The Bulletin of the British Racing Drivers` Club | Volume 30

Transcription

Bulletin
Of the british racing drivers’ club
Bulletin Of the british racing drivers’ club
Volume 30 No 3 • AUTUMN 2009
Stirling Moss, Monsanto, 23 August 1959
THE BRITISH RACING DRIVERS’ CLUB
President in Chief
HRH The Duke of Kent KG
President
Damon Hill OBE
Chairman
Robert Brooks
Directors
Ross Hyett
Jackie Oliver
Stuart Rolt
Ian Titchmarsh
Derek Warwick
Nick Whale
BULLETIN
16
BRDC Bulletin Editorial Board
Ian Titchmarsh, Stuart Pringle, David Addison
16
30
22
24
32
32
34
Design
Damion Chew
www.brdc.co.uk
26
30
© 2009 The British Racing Drivers’ Club. All rights in and relating to
this publication are expressly reserved. Nothing in this publication may
be reproduced in whole or part without prior written permission from the
BRDC. The views expressed in Bulletin are not necessarily those of the
editor, the BRDC or the publishers.
Produced by
Barker Brooks Media Ltd
Barker Brooks House
4 Greengate, Cardale Park
Harrogate
HG3 1GY
Tel: 01423 851150
email: [email protected]
www.barkerbrooks.co.uk
18
19
Photography
LAT, Jakob Ebrey, BRDC Archive, Peter McFadyen
Sponsorship and advertising
Leon Ward
Tel: 01423 851150
04
10
Editor
David Addison
BRDC
Silverstone Circuit
Towcester
Northants
NN12 8TN
CONTENTS
09
Club Secretary
Stuart Pringle
Tel: 01327 850926
PA to Club Secretary
Becky Simm
Tel: 01327 850922
OF THE BRITISH RACING DRIVERS’ CLUB
54
38
40
44
PRESIDENT’S LETTER
48
NEWS FROM YOUR CIRCUIT
52
BUTTON PUSHED
54
GLOBE-TROTTING
56
GOLD RUSH
61
SILVER DREAM RACERS
62
STAR GAZING
64
FIT CLUB
66
EIGHTY NOT OUT
68
BRITISH GRAND PRIX
70
Damon Hill
The latest news from Silverstone Circuits Ltd
Jenson Button’s Formula 1 lead is shrinking
Members are winning all over the world!
The BRDC Gold Star
The BRDC Silver Star
The BRDC Rising Stars are achieving encouraging results
The BRDC Superstars have been training hard...
Sir Stirling Moss OBE is 80 this year
Photographic memories of the weekend
I CAN’T GET NO SLEEP
The Le Mans 24 Hours produced a dramatic race
SO NEAR BUT...
Ginetta made its Le Mans debut and was looking good until
Sunday morning
TEACHER AND PUPIL
What does driver training actually mean?
LIFE AND TIMES
National racing legend David Brodie
UNDER THE SPOTLIGHT
BTCC ace Colin Turkington
ARMCHAIR COMMENT
Truck racing produced many tales in the 1980s
IN THE AIR
The World Aerobatic Championships came to Silverstone
ROAD TEST
The new McLaren P11
OBITUARIES
Remembering deceased Members and friends
SECRETARY’S LETTER
Stuart Pringle
TELLING THE STORY
In-depth captions to the archive images
BETWEEN THE COVERS
The latest book reviews
FROM THE ARCHIVE
More nuggets have come to light!
MEMBER NEWS
A round up of other activity
WHAT’S ON
Club and regional events
Front cover
Mark Webber is finally set to be a Grand Prix winner. Starting from pole
position at the Nurburgring for the German Grand Prix, Mark makes a
sluggish getaway and is challenged by Rubens Barrichello on the run to
turn one. Mark defends but contact is made and the stewards rule that a
drive-through penalty should be served as a punishment. Mark’s groan is
almost audible as it seems his chance of a maiden win is slipping away,
but this is to be the drive of his career. Mark storms back into contention
and dominates the race to crush the opposition and give Red Bull its third
win of the season. (Photo LAT)
Back Cover
Jamie Green secures a second Norisring DTM win in a row and his first in a
year-old Mercedes. Running third with four laps to go, Jamie chips his way
to the front passing the Mercedes of Bruno Spengler and Timo Scheider’s
Audi with a lap to go. (Photo LAT)
BRDC Bulletin Vol 30 No 3
3
DAMON HILL OBE
PRESIDENT’S LETTER
D
ear Fellow Member,
Welcome to the end-of-summer BRDC Bulletin.
As the racing seasons in all categories come
to their climaxes, the challenge of driving on the limit
becomes just that little more meaningful. For some, they
realise this just might be the last shot at a title, whilst for
others, they are simply trying to impress enough to race
again next year. Digging that little bit deeper will bring
them closer to discovering something that perhaps they
didn’t know about themselves; discovering exactly what
they are made of. Surely this is key dimension that defines
all sport? For those who question that motor sport is a
‘true’ sport, I only wish they could ride with those title
challengers for a few laps. I think they might then take a
different view.
But, for all the joy of motor sport, there is also the
sadness. I am sure that I can say on behalf of all Members
that we send our sincerest sympathies to John Surtees
and his family. Henry Surtees’ s name will always be
remembered with respect and affection by everyone in
the BRDC.
As for the business, we had a successful first half of the
year. The EGM result also brought a much needed boost
to the confidence of the Board and, dare I say it, to the
sense of unity in the Club. I have no doubt that members
want to be proud of their membership, but they are
concerned about the damage to the reputation of the
Club through (I’m sure) well-intentioned criticism of the
4
democratically elected Board. It is an imperfect world, and
we are no exception, but we keep trying.
I’m sure I have said this before, but if the BRDC is in the
circuit business, then we should be ambitious to create
the best facility for the sport. There is always room for
improvement, so we either accept that challenge and
meet it head on ourselves, or, if not, then we should
transfer it to those who are prepared to take on the risks.
I think it would be wrong to simply hold on to the asset,
without the sincere desire to make the best of it. The
Board hopes that a deal can be made which will alleviate
all the angst which has plagued the Club for the last few
years, and leave a legacy for motor sport in this country of
which the BRDC can rightfully and proudly claim to have
been instrumental in creating.
It seems superfluous to add that I am as keen to see
how the next few months evolve, as anyone.
Damon Hill OBE
President, BRDC
Hockenheim, 27 July 1990
Now you see him, now you don’t. Blink and you would
have missed Damon’s participation in the Formula 3000
championship race preceding the German Grand Prix. In the
Middlebridge Racing Lola-Cosworth T90/50 he is seen here
securing his third pole position in a row despite his car being
“weighed more often than a baby in a maternity ward” to
quote Autosport, and an interview with race officials to collect
a US$2000 fine for a flag offence. Triumph over adversity
can only last so long, however, and as he leads the field into
the Nordkurve at the start of lap two, Damon spins off into
retirement. It really encapsulates Damon’s season in which
he leads five of the races, has three pole positions, sets two
fastest laps and yet at the end of the year has a solitary second
place, at Brands Hatch, to show for it all.
(Photo LAT)
Ian Titchmarsh
Proud supporters
of historic motor racing
Sponsor of Le Mans Classic; Grand Prix de Pau;
Classic Endurance Racing; Gstaad Classic.
A private bank unlike any other.
A record of dynamic growth.
Built on giving clients the service
they expect and deserve.
Practitioners of the craft of private banking
Photo: François Veillard
EFG International’s global family of private banking businesses operates in 55 locations in over 30 countries. These include London, Zurich, Geneva, Paris, Monaco, Luxembourg, Stockholm, New York, Miami, Toronto,
The Bahamas, Buenos Aires, Dubai, Hong Kong and Singapore. www.efginternational.com
Le Mans-winning Bentleys, Mount St Gardens, Mayfair, June 1929
GP2 Series Telmex Arden International
Spinnaker Tower, Portsmouth
BRDC Clubhouse, Silverstone. © Jakob Ebrey
BT Tower, London
Somerset House, London. © David Morrell
A.C. Entertainment Technologies Ltd. are proud to be a
Patron of the BRDC’s exclusive Rising Stars Programme.
A.C. Entertainment Technologies Ltd. and A.C. Special Projects Ltd. are sister companies within the "A.C. Group".
John Madejski Garden,
V&A Museum
Park Plaza County Hotel, London
The rights and ownership of all trademarks are recognised. The information contained herein is correct at the time of printing. E&OE.
NEWS FROM YOUR CIRCUIT
NEWS FROM SILVERSTONE CIRCUIT
Much is happening to make Silverstone ready for a Grand Prix in 2010 as Richard Phillips explains.
I
suppose I should be used to the intrigue that
revolves around F1, but the surprises keep
coming! One year we are amongst the worst
circuits in the world and the next we’re amongst
the best. So what’s changed? Is it our ability to
pull a weekend crowd of over 300,000 during a
global recession when other circuits are suffering?
Perhaps it’s to do with our organisational skills and
ability to put on a great show? Or it could be the
fantastic support of the teams, press, drivers and
fans combined. I suspect all of these factors have
contributed to the ‘U’ turn and reinstatement in the
game. However, cynically, I suspect it has more to do
with the lack of progress at Donington and the need
for a British Grand Prix.
Nevertheless three months on and we are none
the wiser. Thank heavens we have taken measures to
improve our core motorsport offering, are investing
in new circuit and have diversified the business and
pushed the Development Brief through. At least these
are things we have more control over. Do we want
the Grand Prix back? Of course we do! But it must be
achieved sensibly.
Five years on and we find ourselves at a crossroads.
The Club, rightly, wants to focus on all the things that
the world’s most prestigious Club should be focussing
on and the business wants to expand and finally
establish Silverstone, not only as a national asset, but
also firmly amongst the best venues and sporting
brands in the world. I think most of us are in agreement
that this can only be achieved by a degree of separation
and outside investment. However, we are a family and
the ties should never be broken, independence yes, but
the relationship should be treasured.
9
FORMULA 1
The Formula One season has continued to produce drama and many talking points as
hat a summer! What a change of pace!
First, F1 found Peace in its Time; then, as if
in celebration, one Mark Alan Webber, of
Queanbeyan, NSW, Australia (not to mention old
Docko’s ultra-slick F3 operation in the Silverstone
complex) finally won the F1 race that had always been
due.
The shame was that all this came after the
Santander British Grand Prix and not before it.
Actually, to be precise, I think Silverstone and its great
heritage can take credit for being the catalyst that
induced the tripartite agreement between CVC, the
FIA and FOTA. There was a stormy atmosphere at
Silverstone throughout the weekend – an unsettling,
undeniable feeling that, if it could happen here, at the
birthplace of Formula One, it could genuinely happen
on a Monday morning afterwards. That realised, the
powerbrokers began their broking.
If nothing else, looking back, the Gathering Storm
was a reminder that the F1 world is but a microcosm
of the real one. Combine large amounts of money
with the human ego, conspicuous materialism and
an element of competition and you have the reasons
behind every conflict in the history of humanity.
Over the years, since 1981, to be sure, F1 has
managed to avoid self-destruction; this year, for
reasons I won’t go into on these pages because I
know that you’d all prefer to read about the racing,
we were on the verge of it. Thus the atmosphere at
Silverstone.
I, therefore, spent much of my time over the British
GP weekend trying to remember the basics of why
10 BRDC Bulletin Vol 30 No 3
explains.
I love my sport. I wandered down to the BRDC Farm
– to a lower-key outpost on the inside of the Abbey/
Club chicane. The sun shone weakly through the grey
sky; the newly-mown grass was damp under foot.
There around me, though – saying, “Hi” unexpectedly
– were a bunch of beautiful old racing cars, not the
least of which was Peter Arundell’s exquisite 1962
Formula Junior Lotus 22. Given that Peter had passed
away but a week before the Grand Prix weekend, and
had died in a caravan park, I was suddenly able to
gain some sort of renewed perspective: as depressing
as the current situation then was for Formula One,
and as strained as the conversations were in the
paddock area and in the BRDC clubhouses, a great
racing driver like Peter Arundell had lived and died
and was now here in sprit, in that beautiful little Lotus.
I remembered the day I’d first seen a 22 – at Warwick
Farm, Australia, in late 1963. Leo Geoghegan drove his
FORMULA 1
Red Bull enjoyed an excellent
summer with Mark Webber, top
left, scoring his first Grand Prix win
in Germany and Sebastian Vettel,
bottom left, taking his first dry win
at Silverstone. McLaren’s season
picked up in Hungary, left, where
Lewis Hamilton took a convincing
win, but the Brawns have struggled
of late. At Silverstone, right, the
cloudy skies and cooler temperatures
were blamed for both cars struggling
to get the best out of their tyres
(Photos LAT)
black Team Total 22 to victory in the Australian Formula Junior Championships – all
straight arms, short-sleeved black polo shirt and chromed suspension and exhaust.
I was captivated as I watched from the outside of the hairpin; I was enchanted by
Leo’s polish and flair.
Why do I love my sport? Because of people like Leo, and Peter Arundell – who
I never met, to my ever-lasting regret – and Jim Clark and Graham Hill and Frank
Matich and Carlos Reutemann and Lewis Hamilton. And because of hundreds
more like them. And – I reminded myself as I wandered on the grass, taking in a
Cooper-Climax here or a Brabham-Repco there – I still love it. It was just that, that
weekend, we all had to work a little harder to find the things we loved.
Thus I returned to the F1 paddock for British GP qualifying. To see the very fast
Sebastian Vettel maximize the best car in the field. To see Mark Webber at home on
a circuit at which he has always excelled. To enjoy – yes – the fundamentals.
