to the LMS Media representative. I have to say she was very offhand with me, initially denying I had been accepted (fortunately I had printed copies of all emails and forms so my case was watertight). She eventually agreed to permit me access; she would see me in the Media Centre. Note; only whilst writing this have I realised this all occurred on Friday the 13th!

The victorious Team Peugeot Total – Peugeot 908 HDi FAP of Nicholas Minassian & Marc Gené – Le Mans Series – Monza April  2007

Back to the car and my willing driver. He drove to the circuit and to my joy blagged us through the main gate then into the Paddock itself, not bad going without a ticket between us. I climbed the stairs to the Media Centre and found my target. I won’t go into too much detail but I made it clear I was extremely unhappy and she made it equally clear she couldn’t care less. My Media Pass ? Nothing doing, I was given a ‘Guest Pass’! We didn’t part as friends and I still haven’t sent or received a Christmas card. I then went to speak with the local media representative on the front desk, a charming Italian lady who on hearing my tale of woe arranged everything I would need to make my visit a success. Bless her heart.

Neil Cunningham. Embassy Racing Radical SR9 – Le Mans Series – Monza April 2007

I’d missed the entire morning so I bade my driver farewell (with a fat tip) and walked out to the track. I’d been to Monza once before in 1994 to see the Italian Grand Prix so I had a reasonable idea of the layout, and knew exactly where I wanted to go first, the Variante Ascari. 

Jan Lammers Racing for Holland Dome S101 – Le Mans Series – Monza April  2007

The first group out on track after lunch were the Classic Endurance Series or CER. Lola and Chevron prototypes, Ferrari Boxer, Porsche 911, 935, 908, BMW M1 and so many more. I’d never seen such a group of cars in England. I was in my element and was almost disappointed when the session ended and the LMS cars came out.

I remained blissfully happy at the Variante Ascari until the end of the day. I’d asked the hotel receptionist to arrange for a taxi to collect me from outside the main gate at 6pm.  After 90 minutes (during which time I’d declined two lifts from kindly Brits) no taxi had arrived so I elected to walk back across the park. The walk was much further than I anticipated, taking over an hour, and by the time I reached my hotel, having been on the go since 5 a.m., I was exhausted. I had a quick shower, a restorative beer or three, followed by dinner and bed.

Peter Hall’s Opel Commodore GS-E chases Martin Carroll and Graham ‘Skid’ Scarborough (both Ford Capri 3.0S) Monroe Production Saloon Car Championship – Silverstone – July 1981 

The next morning, during breakfast I noticed an English registered car with an historic racer on a trailer. There was another English couple in the dining room so assuming it was theirs I introduced myself. I was wrong, but it was a happy mistake as the gentleman was former British Touring Car ace, Peter Hall. He and his wife were there to support their son Stuart who was driving Martin Short’s Rollcentre Racing LM P1 Pescarolo 01.  

Benetton B194 passes beneath the F1 media atop the photographers box, Italian Grand Prix – Monza September 1994

Back at the circuit bright and early on Saturday morning, the next item on my Monza bucket list was the raised photographers box above the turn-in point for the Curva Parabolica.

Marc Devis Porsche 935 K3 – Classic Endurance Racing – Monza April 2007
Louis Zurstrassen Osella PA 4 – Classic Endurance Racing – Monza April 2007

Once again the first cars out were the Classics, and I had a classic view of them.

Gilles Gibier and the McInnerney brothers BMW M1 Procars – Classic Endurance Racing – Monza April 2007

I had in mind the classic image of two Gulf Porsche 917s line astern turning in and wanted to try and recreate it, albeit without a pair of 917s. The best I could manage was a pair of BMW M1s.

Raymond Narac, Richard Leitz – IMSA Performance Porsche 997 GT3 RSR – Le Mans Series – Monza April 2007
Tom Kimber-Smith, Danny Watts – Team LNT Panoz Esperante GTLM – Le Mans Series – Monza April 2007

I remained in the box throughout the morning CER and LMS sessions having the time of my life.

Monza Paddock bar/café

Afterwards I made my way back to the paddock for a quick lunch – not quite Silverstone….

Hervé Dumas – Chevrolet Corvette – Classic Endurance Racing – Monza April 2007
Porsche 908-4 Jean-Marc Luco’s driver point of view – Classic Endurance Racing – Monza April 2007

Then I couldn’t resist a wander through the CER enclosure and admire, what to me at least, were becoming the stars of the show.

