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 pastin search of treasurewe 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.
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
“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.”
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
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!”
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.
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.
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
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.
DDC’s Simon Hildrew made the trip to the tip of Italy to bring us this wonderful gallery………………Bella Vista!
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.