BRDC Bulletin Vol 30 No 3 11
FORMULA 1
Sebastian did not disappoint – and I think
I have it now: he is a driver of enormous
suppleness and feel – a Senna more than a
Prost, a Lewis more than a Fernando. If we
still had mechanical gearshifts and if the
drivers were still obliged to heel-and-toe,
Sebastian would be the driver with the perfect
synchronisation and the insatiable need to
select every gear on the stairway down from
seventh to first. There would be no jumping
from fifth to third or from fourth to second for
Sebastian. Deliberately missing a gear – even
a down-shift gear – was for drivers like Senna
tantamount to playing a wrong note in a
concerto.
Next to Seb, Mark Webber is slightly
less refined, slightly harsher. We’re talking
degrees here, in a spectrum of 100 per cent;
we’re talking whispery-fine details. Around
Silverstone, though, with its cambers and its
cross-winds and its ultra-fast ess-bends and
its sweepers - and then with its slow, tedious,
frustrating sector three - around these corners
Sebastian did not disappoint – and I
think I have it now: he is a driver of enormous
suppleness and feel – a Senna more than a Prost,
a Lewis more than a Fernando.
Kimi Raikkonen, below, was
blamed by Mark Webber for
spoiling his final qualifying
effort at Silverstone, although
Sebastian Vettel always seemed
to have the edge that weekend,
suggesting Mark would have
struggled to grab pole. Kimi
was overshadowed by Felipe
Massa at the start of the season
but picked up his pace to win at
Spa to indicate that the Ferrari
is becoming a faster car and,
after his Brazilian team-mate’s
accident in Hungary, has been
partnered by Luca Badoer and
Giancarlo Fisichella (Photo LAT)
it is about compliance – about dealing with the
unexpected; softness is what the Silverstone
lap is all about.
Okay. Mark found a wayward Kimi on what
would have been his quickest Q3 lap. Mark
could have been on the front row. Mark could,
perhaps, even have taken pole. There was a
pattern, though – and that pattern seemed
irrevocable: every time Mark was quick at
Silverstone, his Red Bull armed with a fresh set
of tyres and/or a lighter fuel load, Sebastian
was always a fraction quicker. Every time. In
every session.
I should also pay tribute here to Adrian
Newey, the designer whose cars have just
FORMULA 1
It wasn’t surprising to see Rubens do more
with the Brawn than Jenson under these conditions.
If they can’t live with oversteer and they’re not
generating tyre temperature, drivers like Jenson
Button are never going to find a sweet spot.
One of the features of the season
has been the turbulent look of
grids or finishing orders. Renault,
Force India and Toyota, seen
squabbling at the Nurburgring,
left, have all had moments at
the front of the field, although
Fernando Alonso’s pre-race spin in
Germany raised eyebrows for the
wrong reasons. Meanwhile, after
Jenson Button’s amazing start to
the season, life has become harder
since Silverstone. He maintains his
championship lead but more wins
are necessary to secure the title,
below (Photos LAT)
about always been quick at Silverstone. Think
Leyton House March and Ivan Capelli or Nigel
Mansell and the Williams FW14B and you have
the Newey snapshot. And I guess about the
greatest tribute you can pay Adrian is that this
year’s Red Bull is not only an aero work of art
but is also driveable: it is effectively packaged;
it is reliable; and it is comfortable even for a
driver as tall as Mark Webber.
The Red Bull alone generated optimum tyre
temperatures at Silverstone; that, too, was
clear. If you spoke to Ross Brawn about this,
or to Jenson Button or to Rubens Barrichello,
they would answer in terms of historical fact.
“Yes,” they would say, “but we’re not surprised:
it was cold in Shanghai, too, and the Red Bulls
had much better tyre temperatures that day,
too. We’ve done well in the heat, so it’s swings
and roundabouts.”
That is basically F1-speak for, “We don’t
know why we’re quick or why we’re slow but
we’ll take it anyway”. The statistics don’t lie, of
course, but you would have thought that a
team as good as Brawn – make that a team
with a car as good as the Brawn – would by
now have worked out how to make their car
perform in Silverstone conditions (which, I
should point out, were not that bad: we’re
not talking frost on the ground here. It wasn’t
wet and it wasn’t even cold in terms of
ambient. The wind was a bit whippy, that’s all:
there was some grit and dust about but, for
England, the weather was relatively good).
It wasn’t surprising to see Rubens do more
with the Brawn than Jenson under these
conditions. You can talk all you like about
“home advantages” and “the energy of the
FORMULA 1
crowd”; if they can’t live with oversteer and they’re
not generating tyre temperature, drivers like Jenson
Button are never going to find a sweet spot. Rubens,
happier to live with some oversteer, particularly in
corners like Copse and Becketts in sector one, found
as a result that he had more tyre temperature for
sectors two and three than Jenson could even dream
about. The championship leader was just about
there on the Bridgestone option with late-race grip
levels but on the prime – a tyre Brawn was obliged
to use for its long middle stint – Jenson was shouting
phrases like, “We’re skating around on ice” down the
radio in order to vent his frustration.
Seb Vettel walked it, of course, and Mark was a
good second. It was a straightforward race. As I left
Silverstone, though, I wondered what dear old Peter
Arundell, or Tony Maggs (who also passed away
recently) would have made of it all. Their memories
had re-directed me; and, for a few moments out
there at Becketts, as I watched Mark Webber and
Sebastian Vettel, Fernando Alonso and Lewis
Hamilton, I had almost returned to basics. Then,
when it was all over, and you were confronted with
the latest political news from wherever, it was as if
Force India made people sit up
and take notice when Adrian Sutil
qualified seventh in Germany but his
race was spoiled because of contact
with Kimi Raikkonen’s Ferrari. Better
was to come for the team in Belgium
with pole and second in the race
from Giancarlo Fisichella (Photo LAT)
This was an astoundingly stupid mistake for Fernando
to make on a weekend when the team could have scored
serious points: given that Fernando would also spin on the
warm-up lap of the race, I can only say that Fernando is
again guilty of over-confidence.
the action itself had been but a façade. It was back
to good old greed and envy…
…for a while. Then came signs of peace – genuine
peace. The parties began to talk; the stage switched
to Germany, where Sunday’s race was preceded
by a volatile qualifying session in which we saw
true speed (for the first time this year) from both
Renault and McLaren-Mercedes. Fernando Alonso
qualified second behind Mark in Q1 but then blew
it in Q2 by spinning under braking on slicks in the
semi-wet. This was an astoundingly stupid mistake
for Fernando to make on a weekend when the
team could have scored serious points: given that
Fernando would also spin on the warm-up lap of the
race, finally succumbing to the angles to which he
subjects his car when he is trying to put heat into
the tyres, I can only say that Fernando is again guilty
of over-confidence. We saw it in 2007, when he was
at McLaren, and we saw it again in Germany. Maybe
this was a sign that Fernando has indeed signed
for Ferrari in 2010. His career at Renault is winding
down, the championship is out of sight…and so the
work ethic is beginning to suffer.
Mark wheel-banged his way into the lead in
Germany and then won it with ease, despite a stopgo. Vettel for once made a mistake under pressure
in qualifying and could only finish second. It doesn’t
come any better than that, especially for Webbo. He
is an Australian athlete/sportsman in the truest sense
of the word – and only Australians know what that
actually means. Suffice to say that the first thing Mark
told me on the Monday after the race was:
“You should have seen the boys when I got
home! Shadow for sure knew that something big
had happened. He was all over the place. Never
stopped….”
“The boys”, of course, are Mark’s two dogs – Shadow
the Weimaraner and Simba the Rhodesian ridgeback.
Mark’s heart, you will gather, is squarely in the right
place.
And so to Hungary, where Lewis won and Kimi
was second…but Felipe Massa was injured so badly
that he looks to be out for the rest of the year. I drove
to the hospital late on Sunday night. Felipe’s black
Maserati was parked outside. Fans had hung Brazilian
flags around the entrance to the building. A Brazilian
TV crew fussed about with lights and microphones.
Lucas di Grassi, the Brazilian GP2 driver who knows
Felipe well, had postponed his flight home.
FORMULA 1
Jaime Alguersuari became the
sport’s youngest Grand Prix driver
when he made his debut at the
Hungaroring for Scuderia Toro
Rosso, left. It was one of a number
of talking points along with Felipe
Massa’s accident in response to
which the Ferrari team sent its
support before the race, bottom left
There is a point where you have to switch off,
because you have to do your job, but he was never far
from my thoughts
I looked up to the line of windows and tried to
imagine what it would be like: I pictured Felipe, under
sedation, and his family, anxious and nervous. In 24
hours – just like that – their lives had been shattered
by an errant part on the back of Rubens Barrichello’s
Brawn-Mercedes. The other events of the day seemed
trite by comparison.
For all that, the signs of McLaren’s resurgence had
been on display in Germany. A new (CFD-generated)
front wing finally allowed the aerodynamicists to
make some solid progress with the diffuser. At this
The actions of FOTA have made the
paddock a hotbed for news, and
kept Bernie Ecclestone (above) busy,
during the summer… (Photos LAT)
race, too, McLaren raced for the first time with a
lower centre of gravity. Their high nose had resulted
in a higher-than-usual driver location; now the
centre of the chassis had been modified. Lewis and
Heikki Kovalainen sat lower in the car. Visibility was
reduced; stability and grip levels were improved. Like
Ferrari, McLaren also took the decision post-Germany
to run its KERS system through the end of the
year. It had proved to be a significant advantage in
Germany. With more grip in Hungary (courtesy of yet
another new front wing, flown in for Lewis on Friday
night), the package would be half-way raceable.
Lewis won this one with style. He nursed his engine
revs, he nursed his tyres, he missed all those razorsharp kerbs that could have punctured a tyre (as per
2008) – and still he won with class. He climbed from
his car, sprinted up the podium stairs and stood there
in victory, sweating only slightly.
“Felipe was on my mind throughout the race,” he
said afterwards. “There is a point where you have to
switch off, because you have to do your job, but he
was never far from my thoughts. My prayers go out
to him and to his family and we wish him a quick
and full recovery.”
RACING MEMBERS
Around the World
BRDC Members continue to score results at home and away. David Addison looks at the recent months.
T
his opening paragraph should
have reported a win in the FIA GT
Championship for Ryan Sharp whose
Saleen crossed the finishing line at the
Hungaroring to claim victory. Instead, it brings
news that the kplusk motorsport Saleen
S7-R was excluded post-race for a technical
infringement, allowing the Maserati MC12 of
Michael Bartels/Andrea Bertolini to inherit the
win. Ryan was one of a number of Members
who tackled the Spa 24 Hours, although in a
G2 class Porsche 911 rather than the Saleen
which the team withdrew as points were
awarded at full distance not at each quarter
this year and it felt that wasn’t worth the
expense. So Ryan battled to second in class
Oliver Gavin starred in the Spa
24 Hours and was unlucky that
mechanical problems destroyed
his bid for a win on Sunday
morning. His Sellaslagh Racing
Chevrolet Corvette C6.R was
one of six cars vying for the
lead of the classic race in the
early stages (Photo DPPI)
behind the prodigiously fast Audi R8 LMS. Up until
Sunday lunchtime, it looked as though Oliver
Gavin may have been heading for a win as a
brilliant drive kept his Sellaslagh Racing Chevrolet
Corvette on the lead lap. An oil leak proved
elusive and too much time was lost tracing it to
keep the car in a competitive position.
Darren Turner and Anthony Davidson
shared the new generation GT1 Nissan GTR
and took third in class, Anthony’s first podium
finish since 2003! Andrew Kirkaldy and Rob Bell
took third in GT2 in their Ferrari despite an ECU
change and gearbox dramas, while team-mates
Tim Mullen, Chris Niarchos and Chris Goodwin
were sixth in class with Rising Star Phil Quaife.
Richard Westbrook was fifth in his Porsche and
won his class at the Hungaroring, too.
Richard’s FIA GT activity has kept him out of
the Porsche Supercup of late, so it was left to Tim
Harvey and Aaron Scott to uphold the Club’s
honour at the British Grand Prix where Tim took
eighth place. Members have been doing well in
the DTM, too, with Gary Paffett taking two wins
for Mercedes, Paul di Resta winning at Brands
Hatch and Jamie Green taking the honours at
the Norisring in a year-old car.
There was good news for Aston Martin
Racing in the Le Mans Series where the LolaAston Martins took a one-two-three finish with
Darren Turner in the second car and Stuart
Hall in the third, while David Brabham bagged
another win in the American Le Mans Series at
Mosport Park.
RACING MEMBERS
Ryan Briscoe won the Chicagoland IndyCar
race with Dario Franchitti fourth, although
Dario fended off Ryan and Mike Conway to
win at Sonoma.
In front of a huge crowd at Silverstone,
James Walker and Oliver Turvey finished
second and third in the Sunday Formula
Renault 3.5 Series race, Oliver having taken
third the day before, keeping James (in fourth)
off the podium. A third place for Oliver at Le
Mans was another indication of his pace.
James Walker heads Oliver Turvey at
Silverstone’s successful World Series
by Renault weekend, top left, while
Richard Westbrook enjoyed a GT2
class win at the Hungaroring in the
FIA GT Championship, above. Left,
Dario Franchitti took an excellent
IndyCar win at Sonoma, while Gary
Paffett has bagged two DTM wins for
Mercedes, the only double winner of
the season to date, far left
(Photos DPPI, LAT)
BRDC GOLD STAR
PURE GOLD
Jenson Button’s lead in the BRDC Gold Star is shrinking.