Gianni Morbidelli Audi RS4 – Campionato Italiano Superstars – Monza April 2007

My vantage point for the afternoon was the first chicane; the Variante del Rettifilo. First was a qualifying session for the Campionato Italiano Superstars, the highlight of which was Gianni Morbidelli driving an Audi RS4.

João Barbosa retires the Rollcentre Racing Pescarolo at the beginning of Qualifying – Le Mans Series – Monza April 2007

Next up was LMS qualifying. Based on my brief chat with Peter Hall and his wife I was now Rollcentre Racing’s number one fan and I was disappointed to see João Barbosa roll to halt in front of me destined to take no further part.

The Gianni Lavaggi & Marcello Puglisi Lavaggi LS1 exits stage left during qualifying – Le Mans Series – Monza April 2007

One notable entrant was ex-Pacific & Minardi Formula One driver Gianni Lavaggi, affectionately known as  Johnny Carwash. He was sharing the eponymous Lavaggi LS1 with Marcello Puglisi , the LS1 qualified poorly and looked a handful to drive.

Christian Ried, Horst Felbermayr Jnr. & Thomas Grüber – Felbermayr Proton Porsche 997 GT3 RSR – Le Mans Series – Monza April 2007

Being a totally unprofessional in every sense of the word, I always select a favourite car which my camera is unfailingly drawn to. This time it was three; the trio of Felbermayr Proton Porsche 997 GT3 RSRs, such a pretty car with a simple but eye-catching paint scheme.  It seemed the session was over moments after it began. Predictably the Peugeots were in a class of their own almost two seconds faster than their nearest rival.  

Clivio Piccione overtakes Guillaume Moreau as Giedo van der Garde looks on – Formula Renault 3.5 Series – Monza – April 2007

As the LMS  field were being put away for the day there was the first race of the weekend, the opening round of the Formula Renault 3.5 Series. This wasn’t a championship I was familiar with and I didn’t recognise any of the drivers, but cynically knowing that young chargers and the first chicane at Monza are seldom a good mix, I made my way across the track (oh the access !) to give me a view almost straight down the circuit towards the start. Then I pre-focussed on the braking point and selected 1,000ths of a second. The start was uneventful, but later there was an incident which brought out the Safety Car. At the restart Clivio Piccione lying in about 10th place, misjudged his braking and slammed into the rear of Guillaume Moreau  launching himself skywards like a Eurofighter on reheat. I had focus lock and rammed the shutter button into the body as hard as I could, just following the red plane plane on its wild ride. I fired off 33 frames before the car came to a halt upside down.

Totally unhurt, Piccione exits his stricken car – Formula Renault 3.5 Series – Monza – April 2007

Thankfully, with help from the marshals, Piccione was able to clamber out unhurt. Looking back at the entry list, bearing in mind I’d never heard of any of the drivers, I had just watched future Grand Prix drivers Sebastian Vettel and Giedo van der Garde.

Peter Garrod – Porsche 935 – Classic Endurance Racing – Monza April 2007

After some tracking sweeping and the collection of abandoned cars it was time for me to enjoy the Classic Endurance Series race. As always I was drawn to the Porsches like a moth to a candle, I cannot resist them. There was a 908-4, two fire snorting 935s, four RSRs, three RS, two Group 4 911s and a 906; Porsche heaven.

Stéphane Gutzwiller driving the wooden monocoque Astra FVC RNR 2 – Classic Endurance Racing – Monza April 2007

One particularly interesting car was the wooden monocoque design Astra RNR2 FVC designed by Roger Nathan and driven by Stéphane Gutzwiller. Seeking to check the details on the Astra, I reached up and left (I am surrounded by books on three sides in my tiny study) for my copy of Roger Nathan’s autobiography “An Adventurous Life”. It’s pleasing to note the above mentioned Stéphane Gutzwiller was Nathan’s co-writer for this project.

