Tag Archives: Pedro Rodriguez

Another Classic NEC Classic Show

One of the highlights of the UK Classic scene is the Lancaster Insurance Classic Motor Show, despite its NEC venue. It is heavily rooted in the fine work of the enthusiasts’ car clubs and not some dealer driven event. There is so much to admire it is almost an overload but fortunately our Special Correspondent was on hand to bring to our attention some of the rare and interesting…………..

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The post-war Healeys, powered by the 2.5-litre Riley engine and manufactured by the Donald Healey Motor Company at the Cape, Warwick, were formidable sporting cars.

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This example was one of two works Westland –bodied cars which ran in the 1949 Mille Miglia. Driven by Geoffrey Healey and Tommy Wisdom, it won the over 2,500 c.c. Touring class, beating a works Alfa Romeo 6C 2500 Freccia d’Oro (Venturi/Sanesi) and a works Bristol 400 ( H.J.Aldington/Count Lurani).

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The other Healey came 4th in class driven by Donald Healey and Geoffrey Price, who was the Service Manager at the factory.

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Healeys grew into Austin-Healeys and the big 6-cylinder car became a tough competitor in the international rallies. This was Pat Moss’s pet car and she used it in 1960 to win with Ann Wisdom the notorious Liège-Rome-Liège rally, a 96-hour non-stop marathon.

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This is one of two prototypes, the other a convertible, the last Jensens to be designed by Eric Neale. They were both powered by the Chrysler 383 V8 engine and this car was built in the winter of 1965/66. The design never reached production because, at the time, Jensen was in the process of being taken over by the “Norcross Group” and their own designer, Kevin Beattie, chose to have Jensen’s next car designed in Italy…..the well-known Interceptor.

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Sunbeam Rapiers were very active in competitions and Rootes had agencies all over the globe. The Rodriguez brothers, Ricardo and Pedro, drove two of these cars to a dominant 1-2 in the 1600 class in the 1961 Carrera Cuidad de Mexico.
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By 1932 sales of the hitherto successful Singer Junior (introduced in 1926) were dwindling and the company needed a new model. An excellent engineer, Leo Shorter, joined in 1932 and soon increased the capacity of the Junior’s overhead camshaft engine from 848 c.c. to 972 c.c. giving it an RAC rating of 9h.p. This car was the Junior Special and it heralded the famous Singer Nine series.
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This 1934 Rover Twelve Sports Saloon with a 4-cylinder 1496 c.c. ohv engine was supplied by the Leicester Rover agents to Sydney Clutterbuck.

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Being a keen rally driver, he entered the car for the RAC Rally in March and it was specially prepared with non-standard items such as knock-off wheels, larger headlamps etc. Despite wintry conditions, it successfully completed the rally at Bournemouth.
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Originally a 4-cylinder P6 Engineering Development car, it was heavily modified for racing and was fitted with a 4.3 Traco-Oldsmobile V8. From April 1970 it competed in eight races driven by Roy Pierpoint, winning at Castle Combe and at the Silverstone 100-mile Saloon race.
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The first car from Dagenham, the Ford Y-type which sold as the £100 Popular.

David Blumlein, January 2016

A Fork In The Road


There comes a point in all our lives when we reach a crossroads, the road we take determines our future, rarely do we have the chance to go back. Often we are not even aware that the choice has been made or is really significant. For me this position was reached some 40 years ago and certainly at the time I was oblivious to the consequences. However if I had not taken that course back then, it is highly unlikely that I would be writing for you, the audience, today.

Siren Song

1971 was the year when I really caught the motorsport virus, from that small start I have ended up making some sort of career out of the sport, but it is at that time that I passed the point of no return. I had been following the glamorous and seductive racing scene second hand, reading everything and anything I could about this world, so unlike my own life as a rather dull-witted schoolboy. Some of my contemporaries found their escape in Hollywood, I found it at Le Mans, at Monaco, at Nürburgring, anywhere that racing happened. Autocar, Motor Sport, Autosport and other long forgotten titles were devoured eagerly, I can still remember race results from 1969, when now I get confused about what happened ten minutes ago. I had actually managed to attend the 1970 British Grand Prix, seeing Jochen Rindt score a last lap victory over Jack Brabham but the following year I was geared up for seeing as many races as I could.