Ian Titchmarsh tells the story.
If
you keep abreast of the Gold Star points
as they are updated weekly on the new
BRDC website, you will know that Formula
1 World Championship leader Jenson Button
has been heading the table for many weeks
now, having overhauled early leader Adam
Carroll who has been sitting on the sidelines
since the 2008/2009 A1GP season came to an
end at the beginning of May. But, as in the World
Championship itself, Jenson’s lead is not what it
was after his sensational six wins at the start of
the season. Closing fast are the two Members in
the running for the IRL title: Ryan Briscoe and
Dario Franchitti. Although Ryan has one less
win than Dario (three to four), his slightly greater
consistency gives him the edge.
With the Gold Star year ending at 31st October,
this year’s Abu Dhabi F1 race will not count so
Jenson has four more scoring opportunities
whereas Ryan and Dario have just two, there
being 17 races in each series.
Also in contention, despite the
disappointments of Valencia and Spa following
so soon after his first Grand Prix victory in
Germany, is Mark Webber who, if he can end
the year in the way that Jenson began it, could
outscore all those currently ahead of him. David
Brabham’s Le Mans victory with Peugeot, coupled
with outstanding success in the ALMS with the
Highcroft Racing Acura, brings him closer to the
reckoning but even if he continues his current
winning streak into the final two ALMS races, he
will be unable to overhaul Jenson’s current total.
Jenson is also out of reach of last year’s Gold
Star winner Lewis Hamilton even if Lewis is able
to emulate his Hungarian victory with more of the
same before the end of the year. It is in the WTCC
that the other potential winner can be found in
the person of Chevrolet Cruze driver Rob Huff
who has four more chances to score points. That
said, with the reverse grid which operates for the
second of a weekend’s races in the WTCC the
chances of Rob winning all four races must be
modest despite his best efforts.
Also affected by the reverse grid syndrome are
Sam Bird and Alexander Sims in the Formula
3 Euro Series, beneficially so far as Alexander
is concerned since he was able recently at the
Nurburgring to take his first win in his first season
in Formula 3. Although both Alexander and Sam
have mathematical chances of catching Jenson,
realistically it is unlikely that either could win every
time out from now on.
Despite his recent setbacks, Jenson remains
favourite to win his second Gold Star but there are
several Members still very much in the running for
what is proving to be one of the closest Gold Star
contests for some years with two Brits and two
Aussies at the forefront.
David Brabham, above left, backed up his win in the Le Mans 24
Hours with more success in the ALMS, while Jenson Button’s Formula
1 successes help him to lead the BRDC Gold Star. Rob Huff lies
seventh thanks to his impressive season in the World Touring Car
Championship, while Sam Bird has enjoyed podium finishes in the
Formula 3 Euro Series (Photos LAT)
BRDC GOLD STAR POINTS
(AS AT 1ST SEPTEMBER 2009)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Jenson Button
Ryan Briscoe
Adam Carroll
Dario Franchitti
David Brabham
Mark Webber
Rob Huff
Andy Priaulx
Richard Westbrook
Johnny Herbert
Oliver Turvey
Lewis Hamilton
James Walker
Sam Bird
Alexander Sims
Joey Foster
Gary Paffett
Fairuz Fauzy
Robin Liddell
Marino Franchitti
Rob Bell
Justin Wilson
Allan McNish
= Dan Wheldon
= Darren Turner
26 Ralph Firman
27 Jamie Green
28 Danny Watts
= Ryan Sharp
F1
GrandAm/IRL
A1GP
GrandAm/IRL
ALMS/Le Mans
F1
WTCC
WTCC
Porsche Supercup/FIA GT
Speedcar
F3/FR3.5
F1
FR3.5
F3
F3
F3
DTM
FR3.5
GrandAm
ALMS
LMS GT/FIA GT
IRL
ALMS/Le Mans
IRL
LMS/FIA GT
Super GT
DTM
A1GP/LMS
FIA GT
204
198
174
173
154
138
136
109
105
104
85
81
77
68
60
57
56
55
52
50
48
40
37
37
37
36
33
31
31
BRDC GOLD STAR
BRDC SILVER STAR POINTS
(AS AT 1ST SEPTEMBER 2009)
1
Colin Turkington
BTCC
201
2
Jason Plato
BTCC
175
3
Mat Jackson
BTCC
159
4
Matt Neal
BTCC
152
5
James Thompson
BTCC
131
6
Aaron Scott
British GT
121
7
Stephen Jelley
BTCC
104
8
Paul O’Neill
BTCC
56
9
Piers Johnson
British GT
36
= Oliver Bryant
British GT
36
11 Martin Short
British GT
32
= Alex Mortimer
British GT
32
= Gordon Shedden
BTCC
32
14 Michael Bentwood
British GT
29
15 Adam Wilcox
British GT
26
16 Mike Wilds
British GT
19
17 Tom Chilton
BTCC
14
18 Dan Eaves
BTCC
11
19 Phil Keen
British GT
4
20 Johnny Herbert
BTCC
3
21 Lawrence Tomlinson
British GT
1
A FIRST FOR COLIN?
Colin Turkington’s excellent season in the British Touring Car Championship is
helping in the BRDC Silver Star, says Ian Titchmarsh.
E
lsewhere in this edition of the Bulletin
you can read about Colin Turkington who
has emerged as favourite to win both the
British Touring Car Championship title and his
first Silver Star. A purple patch mid-season, with
two wins at Oulton Park and another couple
two weeks later at Croft, helped Colin in his
Team RAC BMW 320si take over from Matt Neal
as front-runner.
Colin has three of his other BTCC rivals to
contend with: Jason Plato, Mat Jackson and
Matt Neal. When the last Bulletin went to press,
it was Matt Neal who led the way but a series
of modest results has caused the early season
pace-setter to fall back and it has become clear
that he is now having to play second fiddle to
team-mate Fabrizio Giovanardi’s championship
aspirations.
Among the Racing Silverline Chevrolet drivers
the team situation seems a little less clear cut with
Mat Jackson taking two wins to Jason’s one at
Silverstone. After winning first time out at Thruxton
in April, Mat has been bedevilled by one problem
after another and is probably too far behind to win
the BTCC title but on the “best of 12” basis which
applies to the Silver Star, his late surge could let
him emerge on top at the last gasp. As for Jason,
he already has a record number of Silver Stars to
his name and there can be no doubt that he will
be doing all he can to add a fifth in his quest for his
second BTCC championship.
There are only two more races remaining in
the British GT Championship so that the leading
Member from that series, Aaron Scott, is now out
of contention despite two more podium finishes
at Silverstone and Donington Park.
RML team-mates Mat Jackson
and Jason Plato have enjoyed
race wins, and a friendly rivalry,
in the BTCC, above left, while
Aaron Scott is a front-runner in
the British GT Championship.
Colin Turkington heads the
BRDC Silver Star, as well as
being a major factor in the BTCC
title race (Photos Jakob Ebrey)
Peter Gethin, Formula 5000, Oulton Park, 20 September 1969
BRDC RISING STARS
RISING TO STARDOM
The BRDC Rising Stars ranks have swelled recently, and a number of the drivers
have enjoyed great success internationally as Ian Titchmarsh explains.
BRDC RISING STARS 2009
Sam Abay
Hywel Lloyd
Daniel Ricciardo
Henry Arundel
BRITISH FORMULA 3
INTERNATIONAL SERIES
BRITISH FORMULA 3
INTERNATIONAL SERIES
Alex MacDowall
Dean Smith
RENAULT CLIO CUP UK
FORMULA RENAULT UK
CHAMPIONSHIP/PORSCHE CARRERA
CUP GB
BRITISH F3 INTERNATIONAL SERIES
Tim Blanchard
Tom Bradshaw
PORSCHE CARRERA CUP GB
Callum MacLeod
EUROPEAN FORMULA 3 OPEN
SERIES/HISTORIC FORMULA FORD
Aaron Steele
EUROSERIES 3000
Greg Mansell
Jay Bridger
FORMULA RENAULT 3.5/LE MANS
SERIES
PORSCHE CARRERA CUP GB/A1GP
ROOKIE
Will Bratt
Tim Bridgman
Michael Meadows
PORSCHE CARRERA CUP GB
Jeremy Metcalfe
Graham Carroll
Nigel Moore
Max Chilton
BRITISH GT CHAMPIONSHIP/GT4
EUROPEAN CUP/LE MANS 24 HOURS
Leyton Clarke
Sarah Moore
†Henry Surtees
FIA FOR MULA TWO CHAMPIONSHIP
Kieran Vernon
MSA FORMULA FORD
CHAMPIONSHIP OF GREAT BRITAIN
Oliver Webb
FORMULA RENAULT UK
CHAMPIONSHIP
DUNLOP SPORT MAXX PRODUCTION
CUP/INTERNATIONAL GT OPEN
GINETTA JUNIOR CHAMPIONSHIP
Lewis Williamson
Matt Nicoll-Jones
FORMULA RENAULT UK
CHAMPIONSHIP
Ollie Hancock
Oliver Oakes
FORMULA RENAULT UK
FIA FORMULA TWO CHAMPIONSHIP
Brendon Hartley
RED BULL F1 TEST DRIVER AND
RESERVE DRIVER/FORMULA
RENAULT 3.5/FORMULA 3 EURO
SERIES
Tom Onslow-Cole
BRITISH TOURING CAR
CHAMPIONSHIP
Robert Wickens
FIA FORMULA TWO CHAMPIONSHIP/
FORMULA 3 EURO SERIES/BRITISH
F3 INTERNATIONAL SERIES
Ben Winrow
INDY LIGHTS
RENAULT CLIO CUP UK/PRODUCTION
BMW
Jack Harvey
Phil Quaife
Dino Zamparelli
FORMULA BMW EUROPE
FIA GT CHAMPIONSHIP/FIA GT3
EUROPEAN CHAMPIONSHIP
Jon Lancaster
FORMULA RENAULT 3.5
Martin Plowman
Adrian Quaife-Hobbs
FORMULA RENAULT EUROCUP/
FORMULA RENAULT NORTH
EUROPEAN CUP
BARC FORMULA RENAULT
CHAMPIONSHIP
F
or the first time ever there was no
British driver among the GP2 entry
at this year’s British Grand Prix.
Quite simply, GP2 is beyond the means of
young drivers hoping, and in some cases
deserving, to make the grade to Formula 1.
The FIA’s initiative, taken up by Jonathan
Palmer’s MSV organisation, to launch a lowcost Formula 2 has been enthusiastically
welcomed but there are other powerful
single-seater categories where it is still
possible to invest much less money than
GP2 and achieve something worthwhile in
advancing a career.
Step forward Jon Lancaster, Ben Hanley
and Will Bratt, all BRDC Rising Stars and
all of whom have been enjoying a pretty
good last few months with the promise of
more of the same to come before the end
of the year. But they only rarely have the
chance to race in the UK. If you were one of
the relatively few Members who attended
the outstanding Renault World Series
weekend in July you would have seen Jon
set fastest lap in the first Formula Renault
3.5 race in only his third competitive
outing since Macau in November 2008.
This was merely the portent of things to
come as he qualified on pole position at
Le Mans a fortnight later but had to settle
for fifth place with clutch problems after
dominating free practice and qualifying.
Jon Lancaster
BRDC RISING STARS
Alex MacDowall
Two weeks later and he took another
pole position at the new Portuguese circuit
of Portimao. This time everything fell into
place and Jon took the win which had been
looking likely ever since he joined the Series
at Hungary mid-season. This late start is likely
to prevent Jon winning the championship
but, not only is he winning races, he is
beating the new Toro Rosso F1 driver Jaime
Alguersuari in doing so.
Meanwhile Ben and Will have
been winning in Euroseries 3000, the
championship from which Felipe Massa
emerged triumphant into Formula 1 back in
2001. Ben has already shown his potential
in Formula Renault 3.5 and GP2 over the last
few years and, after a disappointing end to
2008, arrived late in this year’s Euroseries
3000 but won first time out at Magny Cours.
Will, who spent last year competing in
the Spanish F3 Series, has been involved
in Euroseries 3000 from the start of the
year and made it to the top of the podium
recently at Zolder. This puts Will fourth in the
Series, one place ahead of Ben, with six races
still to run. Either could be champion.
At F3 level, in the British International
Series it is looking good for Perth’s Daniel
Ricciardo. He took two more wins (at Spa
and Silverstone) which, with several other
podiums, leave him leading the table by a
commanding 45 points with four races left.
By contrast the task facing Silverstoneresident Canadian Robert Wickens in the
FIA Formula 2 Championship is rather more
onerous. A double win in the opening races
at Valencia suggested that his status as
pre-season favourite was being confirmed.
Since then life has not been so easy with no
more wins, several non-finishes and only
two further podiums. Rob is still second in
the table to Spanish former GP2 driver Andy
Soucek, but the deficit is 22 points and there
are only six races left.
A championship which is mighty close is
the Porsche Carrera Cup GB where, before
the races at Silverstone over the Bank
Holiday weekend, just four points separated
2008 Champion Tim Harvey from the young
pretender to his title Tim Bridgman. Tim
the Younger is now in his second season
of racing with a roof over his head and
had a remarkable run of 10 successive
pole positions in the first 10 races. Not all
those poles have been converted into wins,
however, which means that the older Tim
has every chance of retaining his crown.