Christophe Schwartz in the Dodge Charger – Classic Endurance Racing – Monza April 2007

Apart from the Porsches my favourite classic had to be Christophe Schwartz’ Dodge Charger, I had never heard a louder race engine, it was magnificent. Starting life as a road car, this was a ground-up recreation of father and son Hershel and Doug McGriff’s 1976 Le Mans entry. The ACO were keen to form an alliance with the Daytona 24 Hours and contacted Bill France, the head of NASCAR, inviting some American iron over to La Sarthe. Two IMSA specification Chevrolets, John Greenwood’s Corvette and Michael Keyser’s Monza made the trip as did two NASCAR stock cars. A Ford Torino and McGriff’s four year old Dodge also took up the invitation. At Le Mans it weighed 1,660kgs, had four forward gears, drum brakes and a live rear axle on leaf springs. Oh, and the McGriff’s only fitted mirrors following concerns brought to the ACO by the prototype drivers. It wasn’t a fairy tale ending. The car was designed to run on high octane fuel not the 80 octane essence available at the circuit and destroyed two engines in practice. The race engine did not even last two laps. This recreation now using decent fuel runs consistently well and, like the original, is a crowd favourite.

Jean-Marc Luco Martini Porsche 908-4 – Classic Endurance Racing – Monza April 2007

The race lasted an hour and I gleefully fired off another 400 shots!

Cockpit of Pedro Lamy & Stéphane Sarrazin’s Peugeot 908 Hdi FAP – Le Mans Series – Monza April 2007

Sunday dawned, no more preamble, time for the main event. 

Spyker C8 Spyder GT2R of Peter Kox and Jaroslav Janiš being manoeuvred on dollies in the pitlane – Le Mans Series – Monza April 2007

Not being blessed with the ‘access all areas’ photographers vest I had to grab my pitlane shots during the morning pit walkabout.

Larbre Compétition’s Aston Martin DBR9s being readied for the start – Le Mans Series – Monza April 2007

Not to worry, make the best of it, you’re at Monza !

Stuart Hall and his displaced co-driver Phil Keen – pitlane before the race – Le Mans Series – Monza April 2007

My new favourite driver Stuart Hall posed for me looking very ‘eff wun‘ in his graduated shades, behind, in civvies, stands his erstwhile team mate Phil Keen. 

Phil Keen exits his Rollcentre Racing Pescarolo 01 having beached it in the gravel outside the Parabolica – Le Mans Series – Monza April 2007 

I was told, that Rollcentre boss Martin Short had stood Keen down as he was driving the heavy prototype “like a Formula 3 car”. Also beaching it in the Parabolica gravel trap on his first flying lap during Practice, leaving the team unable to set further times in the session, can’t have helped.

The Alphand Aventures Corvette C6.R of Luc Alphand, Jérôme Policand & Patrice Gouselard to victory in GT1 – Le Mans Series – Monza April 2007

By now the cars were leaving the pits and I needed to get moving if I was to catch the start.

First lap, first chicane. Peugeots to the fore – Le Mans Series – Monza April 2007

I chose to stand in the raised photographers enclosure overlooking the Variante Alta. This was a mistake. It has a perfect view over the chicane with the cars coming straight towards the camera after the initial turn in. 

Opening lap, the Lavaggi LS1 being bullied by the GT1s – Le Mans Series – Monza April 2007

Without thinking I’d selected my 300mm lens and while it was fine for picking out a single car, it was too long to the capture the melee of the opening lap. I shot the 2 Peugeots braking for the chicane, thereafter my images of the start are a colourful collage.

The Biscione, the Visconti family coat of arms – Monza April 2007

Abandoning my lofty perch I returned to ground level and crossed the infield to the Variante Ascari and began a slow anti-clockwise, lap of the circuit via the Curva del Serraglio, the Lesmos and Variante del Roggia and finally, my favourite spot, the photographers’ platform above the Parabolica. On one of the service roads inside the circuit there’s a small old quite old looking building which had a familiar moulding of a snake on a shield. Familiar because reversed it is the Alfa Romeo symbol. Following a little research I learn it is called a Biscione and is generally the symbol for Milan and particularly it’s the eleventh-century Milanese Visconti family coat of arms. The origin of the serpent devouring the human (some say child) isn’t certain and there are a number of theories.

The Speedy Racing Team Spyker C8 Spyder flashes through the Curva del Serraglio. Driven by Andrea Belicchi, Andrea Chiesa & Jonny Kane they finished 20th overall 14th in GT2 – Le Mans Series – Monza April 2007

My day was just about perfect.

Another from the Curva del Serraglio, the Virgo Motorsport Ferrari F430 GTC Modena of Rob Bell and Allan Simonsen – Le Mans Series – Monza April 2007

I was in warm autumn sunshine watching THE Monza 1000kms with full trackside access. Pausing at Curva del Serraglio which is the bend between Lesmo Two and the old banking I crouched behind the Armco barrier and had a great view back up the track towards Lesmo Two and then lay down in the access to shoot the cars going away under the bridge.