Everyone has heroes, especially when we are younger, they are those that we look up to and imagine that one day, we too might acquire some of the qualities that we admire. Back then my heroes were two drivers, Jo Siffert and Pedro Rodriguez, I was inspired by their performances in arguably the greatest sportscar of them all, the Porsche 917. I would read the race reports, especially in Motor Sport, from Denis Jenkinson, Michael Cotton and Andrew Marriott, the last two I would later become friends with. I simply HAD to go and see these guys race that year, the situation was given an urgency by the crazy decision of the FIA (where have we heard that before?) to scrap the 917s and 512s. There was only one solution, as I was too young to drive, I would get the train and bus to Brands Hatch. It was only on the other side of London.

March Hare

The calendar in 1971 had several international races held at the fantastic Kent track. First up for me was the Race of Champions. Back in the dark ages BE (Before Ecclestone), there were non-Championship Formula One races, so you could get to see the Grand Prix circus several times in a season, especially if you lived in England. OK, not all the F1 regulars turned out but that was also the case at some Grand Prix, especially the far flung ones, there was no FOCA package back then. One thing that has not really changed in 40 years is the grim weather, cold, damp and grey, that bit of Brands Hatch in March remains a constant. The front row had Jackie Stewart’s Tyrrell on pole with Denny Hulme alongside in his McLaren and completing the line up was Clay Regazzoni in the delicious Ferrari. There were former and future World Champions Graham Hill, John Surtees and Emerson Fittipaldi in the field but my two heroes were missing, both on Gulf 917 duty at Sebring. A couple of things stuck in my mind from that race, the variety of noses on the cars with wild variations ranging from the Brabham BT34 “lobster claw” to the March 711 “tea tray”, did any of them really work? That day also saw the début of the Lotus 56B powered by a Pratt & Whitney gas turbine, one of Colin Chapman’s ideas that worked as an Indianapolis 500 car but was not suited to the Formula One world. I cannot remember much about the race, except that Ferrari and Regazzoni won it.

Gloria in Excelsis Deo

A few weeks later and I was back at Brands Hatch for the BOAC 1000 Kilometres, now I would get to see both Siffert and Rodriguez and the Gulf Porsche 917s. These guys would see off the opposition for sure, but as I would find out, life is not that simple. The weather was similar to the previous race and near freezing point. I thought, perhaps it is always like that in Kent. The field was a bit thin, frankly. The pair of Gulf 917s were backed up by two Martini & Rossi cars  and  privately entered 1970 spec 917. Against this line up was a lone Ferrari 312P and a brace of Alfa Romeo T33/3s run by Autodelta. Even I could see that the rest of the field of upgraded 512Ms and 2-litre prototypes would have real chance in the race.


Midday saw the race get underway and immediately my version of the script was proved wrong, with Ickx and the Ferrari taking the lead with the two Blue & Orange 917s in pursuit from the Alfa Romeos. Soon the natural order of things was restored as the Ferrari disappeared for several laps leaving the Mexican star leading his Swiss team mate, this was more like it. Then after an hour or so I went tramping around the track and  noticed that the #7 Porsche was missing, after a while I found it parked up at Dingle Dell. I read later that the fuel filter had been clogged up with debris from an experimental pit refuelling system that the team were trying for the first time. Siffert too was having problems with changing tyres, an new alloy hub had expanded meaning that getting the nuts undone and done became almost impossible. JW Automotive had comprehensively shot itself in both feet. The upshot of all this was to hand Alfa Romeo its first international motorsport victory in 20 years. It looked as if Rolf Stommelen and Toine Hezemans, with a lap advantage over Andrea de Adamich and Henri Pescarolo, would be the heroes for Autodelta but the race had one final twist. A suspected piston failure halted the leading T33/3 in a cloud of smoke. Some 30+ years later I was enjoying the company of Hezemans, father and son, in a bar, where else? I happened to mention to Toine about seeing him all those years before at Brands Hatch. His answer was a stream of invective directed at Carlo Chitti, who he blamed for all the car’s problems, the competitive fires still burn. Of course being Toine this was also very funny, being almost paralysed with the combination of beer and laughter is the only thing I can recall from that evening. Long may he go on.