Mention must also be made of some
new Rising Stars: Oli Webb who leads
the Formula Renault UK Championship;
Sarah Moore, younger sister of BRDC
Superstar Nigel Moore, who is very much
in contention for the Ginetta Junior
Championship; and Alex MacDowall
who lies second in the Renault Clio Cup.
Last year’s Ginetta Junior Champion Dino
Zamparelli has recently taken his first
single-seater wins in the BARC Formula
Renault Championship, too. In 2008 10
Rising Stars won their championships; it will
be tough for this year’s group to match that
achievement but it could happen.
Alex MacDowall, top left, has
been a front-runner all season
in t he Clio Cup, while Will
Bratt has been winning in
Euroseries 3000, left. Far left,
Jon Lancaster made up for a
troubled Silverstone weekend
by winning in Hungary in
Formula Renault 3.5, while
Dino Zamparelli, right, took a
maiden BARC Formula Renault
Championship win in August
(Photos LAT, DPPI, Jakob Ebrey)
Will Bratt
Dino Zamparelli
BRDC SUPERSTARS
PERSONAL
IMPROVEMENT
The BRDC Superstars have been achieving great results on
and off-track, says Tim Harvey.
N
ew this year has been the association
between the BRDC Superstars and the
Porsche Human Performance Centre
based at Silverstone. This fabulous facility
hosts corporate driving events for Porsche
customers and has a state of the art physical
assessment and training laboratory. Many
top drivers including Mark Webber, Jenson
Button and Jarno Trulli use the expertise and
knowledge of Andy Blow, Eliot Challifour
and Pippa Alford to prepare for professional
motorsport. Indeed Mark Webber gives much
credit for his remarkable recovery from his
broken leg to the team at the PHPC.
All of the 2009 Superstars can have a
detailed assessment of their whole physical
make up. This not only gives them a greater
understanding of their health and fitness
levels but also provides advice, exercise and
nutritional plans for them to follow. This
provides each driver with both a structure and
motivation to press on with their conditioning.
The assessment itself comprises of:
• Lactate threshold and VO2 max testing to
determine aerobic fitness
• Strength testing of upper body, hand-grip
strength and explosive leg strength
• Complete body composition analysis
• Eye-sight screening to highlight any visual
abnormalities
• Reaction and co-ordination testing
• Sit and reach flexibility test
• A comprehensive analysis and consultation
on assessment results
As you can tell, this is a very scientific approach
administered by a team of fully qualified sport
scientists and experienced coaches. All the
Superstars have been hugely impressed by
the detail involved and the driving specific
elements of the tests.
The reaction and co-ordination tests are
conducted over both 60 and 300 seconds on
the Batak and Sacadic fixator machines. In this
test a random series of lights illuminate and
the driver has to use his reactions, peripheral
vision and spacial awareness to extinguish
them as quickly as possible. Scoring a point
for each successful strike gives a total score
after the time allowance; needless to say
the Superstars have enjoyed this element of
competition amongst themselves...
Some of the most interesting information
comes from the body composition analyser
(Inbody 720). This gives all the obvious data
Jonathan Adam and Riki
Christodoulou analyse their
performance as Tim Harvey
looks on. The Porsche Human
Performance Centre has been
visited by a number of the
current Formula 1 drivers and has
helped them, none more so than
Mark Webber who used the PHPC
after his pre-season accident
about height, weight, and body fat percentages
etc, but also some additional information drivers
would never otherwise know. For example there
is a muscle/fat analysis, a lean balance indicator,
a nutritional evaluation and an upper and lower
body strength indicator. This simple data can
tell a driver if he is weak in either upper or lower
body or in his left or right hand side. All the data
is referenced against World Health Organisation
statistics for age, height and gender.
It is many years since most drivers had an
eye test and certainly nothing like the one
performed in the assessment. With the latest
technology provided by Optical Express,
every facet of one’s eyesight can be tested.
BRDC SUPERSTARS
Riki Christodoulou takes to the running machine, his speed, heart rate and
breathing all being monitored as the PHPC team looks at every element
that may benefit from improvement to make a driver fitter
The PHPC tests mental agility,
above, as well as physical
strength and some aspects are
easier than others as evinced
by Jonathan Adam’s facial
expressions. The mental tests
in particular will help him to be
alert in the rough and tumble
world of the British Touring Car
Championship
If there are any aberrations either known or
unknown to the driver they will show up.
Advice on any action required is part of the
assessment procedure.
I would like to thank Andy and his team for
taking such an interest in the Superstars and
giving them an unbiased and unrivalled but
also quantitative assessment of their physical
condition. Allied to their ongoing training
programmes this has hopefully given our
Superstars a head start on the opposition.
Remembering the tank day
On another matter entirely, you will recall
that last year I organised a team building
day for the Superstars with the Army at
Tidworth, Hampshire. The day was reported
in the Bulletin and we had a challenging
and enlightening day courtesy of Egypt
Squadron of the 2nd Royal Tank Regiment.
Whilst we have been focusing on motor sport
seasons, Egypt Squadron have deployed to
Afghanistan where they have been exposed to
considerable danger on a daily basis. Indeed,
it is with great sadness that we learnt of the
death of Corporal Scott (who was one of our
hosts during our visit) and Trooper Hammond.
In addition, a further 24 soldiers of the Squadron
(which numbers 120 in total) have been
wounded, although 10 have been “patched up”
and returned to the fray. I am sure that I speak
for all in the Club when I say that our thoughts
are with the families of those killed and all the
soldiers of Egypt Squadron who are doing such
a difficult and dangerous job.
The Superstars scheme very much intends
to maintain its contact and relationship with
Egypt Squadron and we send them news of
the drivers on the scheme which is always well
received. Indeed, it was humbling to learn from
the Officer Commanding that their day with
“the Sennas” was as popular and informative to
them as it was instructive and challenging to us.
Tim Harvey
Director, BRDC Superstars
STIRLING MOSS
th
Happy 80 , Sir Stirling Moss
This is a very special year as BRDC Vice-President for Life,
Sir Stirling Moss OBE, reaches 80. John Blunsden looks
back at some magic moments.
STIRLING MOSS
O
n September 17 every Member of the BRDC
might care to raise a glass in celebration of
the 80th birthday of our Vice President for Life,
Sir Stirling Moss, OBE. But the toast of choice should
not be confined to the conventional congratulations;
it should also embrace heartfelt thanks for the
tremendous contribution he has made to the Club
and to motor sport, both in and out of the cockpit,
over 62 of his cruelly interrupted star-studded years.
I shall always be grateful that my early years in
motor sport journalism coincided with Stirling’s best
years in the sport, when his combination of speed and
versatility were unmatched. He would turn out four
or five times in a busy race programme and win most
if not all of the supporting races, plus the main event,
and invariably record the fastest lap each time.
He has always maintained that Fangio was the
best Grand Prix driver of his era, and for as long as he
dutifully followed in his Mercedes-Benz wheel tracks
in 1955 that may have been true. But Stirling was a
quick learner, and later he matched the master, while
Juan Manuel, by his own admission, was certainly
no match for Stirling in a sports-racer. His famous
victory in the 1955 Mille Miglia, navigated by Denis
Jenkinson, has passed into legend, but you needed
to watch him at the wheel of Aston Martins and the
like in shorter enduros like the 1,000 Kilometres at the
Nürburging or the Tourist Trophy, fighting back after
pit-stop delays, to fully understand his calibre.
Part of his versatility was born out of financial
necessity. In the early 50s, the racing season tended to
be short, and he had to earn a living during the winter
months. So he co-drove a Sunbeam-Talbot in the 1952
Monte Carlo Rally and finished a close runner-up overall
To the victor, the Coke, far left. Left,
on his way to a legendary victory
Stirling drifts his Mercedes Benz
300SLR to win 1955 the Mille Miglia.
With his Aston Martin DBR1, below
left, Stirling powers to victory in the
1958 RAC Tourist Trophy, giving Aston
second place in the World Sports
Car Championship. Below centre,
Stirling’s UDT-Laystall Type 21-bodied
Lotus 18 fights against Jimmy
Clark in the latest works Type 21 at
Brands Hatch in June. Jimmy leads,
but Stirling was ahead before half
distance! Very early days, below right,
and carrying number 7 already! This
was Stirling’s fourth ever race. In the
500 cc three-lapper at Goodwood’s
opening meeting in September 1948,
Stirling wins with his Cooper-JAP T5,
seen here at Woodcote Corner
against all the rally experts, then he competed in three
gruelling Alpine Trials in consecutive years, winning a
rare and much coveted gold cup for a penalty-free run
on each of them. His other ‘extra curricular activities’
behind the wheel included speed and endurance
record-breaking at Montlhéry and Bonneville for Jaguar
and MG, respectively, the publicity spin-off from having
his name attached to these occasions being especially
valuable to his employer, for Stirling has always been a
great showman.
Intensely patriotic, a trait which kept him out of
more competitive foreign-built cars for far too long, he
was not unaware of the depth of his talent nor of his
worth, but his work ethic and integrity have invariably
made him outstanding value. Always the perfectionist,
forever rushing through pit and paddock seemingly on
tip-toe, he has been known in earlier times to drive his
Intensely patriotic, a trait which kept him out of more competitive
foreign-built cars for far too long, he was not unaware of the depth of his
talent nor of his worth
engineers and team managers to distraction with his
last-minute demands, while team-mates were at times
requested to form an orderly queue while he pondered
on which chassis or engine he would chose. But his
friendships were deep and his bond with his friend and
entrant Rob Walker was absolute. It was fitting, therefore,
that they should have shared in what I still believe to
+ Family owned and run business providing
a total nationwide service to the motor
racing industry
+ Complete part manufacture plus turning,
grinding and milling of components
+ High tolerance, fast turn-around Thread
Rolled Studs and Fixings made complete
for Formula 1 and Indy Cart Series
engine manufacturers
+ Exclusive suppliers to GT Endurance and
British Touring Car teams
Please call or e-mail for a copy of our brochure
01604 493101
e: [email protected]
T & K Precision Limited
9-10 Gatelodge Close
Round Spinney
Northampton NN3 8RJ
+ Wide range of specialist materials including
Titanium and MP35N
+ Complete ISO 9001-2000 accreditation,
fully computerised production systems
and 10-year lot traceability of all
bought-in materials
STIRLING MOSS
Stirling turns through Station Hairpin
during his monumental drive to win
the 1961 Monaco Grand Prix, left. His
Lotus 18’s lower bodywork removed
and his overalls doused with water
to keep cool, Stirling took the lead
from the more powerful Ferrari Dino
156 of Richie Ginther on lap 13 of
the 100 lap race and kept all three
Ferraris at bay by mere seconds for
the duration in what he considers to
be his greatest drive. Above, the 1958
Argentine Grand Prix was another
of Stirling’s wins against the odds
with his Rob Walker-entered, barely
2-litre Cooper-Climax T43 against the
2.4 Ferrari Dino 246s. Knowing that
a pit stop to change wheels would
be the finest of all his 16 Grand Prix victories, at Monaco
in 1961. That day I watched most of his 100 laps in the
Lotus-Climax 18 from what was known in those days
as the Station Hairpin. It was a sublime experience
– studying at close quarters a true master at work.
It was on May 1,1963 that Stirling made the
decision that saddened countless thousands of his
fans throughout the world. It was one that he, too,
was later to regret. He was on his way back to London
after test-driving a Lotus-Climax 19 sports-racer at
Goodwood, the circuit on which more than a year
earlier he had come close to death. His horrendous
accident on Easter Monday 1962 in Rob Walker’s
Formula One Lotus-Climax 18/21 had left him trapped
in his crumpled car, mercifully unconscious, with
severe head and facial injuries and broken limbs.
He was to remain in a coma for several weeks and
partly paralysed for six months. But dedicated medical
attention, including facial reconstruction, plus his own
fiery determination began to drive forward a slow but
cost him the race, Stirling nursed his
worn out tyres to the end, winning by
3.3 seconds from the Ferrari of Luigi
Musso. With the nose of his Vanwall
crumpled from contact while lapping
the slow Maserati 250F of Wolfgang
Seidel, Stirling heads through the
Moroccan desert to take maximum
points from the final round of the
1958 World Championship, below
steady recovery. But it was all too slow for sections of
the media, who became increasingly impatient for the
answer to their incessantly asked question: “Will you
be racing again, and if so, when?”
This was pressure that Stirling could well have done
without, and the only way to relieve it was to test
himself as soon as he felt able, hence his return that
day to Goodwood. The test drive went well in that
he was soon lapping within three seconds of a ‘pole’
time. The problem was that he was having to work
so hard mentally to lap that quickly because nothing
was instinctive any more. The ‘magic ingredient’ of
instinctiveness which had been the cornerstone of his
career as a professional racing driver had disappeared.
By the time he arrived back in London his mind
was made up. Reluctantly, at 32 years of age and
By the time he arrived back in London his mind
was made up. Reluctantly, at 32 years of age… his
professional racing career was at an end.
after 14 mostly enjoyable, occasionally painful but
always immensely successful years at the wheel, his
professional racing career was at an end. Had he been
able to defer his decision two or three years longer it
might well have been different, for gradually all the
old skills and reflexes re-emerged. But by then it was
too late. From the very beginning, in a 500cc Formula
Three Cooper-JAP, racing had been his profession as
well as his passion, so Stirling the businessman had
been obliged to move on; his journey took him into
property and other enterprises, plus there was the
not insignificant matter of continuing to promote the
Stirling Moss brand. This has since served him well,
ensuring that his name remained prominent in the
public consciousness throughout the years before the
emergence of historic racing enabled him to retrieve
that once so familiar white helmet and blue overalls
from the display cabinet and go racing again.