The Thierry Perrier Porsche 997 GT3 RSR of Anthony Beltoise, Philippe Hesnault and Nigel Smith entering Lesmo Two – Le Mans Series – Monza April 2007

Next was Lesmo Two and I was surprised just how close I was permitted to stand to the tarmac, now the cars weren’t just an aural sensation, I could physically feel them too.

Larbre Compétition Aston Martin DBR9 in the Second Lesmo.  Christophe Bouchut, Gabriele Gardel and Fabrizio Gollin finished 2nd in GT1 – Le Mans Series – Monza April 2007

I stayed about half an hour switching between my 300mm lens to catch them head on and a wide angle angle lens panning with the cars as they swept through.

Antonio Garcia & Liz Halliday – Team Modena Aston Martin DBR9 braking hard for Variante del Roggia – Le Mans Series – Monza April  2007

Spoiled for choice I made another bucket list tick and walked alongside the track to the Variante del Roggia.

Mike Newton in his MG EX264 through the Variante del Roggia – Le Mans Series – Monza April 2007

Here the cars come storming into view from the Curve Grande then hard on the brakes for this fast left right left.

Felbermeyr Porsche exiting the Variante Ascari – Le Mans Series – Monza April 2007

Next was the Variante Ascari once more on my way to my favourite perch in the photographers’ box at the Parabolica. 

The media corps!

Space was at a premium as the prime spots were occupied by three young boys wielding tiny point and shoot digital cameras.

Porsche, Saleen, Porsche, Porsche – the Parabolica – Le Mans Series – Monza April 2007

Elbows out I took up my position and lost myself in overhead photography.

Didier Theys in the Horag Racing Lola B05/41 and the Charouz Racing Lola B07/17 of Stefan Mücke – Le Mans Series – Monza April 2007

Suddenly it was very quiet. The race had ended, to the surprise of absolutely no one, Peugeot won, though it was first and third for the 908 Diesels.

The lead Pescarolo Sport car of Jean-Christophe Boullion and Emmanuel Collard finished a fine second in front of one of the Peugeots –– Le Mans Series – Monza April 2007

This allowed the Pescarolo Sport team some well-deserved glory grabbing second place, and their second car finished fourth.  Back in the paddock I bumped into Mr & Mrs Hall who were pleased with Stuart’s result – starting in dead last he and João Barbosa had climbed through the field to finish in seventh place. Better still they offered me a lift back and we arranged to meet for dinner at the hotel. Sadly being a Sunday, the restaurant was closed, but the receptionist directed us to a local pizzeria where we gorged ourselves on wood fired pizza and cheap red wine talking about motor racing and in particular (at my insistence) his time in the BTCC and his association with Andy Rouse. A fitting end to a terrific weekend.

I’d booked a lunchtime flight home so there was no hurry over breakfast. Taxi to the airport, back to Stansted, an hour’s drive home and that was it, back to work and reality tomorrow. Already I was having doubts at my ability to make a living out of this, but I was certainly going to enjoy myself !

Next stop, round two of the FIA GT Championship at Silverstone in May.

Julian Roberts, October 2020

The House on The Hill

In yesterday’s post I stated my intention to remain in an analogue world rather than the brave new digital one. If any confirmation were needed of this being the right course a breathless release arrived overnight confirming that ByKolles was on pole for the virtual Le Mans 24. No further evidence to present, m’ Lord. So continuing to mine the recent past in search of treasure we should once more look at Goodwood, this time the Festival of Speed and Simon Hildrew’s amazing photos.

In any normal year I would getting ready to cover Les Vingt-Quatre Heures du Mans later this afternoon. However, we are living in strange times; normally we would also be anticipating a trip to the South Downs and the Goodwood Festival of Speed. That pleasure is denied to us this year, so we must make do with memories. A look back at 2019 will have to do.

Speed and style are crucial elements in the DNA of the Festival of Speed, so is heritage. As the years roll by anniversaries hove into view, arguably one of the most significant in 2019 was Bentley’s centenary. Naturally there were many fine examples on display, but I was drawn to XM 6761, a 1922 3-Litre. This car is very significant for Bentley and Le Mans, as it was entered in the first race back in 1923, laying the foundations for the ‘Bentley Boy’ legend that did so much to raise the profile of the French endurance race in the early years.