I had seen the Men and the Machines but there had been no fairy tale victory. Indeed things would take a very dark course for the rest of the year. The British Grand Prix was due to be held at Silverstone and I had persuaded a neighbour to let me come along with him. The BRMs that both Rodriguez and Siffert drove were competitive that season, arguably the last year that could be said. So I was really looking forward to seeing them take the fight to Jackie Stewart. Of course that did not happen, Pedro had decided to accept a drive the weekend before in Herbert Müller’s Ferrari 512 at the Norisring. Early in the first race a front tyre punctured, the Ferrari went out of control and hit a concrete wall. The impact destroyed the car and Pedro died soon after from the injuries received in the accident. Back then there was no internet, no TV news channels, so I did not hear anything about  the death of the Mexican till a few days later when I was back at school, it was very unreal, unbelievable. Of course it was very real and all too believable. Two BRMs lined up at the Grand Prix instead of three and I had almost lost interest in the proceedings. It was a dull race dominated by Jackie Stewart but at least it was a proper summer’s day at Silverstone. No Pedro though.


Later that summer the news arrived regarding the cancellation of the Mexican Grand Prix due to be run in October. A replacement event was put together, The Rothmans World Championships Victory Race, to be held at, yes, Brands Hatch. Another chance to see Formula One, in my back yard, this race was to be held in the honour of the new World Champions, Jackie Stewart and Tyrrell. Jo Siffert had stepped up to the plate after the death of his team mate and had won the Austrian Grand Prix, as well as taking the lead role in Porsche’s Can-Am campaign. So he was one of the favourites for the last race of the year and indeed started from pole position. My mate James and I made another journey by train and bus to arrive in time for the race. We wondered over to South Bank to the point where the cars head out of the stadium onto the Grand Prix loop. It was a beautiful sunny day, generally a good way to sign off a difficult season. When the cars reached us on the first lap, a BRM was leading but the helmet was a dark blue and not the red and white of the Swiss flag, it was Peter Gethin not Jo Siffert.  The Swiss driver had a problem at the start and was down in 9th place. Gradually he climbed through the field up to 4th, then on lap 15 he accelerated away out our sight and never came back. It is thought that the rear suspension had failed at Pilgrims Drop, pitching the car into a bank where it rolled and collected a marshals’ post and then it exploded in flames. Attempts to rescue the unfortunate Siffert failed and he was asphyxiated in the delay, his only other injury was a broken ankle.
From our viewing point at the bottom of the circuit we could see nothing but it was clear that something was very wrong. We were advised that racing was done for the day (it was not) and to go home. So we trudged to bus stop and joined the queues, over 40,000 had turned out that day.  I still had no idea what had happened until arrived back at my house, my father broke the news to me. Another bad day.

Is it not passing brave to be a King, and ride in Triumph through Persepolis?

The year ended with death of my two heroes and the end of the endurance career of the Porsche 917. I have to admit that my interest in the sport dipped for a while as I struggled to understand the events of 1971, but motorsport is like a drug, once you are hooked you never really get over it. The year had seen the release of the film “Le Mans” which of course I had to see, and I did several times. The 917s and 512s, the stars, Le Mans, and some of the greatest action footage ever shot. The ACO should thank Steve McQueen every day that the sun rises, the coolest guy on the planet made the coolest movie about the coolest race. Even the sparse dialogue contained some philosophy that helped me to understand the motivation of drivers like Siffert and Rodriguez, in the face of almost certain death or injury.
“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.”
Michael Delaney’s words struck a chord with me, perhaps such a simple statement could explain why I am still chasing the sport some 40 years later. On balance I think I took the right road back then, there has been no looking back.