Happy birthday, Stirl, and thanks for so many good
memories.
BRITISH GRAND PRIX
British Grand
Prix 2009
A pictorial look at Silverstone’s biggest event.
In front of packed grandstands, the
grid assembles for the Santander
British Grand Prix with Sebastian
Vettel on pole position, far left.
Sebastian proved a popular winner
for Red Bull, left, with team-mate
Mark Webber chasing him home,
above. Jackie Stewart provided
demonstration laps in the Matra
MS80 on Sunday before the Grand
Prix that helped to add to that
unique atmosphere that the
weekend generates
(Photos Jakob Ebrey)
BRITISH GRAND PRIX
1979 Formula 1 World Champion Jody Scheckter
with his Ferrari 312 T4, above, while David Coulthard
was enjoying his Grand Prix weekend. Pictured right
with DC, Jenson Button had suffered a frustrating
day in his Brawn. Linzi Stoppard of Fuse ensured the
evening went with a swing, below right, while Aston
Martin Racing provided one of its Le Mans 24 Hours
Lola Aston Martins. Damon Hill entertained Members
and guests, below, as did BBC Radio presenter
Johnnie Walker who was the MC for the evening,
below left. The recent efforts of Ross Brawn didn’t go
unrecognised, left, and if you could take your eyes off
the air displays, there were plenty of famous faces to
be seen in the paddock
LE MANS
Peugeot triumphed at Le Mans with David Brabham joining his brother on the list of winners.
James Beckett was there.
eugeot may have entered the 77th
running of the famous Le Mans 24 Hours
as the underdogs, but throughout the
race the French squad, running its 908 HDi
FAP in the race for the third time, dominated
proceedings to score an emotional victory on
home soil.
Peugeot outperformed Audi at every
turn, and after 24 hours of racing it was the
unfancied 908, the number 9 car, driven by
Alex Wurz, Marc Gene and Member David
Brabham that crossed the line as winners.
The experienced line-up of number 9 paid
dividends. Described prior to the start as the
The car’s former Grand Prix
drivers just buckled down and got
on with the job in hand…
‘Warrior’ team, the car’s former Grand Prix drivers
just buckled down and got on with the job in
hand – capitalising when Peugeot’s leading
crews faltered to pick-up the lead by the sixth
hour, a lead the car held until the end. In winning
the race, David became the second Brabham to
win at La Sarthe. Sixteen years earlier his brother,
Geoff, also won for Peugeot.
The 2009 Le Mans 24 Hours promised a
battle royal between Peugeot, the patriotic
of Sebastien Bourdais/Franck Montagny/
Stephane Sarrazin, victory was not something
Brabham and his team-mates could think
about until the closing stages. The ‘French’
Peugeot had started the race weekend as the
car many believed would triumph, and when
placed second, not far behind the lead HDi
FAP, it wouldn’t have been a surprise to see a
call from the pits change the running order.
After stints by all three drivers during Sunday,
Marc Gene, was at the wheel when the call
came through from Peugeot high-command
that he was now being charged with driving
the car to the flag, and Le Mans victory. A final
French squad, known to be fast but slightly
temperamental, and Audi, the multiple Le
Mans winners, known for metronome-style
performances that delivered the results timeand-time again.
However, this year’s race was different.
Despite Audi’s lead car containing Allan
McNish, Tom Kristensen and Rinaldo
Capello, the German squad was not in the
same league. The new R15 TDI was good,
but not as good as the Peugeot, and as
Audi was beaten by Peugeot in the pits, on
fuel economy and crucially, on the track,
Peugeot’s victory was assured.
Despite the number 9 car holding an
advantage over the number 8 sister car
fuel stop was completed 40 minutes before
the end, and with an advantage of one lap, the
number 9 car was steered the car home at 3pm
for a Peugeot formation finish.
McNish/Kristensen/Capello came in third
– six laps behind the winner, with Union flags
waving for the 007 Aston Martin in fourth, the
car driven by the Czech/German mix of Stefan
Mucke/Jan Charouz and Tomas Enge.
After McNish, the leading Brit home was
Jonny Kane, who finished 12th for the Speedy
Racing Sebah team in their Lola Judd B08/80
shared with Benjamin Leuenberger and Xavier
Pompidou with the all-star Lola Aston Martin
008 one place further back driven by Darren
Turner/Anthony Davidson/Jos Verstappen.
LE MANS
Despite dramas in the pits
early in the race, Peugeot
looked strong throughout the
24 hours and orchestrated a
photo-finish to celebrate its
win, left. David Brabham finally
realised his dream of a Le Mans
win, far left, while Danny Watts
was rapid in Strakka Racing’s
Ginetta, bottom left. Below,
Members Tom Kristensen and
Allan McNish with Rinaldo
Capello pushed as hard as they
could in the Audi R15, below,
in the car’s Le Mans debut, but
in its development infancy, it
lost too much time in the pits to
be a threat. The Ferrari of Rob
Bell, Andrew Kirkaldy and Tim
Sugden suffered a suspension
problem late-race costing it
a chance of a podium finish
(Photos LAT and James Beckett)
FROM THE BRITS
The Le Mans 24 Hours was once described as a British race that just
takes place in France. That may not be true, but the British do return
year-on-year for the race both on and off the track and 2009 was no
exception.
Allan McNish was the only driver capable of matching any of
Peugeot’s performances, but his R15 TDI suffered numerous technical
gremlins that prevented a proper bid for victory as he finished third.
The 008 Lola-Aston Martin of Anthony Davidson and Darren Turner
drive suffered a major oil leak and finished 13th.
Lawrence Tomlinson, Richard Dean and Nigel Moore ran well with
their Ginetta-Zytek, but their race ended with a fire in the small hours.
Nigel, a BRDC Rising Star, the youngest British driver ever to compete
at Le Mans, excelled.
The Strakka Racing Ginetta-Zytek of Peter Hardman and Danny
Watts was fast in qualifying with Watts at the wheel, and finished a
creditable 21st after time was lost due to a hub problem, while Jamie
Campbell-Walter returned with the Oxfordshire-based Creation
Autosportif team to finish 24th.
Mike Newton and the RML squad retired with four hours remaining
when the Mazda engine in his Lola B08/80 gave up the ghost, while
Phil Bennett pushed hard in the Barazi Epsilon LMP2 car. Jonny Kane
scooped a podium position in his Speedy Sebah Lola in the LMP2
division, but former race winner Guy Smith had his car crashed by a
team-mate in the fourth hour.
The biofuelled Aston Martin Vantage GT2 of Paul Drayson. Jonny
Cocker and Marino Franchitti sounded fantastic until an unfortunate
retirement when the chequered flag was almost visible.
The Rob Bell, Andrew Kirkaldy and Tim Sugden JMW Ferrari was
on-track for a second position GT2 finish until a suspension problem
dropped them back, but spare a thought for BRDC Superstar, Stuart
Hall. Called into the Aston Martin Racing team, Stuart was disqualified
from driving in the race after he was involved in a collision with the
LMP2 Radical.
GINETTA AT LE MANS
24 at 50
Ginetta made its Le Mans debut this year with its LMP
car tackling the 24 hours. David Addison watched.
G
inetta is a company going
places. Sales of its G50 and G20
race cars are booming and
its name is spreading far and wide.
This year, company owner Lawrence
Tomlinson decided that with his
LNT Group’s purchase of Zytek the
time was right to head to La Sarthe.
Joining him behind the wheel were
fellow Member and Ginetta MD
Richard Dean and Rising Star Nigel
Moore. All involved had a busy week...
Sunday June 7
The adventure begins. At 3pm,
Lawrence flies by helicopter to Le
Mans, while Richard and Nigel make
their way down separately with the
team and their families. Later that
evening, a weary team congregates
at Le Gites Gourdiniere in Monce
En Belin. After an hour looking
for a restaurant, a pizza parlour is
discovered. It is about to shut but
accepts an order for 15 margheritas.
Members Lawrence Tomlinson and Richard Dean were joined by
Rising Star Nigel Moore for Ginetta’s first effort at
Le Mans, Nigel becoming the youngest-ever
British driver to race in the French classic. For
Lawrence and Richard it was a return to
the scene of a class win in 2006 in a Panoz
but the first time that they had raced
an LMP car at Le Mans. Despite the
car showing its potential, the
result was a disappointment
for the Leeds-based
squad (Photos LAT,
LNT Group, Jakob
Ebrey)
GINETTA AT LE MANS
Monday June 8
Tuesday June 9
dark to satisfy the regulations. The evening passes
without any dramas and Nigel proves to be a quick
learner in his first prototype drive. Lawrence and
Richard familiarise themselves with the track and are
happy with progress.
The popular scrutineering day takes place, albeit in
pouring rain. Richard, Lawrence and Nigel spend their
time signing autographs or giving interviews. Both
Richard and Lawrence have been to the race before,
when they won the GT2 class in 2006, but Nigel – at
just 17-and-a-half years old – is a big news story.
Nigel put in a lap or two at
3m40s yesterday and that’s properly
quick. The lad is fantastic
A leisurely day. Everyone heads to the circuit for a
recce and to check out motorhomes for the team.
Wednesday June 10
With no pre-event test days this year, Wednesday is
given over to free practice and Thursday to qualifying.
This is only the second time in car for the drivers and
in addition to the final seat fittings for all drivers, they
need to make sure they all complete three laps in the
Thursday June 11
Qualifying. Divided into two sessions as normal, the
team aims for a top 20 result. Richard sets the time
at 3m35.804s which is good enough for 18th fastest.
Richard is content as the time was achieved without
bolting on sticky Dunlop rubber and is happy with
the progress of his protégé. “You forget what a huge
leap this is for Nigel. A Ginetta G50 is a good little
race car and can teach you a lot, but, for this car and
this track, it’s very little help. Nigel put in a lap or
two at 3m40s yesterday and that’s properly quick.
The lad is fantastic.” When the individual driver times
are published, Richard’s belief is confirmed, as Nigel
qualifies three seconds quicker than Lawrence.
Friday June 12
The so-called rest day is always a busy one. Many of
the team head to the circuit where the car must be
on display for the day-long pit walk. Lawrence has
other things on his mind, though, and heads off to
the golf course and plays a round with Nigel Mansell
who has a handicap of 1! Richard and Nigel get roped
in to talk to the Pistonheads campers at Camp Bleu
Nigel Moore was impressive on his Le
Mans debut, above, as was the team’s
slick pit work, right. Team owner
Lawrence Tomlinson takes over in
readiness for his next stint
(Photos Jakob Ebrey, LAT, James Beckett)
GINETTA AT LE MANS
The car was up to 18th place before
Nigel’s fiery exit on Sunday morning,
caused by a loose fuel line connector
(Photos LAT, LNT Group)
We lost four laps in the first
two hours. After that we were OK,
but it was a big blow early on
North before all three drivers head to the
town for the annual drivers’ parade. Early
nights all round.
Saturday June 13
Everyone heads to circuit at 7.30am. The
warm-up session passes without drama and
after the agonisingly long build up, Richard
starts the race at 3pm.
By the end of the first hour the car is in
40th position, after two unscheduled stops to
change two alternators. At 16:37, Lawrence
takes over and brings the car back up to
33rd position before Nigel has his first stint
in the race at 18:05. As he gets behind the
wheel, the temperature is dropping and the
pace quickening. He starts his stint 26th and
is 23rd by the end of the hour, but Richard is
disappointed. “We lost four laps in the first
two hours. After that we were OK, but it was a
big blow early on.”
Lawrence gets back in the car at 19:36 and
does a double-stint, taking the car into the
dark. After seven hours the car is up to 18th
place and is running strongly.
At 22:06, Richard takes over. The car has a
stuck left wheel caused by an overheating
problem and the weary Team LNT mechanics
have to change brake discs and pads. The
car loses 10 minutes and rejoins in 23rd
position. At 23:18 another alternator cable
needs fitting, while a right hand steering
arm needs attention, too. Nigel takes the car
over just before 01.00. The car is running in
18th place, a lap adrift of its nearest LMP1
rival with Nigel due to drive until 03:15. On
his scheduled in lap comes disaster. A fuel
line connector works loose which causes
a major blaze. Quick-thinking Nigel stops
the car at the Dunlop Esses, preventing
any extensive chassis or wiring damage.
Nigel is gutted: “Obviously I’m disappointed.
I’m immensely proud of the
team, of the car and of Nigel
I was well into my stride and achieving
consistent lap times,” says Nigel. “It’s been an
incredible week! I hope I have proved that I
can compete in the endurance arena. I can’t
wait to race here again – the atmosphere is
unrivalled anywhere in the world.
With the car retired, there is little to
do except pack up, catch up on sleep or
face the media. “I’m immensely proud of
the team, of the car and of Nigel,” says
Lawrence. “He’s demonstrated the type of
clear thinking which underlines exactly
why he was out here. By keeping a clear
head he’s given us a car that we can take
back to Leeds and get to work on straight
away to iron out those teething problems
which have manifested themselves over the
weekend.”
Sunday June 14
Some of the team head for home. The Le
Mans 2009 is over, but preparations are
starting for the 2010 assault.
DRIVER TRAINING: OLIVER TURVEY
Knowing me,
knowing you
Oliver Turvey with Jack Harvey,
bottom left. Jack is racing in
Formula BMW Europe this
season, right, while Oliver took
a tremendous win at Monaco in
Formula Renault 3.5, far right
(Photos LAT, Jakob Ebrey )
At just 22 years-old Oliver Turvey is already sharing his race-winning
prowess with the next generation of racing drivers. Oliver explains to
Sarah Carnell what he has been up to.