Frank Clement and John Duff ignored W.O. Bentley and entered the 3-Litre, the only non-French car in the field. They set the fastest lap and eventually finished joint fourth after a stone punctured the fuel tank.

UU 5872 has been described as “The most valuable Bentley in the world. This is the actual – and totally original – supercharged 4½-litre that Sir Henry ‘Tim’ Birkin raced in the Le Mans 24 Hours in 1930. Its sister car won the race but this car played a key role in that victory when Birkin acted as a hare and, eventually, Caracciola’s chasing Mercedes SSK broke.” It is automotive royalty of the highest order

Mercedes-Benz were celebrating 125 years of motor sport, a truly great heritage. Amongst the many stars was this 1937 W125. Powered by a 5.6 litre supercharged straight-eight, the Silver Arrow took Rudolf Caracciola to a second drivers’ title.

Fast-forward a few decades to the Sauber-Mercedes C9 that conquered Le Mans in 1989 in the hands of Jochen Mass, Stanley Dickens and Manuel Reuter. Its rumbling V8 song is unmistakable.

Also eligible for a telegram from Her Majesty was Citroën, well they would be if they were not French. Despite that disadvantage they were especially welcome at Goodwood, having produced some of the world’s truly great cars, consistently marching to a different beat. Where would Maigret have been without his Traction Avant? What would France profonde have done without the 2CV?

Fifty years have passed since Sir Jackie Stewart won the first of his three World Championships. It was wonderful see the whole family as guests of His Grace, Lady Helen has not been well for a while. Sir Jackie has, in recent years, thrown his considerable energy and influence in the Race for Dementia charity, if anyone can help to defeat this terrible condition, it will be him.

Sir Jackie, and his sons Paul and Mark, demonstrated his championship-winning cars, a Matra and two Tyrrells.

Another champion from that era was Jacky Ickx. In ’69 he won the first of his six victories at La Sarthe, eclipsing all others, except a great Dane.

The Ford GT40 that carried Ickx and his co-driver, Jackie Oliver, to the closest victory in Le Mans history, 120 meters ahead of Hans Herrmann’s Porsche, is a legend in its own right. #1075 also triumphed in the previous year’s race, making it one of only four cars to win the French classic twice.

’69 also saw the debut of the Porsche 917 at La Sarthe, here Derek Bell is reunited with #045 that he shared with Jo Siffert in ’71. Of course during that race it was in the iconic Blue and Orange Gulf livery but during a restoration in the ’70s it was re-liveried as a Martini Porsche.

Richard Attwood drove #023 up The Hill, he and Hans Herrmann scored Porsche’s first outright win at Le Mans in ’70, the race immortalised by Steve McQueen.

Aston Martin celebrated a 70-year relationship with Goodwood. The parade is led here by the DBR1/2, its wundercar of the late ’50s, with two victories in RAC Tourist Trophy at Goodwood as well winning Le Mans in ’59.

Aston Martin were also the marque featured on the traditional sculpture in front of Goodwood House, courtesy of Gerry Judah.

As happens most years there is an automotive sensory overload during the Festival of Speed, just how important it has become is illustrated by the loss of the event in 2020, it will be back, and so will we.

In the meantime fill yer boots courtesy of Simon Hildrew’s magnificent gallery.

John Brooks, June 2020

Echoes from Mulsanne

It does not take long in this business to spot those who are on the pace, on track or off, with or without a stopwatch. Thirty plus years ago I first met Alan Lis, a writer who was, and is, definitely in the “on the pace” camp. A while back Alan conducted interviews with some of those involved at the heart of the dramatic 1969 Le Mans 24 Hours. 50 years have passed since that famous race but those who witnessed it either on track or via the television or media still recall the excitement of the finish. A once in a lifetime experience. Alan has generously shared his work with us here, Merci beaucoup!

The 2019 24 Hours of Le Mans marks the fiftieth anniversary of the most famous finish in the history of the Grand Prix d’Endurance. Against the odds, the JW Automotive Engineering team Ford GT40 driven by Jacky Ickx and Jackie Oliver won by a narrow margin of just over 100 metres (or 1.5 seconds). Ickx having fought out a frenetic duel for victory with the sole surviving works entered Porsche 908 driven by Hans Herrmann for the final three hours of the race. 

John Horsman – Chief Engineer – JWA Automotive Engineering

“The GT40s started thirteenth and fourteenth on the grid, which was a very lowly position for us. The times were set in the first practice on the Wednesday and we did not go to Thursday’s practice; there was no point. The car was not going to go any faster and there was no interest in improving our grid position. The car knew its own way around the circuit, so we had two days to prepare, we were nicely rested and ready for the race on Saturday.”