John Brooks, February 2012

Speed Merchants

The few of you who read this blog regularly will know of my enthusiasm for the work of Michael Keyser. Aside from anything else he has the good taste to purchase images from me. Michael had a pretty handy record as a driver, including an outright win at Sebring, he has published many works which capture the essence of endurance racing in the early 70’s. So as the Sun is on its way towards Daytona Beach to herald another 24 Hour race, it is perhaps appropriate to look back to 1970 with the aid of his pictures.

1970 saw a brilliant, if brief, struggle between Porsche and Ferrari with the 917 and 512. The first encounter of the year was on the banking in Volusia County. Five Ferrari 512 entries took on two Gulf JWA 917s, add to this two NART Ferrari 312P coupés, two Matras, another 917 from Porsche Salzburg, and let’s not forget the Volvo 122S. I somehow doubt that in 42 years time the contemporary grid will inspire as much affection or interest………..

Much is made this year of the line up of driver talent that will be on display at the 2012 Rolex 24 and rightly so. However I think that the crop in 1970 was every bit as good, if not better………in no particular order.

Pedro Rodriguez/Nino Vaccarella/Jacky Ickx/Mark Donohue/Peter Revson/Vic Elford/Gijs van Lennep/Dan Gurney/Jean-Pierre Beltoise/Henri Pescarolo/Francois Cevert/Jack Brabham/Jo Siffert/Brian Redman/Mario Andretti/Arturo Merzario to name but a few……….F1 World Champions, Grand Prix Winners, Le Mans Victors, Indy 500 Champs…………what a line up

The race was a triumph for the Rodriguez/Kinnunen/Redman Gulf Porsche who had a winning margin of 45 laps. The crowd were kept entertained by a right old dust up for second place with the Siffert/Redman 917 just shading the 512 of Andretti/Merzario. Gianpiero Moretti made his Daytona race debut and had to wait another 28 years to win the race he coveted above all others. As if to reinforce the cosmopolitan nature of the event a Ferrari 250LM, at least 5 or 6 years old at that point, finished seventh overall and the Volvo retired.

One thing is certain, the 2012 race will be much closer…………….

All the images are courtesy and copyright of Michael Keyser and more can be seen HERE

John Brooks January 2012

40 Years Gone


Forty years ago, in the summer of 1971, I was eagerly anticipating the British Grand Prix. It was to be held the following weekend at Silverstone. In particular I wanted to support my heroes, Pedro Rodriguez and Jo Siffert, team mates at BRM and JW Automotive.

I had been lucky enough to see them both racing the Gulf sponsored Porsche 917Ks at Brands Hatch earlier in the year.  A great day, seeing both drivers and the Porsches in action.

Having said that there was no repeat of the legendary 1970 performance from the Mexican. Despite damp conditions that Pedro usually revelled in, it was an Alfa Romeo T33-3 driven by Andrea de Adamich and Henri Pescarolo that took honours that day.

However for Silverstone it would be an BRM P160 for both Pedro and Seppi. The Tony Southgate designed car was realising some of the enormous, and usually wasted, potential of BRM.

Except that Pedro did not make it to the British Grand Prix. He accepted a chance to race a Ferrari 512M at the Norisring and was killed in this minor event. It seemed inconceivable to me but back then motor racing was a blood sport, it killed its heroes.

As if to drive this point home, three months later I was back at Brands Hatch for the Victory Race, celebrating Jackie Stewart’s second F1 World Championship. A few laps into the race the whole place went quiet, there had been an accident, that was all I knew. I took the train home to learn from the evening news that Jo Siffert had been the latest victim of the dangerous occupation of driving racing cars. Both heroes were now gone, the 917 was a thing of the past, it was the end of an era for me and for many others.

John Brooks, July 2011