O
liver Turvey, one of the most approachable
young talents in motor racing, stunned
onlookers in May by winning the Monaco
round of the Formula Renault 3.5 Series.
This year Oliver has also been chosen by the
Racing Steps Foundation to act as driver coach to
fellow RSF racer and BRDC Rising Star Jack Harvey
during his weekends in Formula BMW Europe.
Oliver explains: “As both Jack and I are
supported by the Racing Steps Foundation,
they believed it would be good for me to use
my experience from the Formula BMW UK
Championship where I finished as runner-up
in 2006, despite missing the first six races. I
learnt so much in the category so I can use this
DRIVER TRAINING: OLIVER TURVEY
I learnt so much in the
category so I can use this
experience to help Jack develop
at a faster rate.
experience to help Jack develop at a faster rate.
“I spend the time during free practice,
qualifying and races watching at various points
on the circuit to give him advice on his driving
style, lines, apexes and throttle application
compared to the quickest drivers.
“We start off each race weekend by travelling
on the Wednesday and I then spend the
whole weekend working with Jack and Fortec
Motorsport, who are running him. I always
complete a track walk with Jack before each
event on the Thursday and along with his race
engineer, Julian Rouse, we complete a thorough
analysis of the data after each session.”
In his first season on the Formula Renault 3.5
Series grid, part of the World Series by Renault
package, the BRDC Superstar has already proved
himself equal to the more experienced drivers,
not only with his memorable maiden win in
Monaco but also three other podiums up to
August this year.
In 2006 he was awarded the McLaren
Autosport BRDC Young Driver of the Year and
last year went on to finish as runner-up in the
British Formula 3 International Series with four
wins and more podiums than any other driver.
Oliver’s no different from any other racing
driver and wants to be the best he can and
firmly believes by helping those like Jack a
few years behind him, this can only raise his
own game.
“My only focus at the minute is to keep
progressing my own career towards Formula 1
and achieve my ambition of becoming World
Champion. I believe it also helps my racing
because you always learn from observing.
Every day you’re at a race track you learn
something new, even if you’re not driving,
which can be applied in my own racing.”
The Penrith born-and-bred racer says his
own role model has always been his father,
especially when he was karting, adding, “He
was able to help develop my driving as an
observer and taught me a lot about how to be
successful especially on the mental side. I also
worked with a driver coach Malcolm Smith
through the Formula BMW UK championship,
which was extremely useful in understanding
the areas to improve.”
Although the mentoring and coaching
agreement has only been instigated for this
season, both Oliver and Jack are happy with
the arrangement, as Jack explains. “I had three
test days as a rookie and the Racing Steps
Foundation asked Oliver to spend the first
two with me to get the right technique. We
got on really well, although we’d not known
each other until that point, and enjoyed
working with each other. Then the agreement
came together that he would be the Fortec
driver coach.
Because he races you can trust everything
that he’s saying.
Oliver talks to Jack in Valencia,
bottom right, the duo part of
Graham Sharp’s impressive
Racing Steps Foundation
movement to promote young
drivers through the ranks
of karting and single-seater
racing. In addition to Jack
and Oliver, James Calado has
enjoyed a successful season in
Formula Renault UK
(Photos LAT, Jakob Ebrey)
“Oliver studied Engineering at Cambridge
University and he understands the data and
can practically set up the car. Because he races
you can trust everything that he’s saying and
he’s been successful and still is, so whatever
he says goes. You know he’s not going to be
wrong. He’s already so experienced and some
of the things he’s said have been really correct.”
It’s not known if the pair’s racing
commitments will let them work together after
this year, but one thing’s for sure, Oliver has
made a huge impression on 16-year-old Jack,
who adds, “Oliver is somebody you can really
look up to with his fitness and training. He’s the
whole package and that’s the sort of person
you want to be working with.”
LIFE & TIMES: DAVID BRODIE
Life and times
The next subject in our series is David Brodie who remembers how his
interest in the sport began, “All those years ago”.
E
ven though we left Harrow at 06.00
loaded up with Thermos flasks and a
huge picnic basket, we spent what
seemed to me endless hours in savage traffic
surrounded by all these black and grey cars,
but eventually we made it to the inside
wooden railings at Woodcote corner.
I could hear the roar of the engines, but the
thing was I just couldn’t see, so I shouted up to
Dad, “Hey, Dad, I can’t see!”
“Right, up you come son,” and with that, up I
went on to his shoulders and had the best seat
in the house. I lifted myself up with both hands
on his head and, craning my neck to the left,
the first thing I saw was this howling racing car,
with its driver’s head sticking up in the breeze
wearing an odd looking helmet, goggles and
a bright white scarf flaying out behind him.
I could see him sawing away at the steering
wheel as he drifted this huge, rasping racing
car around Woodcote corner. To me it looked
like all action slow motion as he glided by.
Up there, above all the others, I was the
first to see him lap after lap, and would shout
out loud, “Dad, here he comes,” and the men
around all laughed. I did that until the end
of the race. When Dad put me down, all the
men around us patted me on the head, and
I remember thinking how nice that was, they
must have liked the man with the long flowing
In 1978, Brode, along with David
Matthews, won the touring car
class in the Silverstone Six Hours.
Here they receive their garlands
from BRDC Club Secretary Anthony
Salmon with his successor Pierre
Aumonier looking on. From 30th on
the grid they finished 13th overall
(Photo BRDC Archive)
white scarf as well.
I was just five or six and it was 1950 I think,
and no matter whom I ask, no one can tell me
for sure just who that driver was; it could have
been Parnell, Gonzalez or even Collins, I don’t
know, but for sure he left an indelible print on
my young mind, and I never forgot the driver
with the goggles and flaying bright white
scarf, so when I did my first race, it felt like
something I was always going to do. But the
race car that I loved the most that day was the
‘ThinWall Ferrari Special’, the forerunner to the
all conquering F1 Vanwall.
When I was 19 I discovered Autosport, but
the only thing that interested me was the
spares columns in the back, and I soon bought
enough engine parts for my three best pals,
all Harrow boys, whom I still see today. Monty,
Rowland, Tony and I built up a pretty neat,
all-steel 1100cc four Amal carb engine that
revved to 8000 rpm, which we fitted into my
little Austin A35.
I don’t suppose it had 100 bhp, but on full
throttle it felt like an unguided missile on its
3.5 in wheel rims and, with three turns lock to
lock, to say the least in the corners it was tricky.
A miracle happened to the handling when I
fitted Michelin Xs, but with no locked diff or
LSD (was there such a thing then?) I had to
nurse the throttle out of the turns, which was
great practice for what was to come, but of
course I never realized that back then.
We would scream the A35 all over, even the
big Healeys couldn’t take us on, and with an
open exhaust we annoyed everyone within
earshot, but when we decided to go watch our
hero Stirling Moss race, everything changed, I
even fitted a quiet exhaust.
At weekends in ’62 we decided to follow
Moss wherever he was racing. We were at
Snetterton when his sickly-looking pale
green UDT Laystall Lotus Climax lost many
laps with a stuck throttle. I remember brains
Monty saying that wouldn’t have happened
if he had installed the engine, then next
week Don Rowland and I slept over in a field
across from the circuit – yep three of us in an
A35; guys don’t try it. At dawn we bunked
into Goodwood, only to see our hero Moss
crash. We were devastated and went home in
silence, that Moss guy was a class act pulling
in Hill at two seconds a lap, and never made
mistakes so we all guessed it was another
sticking throttle.
The next year we went to Brands Hatch
parking trackside, up from Paddock Bend at
the entrance to Druids. All we wanted to see
was the saloon car race. After two laps the four
leaders pulled way into the distance, and it
dawned on me that the car we were all sitting
on could be at least fifth in that race, and like a
total dope, I told the guys just that. They were
still laughing at me when I dropped them off,
which really hurt (I wasn’t made of stone you
know) so I resolved to show them and all the
other guys they told as well. Do you know for
weeks, I swear that when I went to sleep on
those warm windless early summer nights, I
could still hear them all laughing.
So I joined the Harrow Car Club (I’m still a
member) and entered the June’63 Eight Clubs
meeting. Only Monty, Rowland and Tony knew
the deal. I told everyone else it was a secret day
out. Saturday morning three packed cars left
my house in Harrow at the unearthly hour of
6 am. When we eventually arrived at my spot
in the race paddock just up from the BRDC
marquee, Dad said, “Son, this is ridiculous, we
can’t see anything from here, we have to be on
the outside, and why are we so early? Nothing
happens until 11 o’clock.”
“Dad, why do you think that Rowland is
painting numbers on the A35, Monty is taking
out the seats, and Tony (who was useless with
his hands), is conducting operations?”
“Oh so they are. Why are they doing that?”
“’Cos, Dad, I am racing the car in two races
later today.”
My Dad was dumbstruck, the guys couldn’t
stop laughing, and my sister Susan was near
to tears.
Practice was terrible with two Dunlop R5
crossply racing tyres on the front, and two
radial Michelin X road tyres on the rear; the
rod operated rear brakes failed, too, so they
were disconnected for the day, but in the race
Brode’s famous Run Baby Run
Ford Escort, left, took him to
over 200 wins including 87
consecutive victories. It was
2.25-litre car, powered by a BDA
engine, and was the car to beat
in Special Saloon racing of the
era. David had great success in
his Gold Seal Lotus Elan in 1971
and 1972, the 2-litre car being
a front-runner in Modified
Sports Car racing (Photos BRDC
Archive, David Brodie)
with the R5s fitted all round the car went like
it normally did, a dream, and unknowingly I
won the race with a gnat’s off Graham Hill’s lap
record.
Yeah, you’re right, that shut them all up,
although Dad did say I’d be great.
After the chequered flag I drove back to our
spot in the paddock. The only person there
was my kid sister who was crying, so I jumped
out and told her ,”It’s okay Susan, don’t worry
kid I’m OK…”
Unknowingly I won the race
with a gnat’s off Graham Hill’s
lap record.
“No, David you don’t understand, you won!”
What did she mean I won? The guys were
now all over me, Susan had her arm around
Dad, who was standing by the A35 looking
like he owned it, gently shaking his head.
Those two precious people never saw me win
another race.
I couldn’t believe it and thought, well, noone overtook me, and I did go past all these
odd looking cars with drivers all over the track,
who must have thought a line was something
they put washing on. So maybe I did win. Eight
Clubs sent me a small light blue Thermos flask
with ‘D Brodie winner’ on it, and Autosport said,
“D Brodie rocketed through the field to score
an easy win over M Yates’s Peerless”.
I came a very close third in the second race,
behind an Austin Healey 100, and an amazing
new Mini driven by Brian Culcheth and who is
still around. Brian was just spectacular in the
corners. In fact, if I hadn’t been so amazed all
race long at his antics in the turns, I may have
come second to the Healey?
Monty, whom I lost contact with for many
years, turned up one evening, and after
hugging him for ages I said to him, “Hey,
old pal, if I had told you way back then after
that first A35 win at Silverstone’s Eight Clubs
meeting back in ’63, that 40 years later I would
be back at Silverstone doing the very same
race again, but instead of doing 1.22s and 90
mph down the main straight, I would, on my
David’s 1300cc Ford Anglia,
left, heads Ken Costello’s Mini
into Kidney in a Brands Hatch
Special Saloon race in the mid
1960s. The car preceded his
famous Ford Escort and he
achieved great success in this
car and in his 2-litre version.
By 1990, Brode, right, was
one of the front-running Ford
Sierra RS500 drivers in the
televised British Touring Car
Championship which took his
personality to a whole new
audience (Photos BRDC Archive,
David Brodie)
way to winning, be doing 57s and 170 mph
down the main straight, what would you have
said to me?”
“I’ll tell you what I would have said Brode,
there you go BSing again!”
Over the next 46 years I raced all over the
world, doing a whole bunch of races winning
over 30 per cent of them in some brilliant and
astonishing race cars, from my tiny Austin
A35, 750 Forest Special, Chevron B8, F3 Titan,
Escort Mk1, Lotus Élans and 62, RX3 rotary
Mazda to a 550bhp Ford RS500. I even led
my class at Le Mans as a rookie for a while,
and also led races in both the European and
British Saloon Car Championships in the same
car, and I won BTCC races over three decades.
I met, and sadly lost, some of the greatest
guys and gals that ever lived throughout my
times racing, and I bless my extreme good
fortune that my best pals laughed at me when
I big-headedly told them that I could finish fifth
in that race at Brands Hatch all those years ago.
But, guys, I can tell you this, that first ’63 race
and win in my Austin A35 with my lovely Dad,
sister and all my very best pals there with me,
was by far the best race day I ever had.
Oh and I’ll have the saloon car lap record
at London’s wonderful Crystal Palace, my
favourite track forever, so…
“No, no they can’t take that away from me”
You can read the undiluted version in my
book “All those years ago”.
Stirling Moss, Nurburgring Nordschleife, 7 June 1959.
UNDER THE SPOTLIGHT
UNDER THE SPOTLIGHT:
COLIN TURKINGTON
Rapidly establishing himself as one the best British touring car drivers is Colin Turkington.
Ian Titchmarsh spoke to him.
T
he British Touring Car
Championship has
only been won by six
drivers under the age of 30
– John Whitmore (1961), Jim
Clark (1964), John Fitzpatrick
(1966), Alec Poole (1968), Andy
Rouse (1975) and James Thompson
(2002). Of these, all but Fitz and
Alec raced single-seaters, at least in
their early days, but this year could
see well see a seventh name added
to that illustrious list in the person of
a young driver from Northern Ireland
who has only ever wanted to race
touring cars.