“Of course, Jacky Ickx made his famous walk across the road, which he hadn’t told us about so that was a surprise. Hobbs got away to a very good start and got through the John Woolfe accident before it happened, Jacky was at the back of the field and had to thread his way through but had plenty of warning. So, both our cars got through that first lap problem unscathed.“

“The Hobbs/Hailwood car led the Ickx/Oliver car for at least half the race until they had a problem with a brake caliper. A wheel weight had been improperly placed, hit the bridge pipe on the caliper and broke it. Unfortunately, we didn’t find the problem at the first stop so the car had to stop again when the problem was fixed but that dropped number 7 back behind number 6. Otherwise Hobbs and Hailwood would have almost certainly have won the race. They should have won because they were about half a lap ahead at that time.”

“Early in the race the Porsches were dominant but as time progressed, we found ourselves in better and better positions eventually third and fourth. The 917s fell out and two 908s collided on the straight, which was very convenient for us. At the end there was just the Larrousse/Herrmann 908, which had been delayed by a wheel bearing failure early on, and was catching us fairly quickly.”

“In fact, they caught us a little quicker than expected but our team manager David Yorke was very calm and collected and made a very good move at our second to last pit stop when we were still in the lead. He instructed the mechanics to lift the tail, go over everything, check the oil, check the water; we put new brake pads in even though they were not actually required at that time.”

“David could see a big battle coming up and wanted to give the drivers the best tool they could have for the oncoming battle. Normally we got through a pit stop as fast as possible to save time but David decided to take an extra thirty seconds to have good look over the car and check everything, do a ‘fifteen-thousand-mile service’ on it and off we went again. By which time of course the Porsche was much closer. But then the race was won on brakes and we had the equipment to do it. The Porsche had a warning light coming on but it proved to be a false warning. Of course, there’s a difference in hurtling down to Mulsanne corner with a warning light on not knowing whether you are going to have brakes or not. That was very definitely our finest hour with the GT40.”

David Hobbs – Driver JWA Automotive Engineering Ford GT 40 Car number 7

“Le Mans 1969 was the most unfortunate and biggest near miss of my career. I made a terrific start and Ickx did his famous slow walk. I rocketed off and got through White House before the accident. That put me an instant lap up on Ickx and Oliver and that was how we stayed until about five o’clock the next morning.”

“In fact, neither of us were doing terribly well, we had qualified well down and we were all running along at about the same speed. With David Yorke managing the team we were stuck on a fixed lap time. The Porsches were well ahead of us but in the middle of the night – at about 3am – two 908s overtook me on the straight and pulled away. It was pitch dark and I saw these four tail lights disappear around the kink followed by an immediate flash of white headlight and almost instantly after that a huge glow of gold and red fire. Obviously, I put the brakes on but by then I was right in the kink myself. As I went through I found the road completely blocked with flames and smoke and dust and crap everywhere. There was no point in swerving, where the hell are you going to swerve to? I burst through this lot and out the other side and there’s half a Porsche tumbling end over end down the middle of the track. Then out of the Porsche pops the driver and he tumbles down the road. I didn’t know whether to run over the driver or the car but in fact I didn’t touch either in the end.”

“It happened to be my in lap, so I came into the pits and said to Mike, “Jesus there’s been a shunt, the road’s all f**ked up and some bloke’s been killed …” What had happened was that Udo Schutz and Larrousse had touched, Schutz car had spun into the inside of the kink, hit the guard rail and broken in half, leaving the engine and gearbox blazing attached to the rail as him and the cockpit had bounced down the road also on fire and had finally come to rest about two or three hundred yards further down the road. He apparently bounced out and was absolutely fine. He always was a bit overweight which had perhaps made it easier for him to bounce down the road.”  

“On my next stint came the real killer for our hopes, we were still leading our sister car and as I approached Mulsanne corner the brake pedal went to the floor. I did some rapid pumping but it was all too late and I shot down the escape road. I had do a three-point turn and drive slowly back to the pits. When the door was opened, David Yorke was there and I said “The brakes have gone completely”. He said, “It’s the pads. You’re about due for a change so it must be the pads”. I said, ” No, it’s more than pads” but he wasn’t having it.  “No, its the pads. You drive I’ll team manage…”. So, they changed all the pads put the fuel in and sent me off. When I got to the end of the pit, I nearly ran over the marshal with the flag because the car wouldn’t stop. So now I’m committed to an 8½ mile slow lap… When I came back in, they took the bodywork off and all the wheels off. On those Girling calipers there was a bridge pipe from one side of the caliper to the other and the Firestone tyre fitters had put wheel weights on the inside of the rims as opposed to the outside. The JW people knew there was very little clearance between the wheel and the caliper and the Firestone engineers had been warned about it but it had happened anyway. One of the wheel weights had chipped a little hole in this brake pipe and the fluid had drained away. The pipe was changed the pipe, the system was bled and everything was put back together and off we went again but now of course it’s the other way around and Ickx is ahead.”

“Towards the end of the race of course it comes down to him and Hans Herrmann who are having this incredible duke out for first and second and Mike and I are bowling along in third. If it hadn’t been for that bloody wheel weight, we would have been rolling along in first and these two blokes would have still have had their titanic battle but it would have been for second.”

Jacky Ickx – Driver JWA Automotive Engineering Ford GT 40 Car number 6

“As far as the spectators were concerned the 1969 Le Mans 24 Hours was the most famous race. The race was very exciting, especially the last three hours. Just by luck the two leading cars were running exactly the same speed at the same time for the last three hours. We were making pitstops for fuel and tyres more or less on the same lap. So, we were able to run close together for three hours. One a little bit in front, but neither able to pull away from the other. The more that time passed the more we knew that the race was going to be decided either by a mechanical problem or on the last lap.”

“It was at a time when drivers were realising that it was nice to go motor racing but also that you needed to survive. Life is too short to die in a racing car. In the fifties and sixties there were so many bad accidents, fatal accidents, that it appeared that we were doing things sometimes that were completely stupid. For many years in the sixties we drove without seatbelts. They only began to appear around that time. It only became mandatory later. There was still a legend saying that it was better to be thrown out rather than trapped in the car. If you say that today you would get a giant laugh because everybody knows that it’s not the case. The problem of Le Mans in those days was that you had to run and jump into the car. To be the first one into the first corner you had to forget about the seatbelts until you got to the straight and then you had to try to put the belts on while you were accelerating on the Mulsanne. That was why I started the race by walking to my car but for the last few metres I had to hurry up because the other cars were starting and so I had to run a little bit.”

“At the end of the race Porsche chose to put Herrmann in for the last stint because he had more experience but I think he was maybe too cautious. I have always thought that maybe it would have been more difficult if Larrousse had stayed in the car.

“There was a lot of strategy, I remember, especially on the last two laps. We knew that the flag came down at four o’clock, so on what we thought was going to be the last lap he started down the straight first and I over took him by slipstreaming by as late as I could going into Mulsanne corner and I knew that he could not overtake me after that. But unfortunately, when we reached the clock at the finish line there was still thirty seconds to go so, we had to do another lap. The extra lap was pushing both me and him to the limit of fuel so we had no guarantee to finish.”

“Of course, having done the trick on Mulsanne on the previous lap he knew that he didn’t want to start the straight in front of me. So, I was first and he wouldn’t pass of course. I had to slow down and down until I was going at maybe only one hundred kilometres an hour before we got to the restaurant. I think I got so slow that maybe he felt that I was running out of fuel. As we got to the restaurant he must have thought “That’s it now I go”. I was watching in the mirror and suddenly he went past me. I jumped into his slipstream and stayed there. We both increased speed and after the kink I used the slipstream and passed him on the inside.”

“It was a time when fairness when you were driving a racing car meant something. He wouldn’t have done anything like the things you see today. That didn’t exist. It was very important for me to pass at the end of the straight because he was faster down the straight but slower on braking. On lap times we were equal but I knew from the experience of the last three hours that I had to be in front of him at that point because he could not overtake anymore after Mulsanne corner.” 

“When we reached the finish, I was very happy and the team were frantic, Oliver and everyone in the pit was very, very excited, it was unbelievable. The race was very well covered on TV and people were able to see the last three hours and especially the last hour live. I think maybe it was one of the first years that they used aeroplane with a TV camera onboard. It was a transport plane and they opened the rear door and pointed the camera down at the track. That plane was following the cars round the circuit and it was the first time that people watching the TV were able to see the race so completely. I think that is why so many people remember it so well.”

JWA team principal John Wyer was unable to attend to race, in the evening Ickx received a telegram from him bearing a single word: “Manifique!”