Colin Turkington, a BRDC Member
since 2004 and a Rising Star before that,
is fighting for the 2009 HiQ MSA British
Touring Car Championship crown against
reigning champion Fabrizio Giovanardi. This is
beginning to look as though it will be Colin’s
year to take the title, having been the winner
of the Independents’ Trophy for the past two
seasons.
Colin grew up in a racing environment as
his father Trevor sponsored two of Ulster’s
top motorcycle road racers, Phillip McCallen
and Mark Farmer. But it was karting which
appealed to the young Turkington, given that
it was possible to start younger than bikes
in the Cadet class where Adam Carroll was a
keen rival. The family business in the building
trade had a large concrete yard where Colin
was able to thrash to near extinction a Mini
Colin was able to thrash to near extinction a Mini
acquired for £50 from a scrapyard
acquired for £50 from a scrapyard. With this
vehicle he was able to go autograss racing
every other weekend, finishing second two
UNDER THE SPOTLIGHT
Colin’s brother Gary was keen to pursue a
single-seater career in England in Formula
Ford, part of the PowerTour package, as was
the Fiesta Zetec Championship. Thoughts of
the Mondello Park-based Fiat Punto series were
put to one side, “So that Mum and Dad didn’t
have to choose between me at Mondello
in the Fiats and Gary in England in Formula
Ford,” and Colin ventured overseas for the first
time. After a learning year in 1999, and half a
season in 2000 whilst he concentrated on his
‘A’ levels, Colin was, at the age of 19, the 2001
Champion, winning seven of the 14 rounds.
By now Colin had won a place at Stirling
University but, not wishing to lose the
momentum which his Fiesta success had
provided, he looked towards the BTCC itself.
“We didn’t really know anybody in the touring
It was like racing a block
of flats. The thing would lean so
far on corners you thought it
would fall over
years in succession in the Foyle and Down
championships. “There was nothing to do
between races except wash it,” claims Colin
Still too young to drive on public roads, for
1998 Colin acquired a Metro for the Northern
Ireland Metro Challenge. “It was like racing a
block of flats. The thing would lean so far on
corners you thought it would fall over.” Colin
was already fascinated by the BTCC from the
TV coverage and initially painted the Metro in
the livery of James Thompson’s WSR Honda
Accord. However, after one race and accident
damage, it was repainted in an approximation
of Rickard Rydell’s 1998 championship-winning
Volvo in which guise it enabled Colin to win
the series.
Colin came to prominence in
England in Ford Fiesta racing,
above, which followed his early
days in grasstrack racing, top
left, and karting where he is
pictured at speed in his Nigel
Mansell helmet colours and
in the paddock next to Adam
Carroll and brother Gary (hand
on wheel). Colin’s time in the
BTCC has been successful, far
left, having always wanted to
be a touring car racer, a desire
borne out by the livery of his
Metro, mirroring that of the
BTCC Hondas of the period
(Photos Jakob Ebrey, Colin
Turkington)
car scene but then Jonathan Lewis, whom
Gary knew through Van Diemen in Formula
Ford, put in a word for me with Dick Bennetts.”
Dick was sufficiently impressed by Colin’s
record to offer him a deal as a Member of what
became the Atomic Kitten MG Junior BTCC
team in 2002. “I was so lucky getting into that
team. I really landed on my feet,” says Colin
today as the longest serving WSR driver ever.
In addition to the benefit of working with
the massively experienced Dick Bennetts,
in those earlier years Colin also appreciated
how much he was able to learn from his
two senior team-mates Anthony Reid and
Warren Hughes. One lesson learned the hard
way, however, was in his first season when,
UNDER THE SPOTLIGHT
after qualifying for the first time on the front row at
Mondello Park, where he had never raced before
contrary to many assumptions, he was struck down
with serious food poisoning from a contaminated
drinks bottle and spent the rest of the weekend
unconscious in a Dublin hospital.
The first win came a year later at Brands Hatch in
memorable fashion. “The safety car pulled off with
one lap to go. I was second behind Yvan [Muller]
who ran wide at Paddock. I went for the inside and
led up to Druids. I looked in my mirror and saw
Anthony making the big lunge down the inside of
Yvan and thought ‘here we go’. I came out of the
corner, looked in my mirror again and there was no
one there.”
The move to VX Racing for 2005 looked promising
I had never driven, let alone raced, a rear-wheel drive
car before so I was a little apprehensive at the prospect
with pole position at Donington Park first time
out but that was a false dawn and the year only
produced a couple of wins. “When Fabrizio struggled
with the car the following year, I felt that it wasn’t
just me.” By then Colin was back in the WSR fold in
the MG ZS, finishing third in the championship. “By
the end of 2006 Dick felt that every department of
the MG’s development had been maximised,” and
so the decision was taken to switch to BMWs. “I had
never driven, let alone raced, a rear-wheel drive car
before so I was a little apprehensive at the prospect
A key part of Dick Bennetts’s WSR
touring car team, Colin has raced in
the BTCC and WTCC and has proudly
carried the colours of RAC to wins
across the UK (Photos Jakob Ebrey)
but in fact it was not as different as I thought it
would be.” So much so that Colin took another of his
season-opening pole positions in a car which had
only been built the previous week!
In that first year with the BMW, WSR also took in
the WTCC races at Brands Hatch and Macau with
Colin securing third and fourth places on their home
circuit but the focus has remained very much on the
BTCC where Colin clearly enjoys the level playing
field and competitive racing, largely free from
politics which is sometimes unavailable elsewhere.
Colin may not yet have the public profile of some
other touring car stars but, if this year carries on in
the way it has so far, he will become increasingly
recognised for what he is – one of Britain’s top
professional drivers.
ARMCHAIR COMMENT
Diesel dicer disgraced
Truck racing added to the Silverstone history in the 1980s as Andrew Marriott remembers.
S
ilverstone has played host to many emotional and joyous
scenes at its victory celebrations over the years. From leaping
Schumachers to bowing Mansells and plenty of tears and
cheers besides, the various victory podiums have boasted the
crowning of many champions and race winners.
But without question the most bizarre scenes followed the
conclusion of the first of five Truck Grands Prix held at the circuit. The
date was August 18th, 1985 and after a series of knock-out heats and
even a Last Chance race, Italian Gaudenzio Mantova crossed the line,
after 15 furious laps of the Grand Final, to take victory in his Scania 142.
The sometime Formula 3 racer had driven a good race and beaten
a disparate group of drivers which included Barry Sheene, Steve
Parrish, Barry Lee, Willie Green, rally drivers Andy Dawson and Russell
Brookes and even former Formula 1 World Champion Alan Jones.
Indeed Mantova had started as one of the favourites. His regular
racing background included winning the Italian Formula Ford
Early days: road-going rigs and straw
bales made an incongruous sight
(Photos BRDC Archive)
ARMCHAIR COMMENT
Championship and even competing at Formula 2 level.
Earlier in the year he came to Brands Hatch and won the
first Lucas Truck Grand Prix. He put his success down to
his mother’s spaghetti, prompting the Sun, which really
got behind truck racing, to come up with the classic
headline: “First Pasta the Post.”
But something wasn’t quite right at Silverstone.
Mantova had stopped his truck near Becketts apparently
out of fuel. He was picked up by a course car and
brought back to receive the garland, the trophy and a
cheque for £5000!
The field rumbles out of Woodcote,
bottom, while the 1986 programme’s
colour images show the action from 1985
The large crowd, estimated at close on 50,000,
at what was only Britain’s third ever truck race, was
appreciative although it would have preferred the
win had gone to second-placed Richard Walker, a
Nottingham based haulier with some minor rallying
success. But the Italian had won fair and square – or
had he?
Down at Becketts an eagle eyed marshal had
spotted something curious after Mantova had
brought the truck to a halt. He thought he’d seen a
match struck. He suggested the scrutineers take a
look. As the Italian was heading back to the podium
and the spoils of victory, the technical officials
climbed up into the cab of the Scania and almost
immediately found a crime scene.
It transpired that Mantova had been boosting the
power of his Swedish diesel with a crude system
involving some plastic pipe and a bottle of nitrous
oxide. He had then attempted to burn the pipe, which
seems rather more complicated than chucking it out
of the window.
What followed next was pure farce. As he stepped
down from the podium, the large shiny Multipart
Trophy in hand and the garland around his neck,
the dreaded call to report to the Clerk of the Course,
echoed across the paddock.
The soon to be disgraced Gaudenzio spoke not
a word of English but the organisers, seeing no less
than eight Italians on the entry list had hired a rather
fetching Italian lady to act as translator.
Together with me and a scrutineer, we approached
the sweaty and swarthy racer to tell him that there
was a slight problem. Gaudenzio certainly got the
message, and still clutching the trophy turned on his
heel and was off like a robber’s dog into the centre of
Silverstone which was awash with truck fans. We gave
chase but lost him in the crowd.
Repeated messages over the public address for him
to join the stewards failed. His small team, including
his pasta-baking mother, had no idea where he had
gone, or if they did they weren’t letting on. And the
spaghetti carbonara was getting cold!
ARMCHAIR COMMENT
The Stewards duly met and Gaudenzio was guilty as
charged and stripped of the victory – thus handing it
to crowd favourite Richard Walker, but the saga wasn’t
quite over yet.
Mantova’s Scania had been brought back to the
scrutineering bay and fully investigated and the
evidence confiscated. The paddock cleared, darkness
descended but still the truck remained there, its hapless
owner and driver presumably still in hiding somewhere
behind a Silverstone hangar.
Shame-faced Mantova returned to his cab the
following morning, when the few
remaining officials had their heads
turned, climbed aboard and
disappeared in the direction of his
native town of Como, never to
be seen at a truck race again. He
was subsequently stripped of his
racing licence and forever has a
place in the often bizarre history
of truck racing.
The crowd knew little of this,
they had enjoyed the racing, the
jet truck, the wheelie truck, the tractor
pulling, the. stunt driving and celebrities.
But subsequent Truck Grands Prix at
Silverstone certainly provided plenty more
stories on which I will dine out for many a year.
A couple of years later, with the truck
racing phenomenon in full swing, I decided
that as part of the meeting we would try to
break a host of Guinness World Records. I
already had the French motorcycle stunt
ace Richard Almet lined up to set the World
Record for a speed wheelie. I seem to remember he
established the record on his Suzuki at 176mph!
Someone else was going to break a record for lifting
beer barrels and my phone was pretty busy with other
assorted eccentrics and nut-cases wanting to perform
cunning stunts!
One of those was a guy who told me he was a film
stunt man who had appeared in the film Roller Blade
and he wanted to set the record for roller-blading
Barry Sheene, top, was a crowdpuller in the early days of the sport
that attracted drivers from all walks
of life (Photos BRDC Archive, LAT)
behind a truck. It seemed to fit in so I suggested
a meeting, and he duly arrived in my office
announcing himself as Steve Majors. He had
a somewhat disconcerting look in his eye
and was missing his two front teeth, which
prompted me to wonder if he had already
tried this stunt only to find that the truck could
stop quicker than him!
Nevertheless we agreed a deal. But then he
decided he needed to have Silverstone for a
complete day to practise, rather than the hour
or so I offered him. That wasn’t going to happen
so I called the deal off, he was quite abusive and I
thought nothing more about it.
Until several years later when a policeman – who
as it happened, stuttered – called me. “Do you know
a man called Barry George?” he questioned. My
response was negative. “Steve Majors, perhaps?” Yes,
I did, the strange guy who was going to roller-blade
behind a truck. I told him the tale, the PC said that in
going through his flat they had found a slip of paper
with my name and number on it. But I couldn’t really
help them any further with their enquiries. Later, of
course, George was convicted and subsequently
acquitted of murdering TV personality Jill Dando. He
didn’t get himself into the Guinness Record book but
he certainly made the papers.
Then, of course, there is the story of one of our
original Silverstone Truck Grand Prix racers Reg
Hopkins – better known as “Radiator Reg”. We already
had “Meatman” Mel Lindsay – he shipped NZ lamb,
Andy “Boots” Levett, whose load was normally shoes
and the famous truck driven by Mel Bacon known as
“Dirty Gerty, No 30”.
Reg was a Bristolian who had made a substantial
amount of money hiring out the excavators which
were used to build the M40. Reg was one of those
guys who found the accident that was happening
close to him. But he got the epithet “Radiator Reg”
following an incident when he attempted to repair a
front bumper which had been damaged in a fenderbending incident. Back in the paddock Reg swung
the sledge hammer, missed the bumper completely
and planted the 14 lbs into his radiator with an
accompanying hiss of steam!
He subsequently survived a big crash in Austria and
coupled with some other incidents, I decided that at
the first annual British Truck Racing Association Dinner
& Dance, he would receive a “Crasher of the Year
Award”. A suitably battered Trophy was arranged.
Reg had no idea that he was receiving this special
award so when I called his name he got a little
over excited. Indeed he ran across the dance floor
towards the presentation, lost his footing and slid on
his rear end into the presentation table scattering
trophies everywhere. The whole place erupted in
uncontrollable laughter.
Reg finally received his trophy but he wasn’t the only
one that night whose trophy had the odd dent in it.
Then there was the occasion at the Zolder truck
race where I finished on stage at the dodgy club
above the pits in nothing but my underpants with
two topless dancers – but that’s another story.