Alan Lis, July 2019

Docklands Delights

February arrives and brings with it the promise of a new auto season, both on and off the race tracks and concours halls. The Rétromobile in Paris is an annual high point but now here in London we have a show worthy of comparison, if one accepts that it is still in a developmental stage. I am, of course, referring to the London Classic Car Show, now in its third year and double the size of the original.

Right from the start the show had some good ideas, taking advantage of the space available they created the Grand Avenue so that the attendees could see the exotic collection of cars actually in motion and experience the physicality and noise of racing engines, we’re all kids at heart, especially when encountering a V12 Matra……….

Another feature that is very popular with attendees is Car Club Square. I am firmly of the opinion that any classic show should encourage the car clubs who are the foundation of our thriving classic scene.

Where there are classic cars to be found, there will be dealers and they too provide an important element of the show, bringing their stock for out appreciation and hopefully, for them, our custom.

 

There are some enhancements for 2017, notably the addition of the Historic Motorsport International, backed by the Historic Sports Car Club. This gives a new dimension to the show and will greatly broaden the range and variety of cars on hand.

Celebrating their 50th anniversary in 2017 is the Beaulieu Autojumble and there will be a pop-up version at the LCCS on the Saturday and Sunday to give those of us less well heeled folk something to afford.

 

2017 will see a number of features specially aimed at enthusiasts. 70 years of Ferrari will be celebrated with a display reflecting the glory of the brand specially put together by Joe Macari, former Le Mans racer and one of London’s leading specialists on high performance cars.

Half a century has passed since the introduction of the Cosworth DFV, the engine that changed Formula One out of all recognition. At Zandvoort in June 1967 Jim Clark took a dominant victory in his Lotus 49, the first of 155 Grand Prix in the following 17 seasons. So a tribute to Keith Duckworth and Mike Costin’s stroke of genius is most appropriate and to illustrate the scope of the engine’s career there will be a display of cars at HMI, it is bound to be a highlight.

The opening day, Thursday 23rd February will feature a salute to one of the greatest racing drivers of them all, Jacky Ickx, who will be present as the show’s Guest of Honour.

Not only that but two of his co-drivers from his six wins at the Le Mans 24 Hours, Jürgen Barth and Derek Bell will also be present. Completing the circle of Le Mans’ giants will be five-time winner Emanuele Pirro, so if La Sarthe is your thing head on down to Docklands.

The London Classic Car Show and HMI will be held at ExCeL London, on 23-26 February, with access to both shows included in the entry price. Historic Motorsport International will open its doors at 12.00pm on Thursday 23 February, while the London Classic Car Show will burst into life at 3pm that afternoon.

Tickets to the 2017 London Classic Car Show/HMI are now available from the show website – thelondonclassiccarshow.co.uk – and start at £24 for single adult entry (£27 on the door on the day). Gala evening standard entry costs £42 or for access to the Grand Avenue Club, where the interviews take place, tickets cost £70.

 

To get a flavour of the event have a scan through Simon Hildrew’s stylish photopgraphy from 2016; go along, you will not regret it.

John Brooks, February 2017

 

 

A Recollection of Times Past

2016 JB General

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.

2016 JB General

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

2016 JB General

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.

2016 JB General

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

John Brooks, May 2016

The Crest of a Wave

In recent years the films, Truth in 24 have quite rightly paid tribute to the fantastic victories scored by Audi in 2008 and 2011, against all odds. However even those achievements are dwarfed when set against the performance of Jacky Ickx, Jürgen Barth and Hurley Haywood some 35 years ago.

The story of how this trio climbed from 42nd place to win against a huge squad of Renaults is an epic one and the drama continued right to the final lap as the Porsche’s engine suffered piston failure while in the lead. Jürgen Barth coaxed the 936 round the track twice to take the flag while one cylinder was blanked off.

Jacky Ickx’s contribution was recorded by the Great Man, Norbert Singer, in his book 24:16

“Ickx amazed us all. He was in the car for more than seven and half hours during the night, and he broke the lap record time after time in the dark. He spent a total of eleven hours in the car, having taken it over four and half hours after the start. Later he told us that it was the hardest race of his life.”

Real Men, Real Racing………….that is the Truth in 24.

John Brooks, June 2012

Landing Lights

The last of the treasure from the Michael Keyser archive, this time back some 40 years to 1972………..a time of Ferrari, Jacky Ickx and Mario Andretti………………