Lola-Aston Martin, B09/60s, Nurburgring, August 2009
WORLD AEROBATIC CHAMPIONSHIP
When wings met tyres
The World Aerobatic Championship returned to British shores for the first
time since 1986 in a first for Silverstone, says Sarah Carnell.
S
ilverstone, a venue so easily associated
with motor sport, may now have won a
place in the heart of aerobatics. Balletic,
majestic, exhilarating and exciting – just some
of the adjectives that can be used to describe
the sights over Silverstone at the end of
August as the World Aerobatic Championship
headed to the Home of British Motor Racing.
Silverstone is no stranger to aircraft, with
its roots as a World War Two airfield and
with a fully-functioning runway; Silverstone
Heliports - which operates the air traffic at
the circuit - and a ready-made amphitheatre,
it became the ideal place to host the 25th
anniversary event.
The competition is split into two elements,
the first being the Technical Championship
which begins with a Known Programme
Melissa Pemberton, top, and
Kester Scrope, above, were
two of the pilots at the World
Aerobatic Championship that
was hosted at Silverstone at the
end of August. The combination
of plane and automobiles made
Silverstone look very busy, left,
and spectacular displays wowed
the crowds, right
which all pilots have practised. The second
part to the Technical Championship is the
Free Programme which allows all pilots to
compose their own routine and they must
show a high level of technical difficulty.
The final part of the championships is
the Freestyle and allows the pilots to show
exactly what they can do in their aircraft
with a little help of the razzmatazz of lights,
smoke and music. This was held in front of a
huge crowd on the practice and qualifying
days of the HiQ MSA British Touring Car
Championship weekend.
Kester Scrope, pilot of an Edge 540 for the
UK team, said: “The four-minute freestyle
is great for the public with the smoke and
music. It’s great fun, very exciting and the
most terrific thing I’ve ever seen and the
challenge is fantastic. You have to be so
focussed it’s a good break from work, you
can’t be thinking about every day life.”
On the ground competitors could be seen
mentally rehearsing their moves and walking
through their routines before taking to the
skies. Competitors are judged on precision
and have to keep within a 1000m box. You
are penalised if you get a ‘low’, which is when
a pilot dips below 300ft from the ground, or if
you fly outside the 1000m box.
Kester, 39, from near Stevenage, said:
“You’ve got to be extremely precise on
calls then when you get a rain-affected
championship like this, some of us won’t
have flown for a week.”
WORLD AEROBATIC CHAMPIONSHIP
A lot of the pilots have compared their
sport to ice skating, as there are certain
elements which have to be included on
some flights and on others there’s more room
for their own choreography. But there are
also similarities to motor sport such as high
levels of ‘G force’ and mental and physical
preparation.
“There is the huge physical aspect as we
can go from plus 10 ‘G’ to minus eight ‘G’,”
explains Kester - A heavy braking manoeuvre
in Formula 1 would normally create around
four to five ‘G’.
Most modern motor racing drivers spend
a lot of time worrying about not just the
physical capability to do their job but also
their mental strength, and Kester says this is
also true of the WAC pilots.
“The mental challenge is far greater than
anything. When you’re flying you get wind
coming at you in different directions and at
different speeds and you have to be able to
react to that in a split second. If you even
blink at the wrong time, it could all be over.
“I’m interested in Formula 1 and everyone
competing here can relate to what racing
drivers do. There’s got to be similar characters
doing it and with both you need a lot of ego
and to be independently minded.”
There was a possibility the championships
may have been called off on the first day after
Vicki Cruse, President of the International
Aerobatic Club and a highly experienced
pilot, was killed when her single-seat Zivko
Edge 540 crashed.
The aerobatic community was devastated,
but after a meeting with officials and the 64
pilots representing 17 different countries, it
was felt that the show must go on in honour
of Vicki.
And what a show! Another resounding
success at Silverstone.
ROAD TEST
A new world
McLaren’s new car, the P11, broke cover recently. Ray Hutton was there.
ROAD TEST
cLaren aims to beat Ferrari. Nothing
new or surprising about that. Except
that this isn’t on the track and doesn’t
involve World Champions. In 2011, McLaren will
enter another super-competitive league: the
sales battle for roadgoing supercars. This car, the
MP4-12C, is the first of a series of models that is
intended to knock Ferrari off its pedestal as the
maker of the world’s most desirable road cars.
It is no idle ambition. Ron Dennis, under
whom McLaren has won multiple constructors’
is aluminium and SMC composite (Sheet
Moulding Compound).
McLaren is promising something special
in suspension technology, incorporating
electronic roll control and the car incorporates
a deployable rear wing that doubles as an air
brake.
The engine, mounted longitudinally, is a
purpose-built 3.8 litre twin-turbo V8 with a flatplane crank and dry sump lubrication to lower
its mounting height. Unusually, the radiators
the steering wheel.
McLaren has been working on the MP4-12C
(known during its development as P11) for
more than two years and has built up a team of
motor industry specialists, including managing
director Antony Sheriff, who was in charge of
product development at Fiat and Alfa Romeo,
and chief designer Frank Stephenson, who is
credited with the design of the Mini for BMW
and has since worked at Ferrari, Maserati and
Fiat. There is a team of 200 working on research
and development and they have built 24 P11
It will open up a new chapter in McLaren’s history as well as playing prototypes.
McLaren Automotive is established as an
a part in the regeneration of hi-tech manufacturing in the UK
independent company with Ron, Mansour
Ojjeh (of the TAG Group) and the investment
titles and who is a BRDC Vice President, has
are at the back, alongside the engine.
arm of the Bahrain government as its main
given up direct control of the Formula 1
The engine is code-named M838T. It has dual shareholders and up to 49 per cent to be sold
team to devote his energies to a new role as
variable valve timing and revs to 8,500. McLaren to other investors. It needs to raise £250 million
Executive Chairman of McLaren Automotive.
says that its output is ‘around 600 bhp and 600 ($375 million) to set up a new manufacturing
Announcing the new car, Ron said: “It will open Nm’. It will need that if it is to be the fastest car
facility close to the showpiece McLaren
up a new chapter in McLaren’s history as well
in its class; the 458 Italia claims a 200 mph top
Technology Centre in Surrey.
as playing a part in the regeneration of hi-tech speed and 0-60 in 3.4 sec.
Daimler, the parent company of Mercedes,
manufacturing in the UK.”
Like the latest Ferraris (Italia and California),
owns 40 per cent of the McLaren Group and
The car that McLaren will launch in 2011 is a the gearbox is double-clutch design with seven its race operation but will not participate
two-seater coupe that will compete with the
speeds, selected by F1-style rocker switches on in McLaren Automotive. The last batch of
new Ferrari 458 Italia, successor to the F430.
The price is expected to be something over
£150,000. McLaren will emphasize the MP412C’s technical sophistication and Formula 1
heritage.
It is a mid-engined coupe with a notably cabforward stance and dihedral doors that swing
outwards and upwards from a single upper
pivoting hinge. The MP4-12C is slightly shorter,
narrower and lower than the F430 and should
be lighter, below 1,400 kg.
The chassis structure is a carbon-fibre tub
that weighs 80 kg. It is moulded in one piece
using a unique but still-secret process that
reduces the cost by a factor of 10 compared
with a race-car monocoque. Outer bodywork
Mercedes SLRs is being built in the glass-walled
Technology Centre before that is turned over
to the pilot production of the P11. The gullwing SLS, successor to the SLR, will be made in
Germany by AMG, a Daimler subsidiary.
McLaren intends to sell 1,000 P11s in the first
year and thereafter build up annual production
of a family of road cars to 4,000. That compares
with Ferrari’s record 6,587 in 2008 and the
2,430 made by Lamborghini in the same year;
all the supercar makers, with the exception of
Ferrari, are substantially down this year. Ron is
counting on the recession being over by the
time the P11 is launched in 2011.
Some Members will recall that McLaren was
similarly bullish about the prospects for the
F1 supercar when it appeared in 1993. But
that was one of the world’s most expensive
cars – too costly even for many of the wealthy
enthusiasts for whom it was intended. Just 100
were built over five years – 72 of them street
legal, the rest for racing.
The F1 reigned for 10 years as the world’s
fastest road car and is highly sought-after
today; one was sold in London last October for
£2.53 million.
OBITUARIES
Obituaries
Peter on his way to one of his
18 wins out of 25 starts in the
1962 Formula Junior season,
left, with his Team Lotus
Type 22 at the Silverstone
International Trophy meeting.
Wearing his trademark red
helmet, Peter is seen below
before the 1966 British Grand
Prix at Brands Hatch in his
Team Lotus Type 33-BRM
with which he had such a
dismal time on his return to
the cockpit after his crash at
Reims in 1964 (Photos BRDC
Archive, LAT)
PETER ARUNDELL
1933 – 2009
ormer ‘King of Formula Junior’ Peter Arundell
passed away on June 16, aged 75. His FJ
exploits in 1961-62 won him promotion to
number two to Jim Clark in the Lotus Formula
1 team. He won the incredible wager between
German magazine publisher Richard von
Frankenberg and Colin Chapman to defend Team
Lotus’s reputation against charges of having run
over-sized engines through 1962. Pete had won 18
of his 25 races that year, and driving his works Lotus
22 at Monza he won the wager, spectacularly.
Pete was born at Ilford, Essex, on November
8, 1933. He drove an MG TC in his first club rally
in 1954, and hill-climbed and rallied it through
1955-56 before turning to circuit racing “…to beat
a bighead in my local club”. He made his debut
at Goodwood on May 11, finishing second. In
August he won at Mallory Park and in 1958 drove
a Lotus 11 S1 for Jack Westcott, followed by an S2
in 1959. Driving a works Elva FJ he won at Brands
Hatch, and Colin Chapman invited him to join
Team Lotus for 1960 FJ. He won at Silverstone and
Mallory Park, then began 1961 by dead-heating
with Tony Maggs’s Cooper at Goodwood. He won
the Prix Monaco Junior and led Lotus’s FJ team in
1962, winning Monaco again. He’d been promised
occasional F1 drives but few materialised. He made
his brief F1 debut at Reims in a Lotus-BRM 24,
but for 1963 led the new Ron Harris-Team Lotus
FJ team, with the latest monocoque Lotus 27s. A
winning debut was followed by crankshaft failure
at Monaco, then car redesign before he won six
successive races.
Recalled to Formula 1 for the 1963 Solitude GP
he promptly finished second in a works Lotus 25.
Mediterranean GP at Enna - second again! For 1964
he replaced Trevor Taylor as Jim Clark’s F1 teammate. At Snetterton in the rain he set fastest lap, at
Goodwood placed second to Clark, and at Syracuse
F
shared third with Mike Spence. More thirds
followed in the Aintree 200, May Silverstone, and
both the Monaco and Dutch GPs. He was fourth
in France before at Reims in the F2 classic his legs
were shattered in a collision with Richie Ginther’s
Lola. Recovery proved long and painful over the
next 18 months.
Chapman rated Arundell so highly he held his
place open for a 1966 comeback, extending the
three-year contract which Pete had signed with
Team Lotus at the start of the 1963 season. But his
only finishes were 12th in the German GP, eighth at
Monza, sixth in the US GP - where he was berated
by John Surtees for taking him off - then seventh in
the Mexican GP – and retirement.
Peter Arundell had lived in Abridge, Essex,
where he ran a garage – Peter Arundell Ltd
– later establishing a sizeable motor accessory
business. His favourite circuit was Monte Carlo
but he seemed equally at home on any course,
from the Nurburgring to Monza and Spa. His only
superstition was to touch wood before a race,
and he used goggles even in the rain, rather than
a visor. His trademark crash helmet was worn
peakless, like early-period Jim Clark, since they
both found the reclining seating position in their
Lotuses allowed the airstream to force their heads
back – until Colin got a grip with windscreen
design! Pete was an incorrigible chain-smoker,
and succumbed to respiratory disease which had
invalided him for several years. But during his racing
days he was very much a non-drinker, pointing out
that what was good enough for Moss was good
enough for him…
Pete was married to his German-born wife,
Ricky, for 50 years. They had a daughter Lesley and
son, Neil. After several years living and working in
Florida, Pete’s fortunes plummeted, and in recent
years he and Ricky had lived in very reduced
circumstances back in England. He was a proud and
competitive man…and a very fine driver, indeed.
Doug Nye
OBITUARIES
TONY MAGGS
1937 – 2009
he career of Tony Maggs, who died at the
beginning of June after a brave battle with cancer,
began full of promise as the best single-seater
driver to emerge from South Africa since Pat Fairfield in
the 1930s. Sadly, he never reached the heights to which
his talent seemed destined to take him and ended in
tragedy in June 1965 when the steering of his Brabham
BT10 failed and he crashed heavily at the Roy Hesketh
circuit in Natal, the car killing a boy spectator who was
in a prohibited area while Tony himself suffered severe
concussion. He never raced again.
At the age of 22 in 1959 Tony set sail for Europe
determined to succeed as a professional racing driver.
With fellow South African Louis Jacobsz, a couple of
obsolescent Lotus Elevens were used with some success,
followed by the Tojeiro-Jaguar 7 GNO which Tony raced
in the 1960 formule libre South African Grand Prix. This car
was owned by Essex farmer John Ogier and it may have
been Tony’s farming background in South Africa which
brought the two together, Ogier running a Formula
2 Cooper T45 for Tony with some success in the 1960
European season. Ogier also ran various Aston Martins
with drivers of the calibre of Jim Clark and Roy Salvadori
with whom Tony was paired on occasion.
After some success at the end of 1960 in the
Chequered Flag Formula Junior Gemini Mk III, Tony
was spotted by Ken Tyrrell and for 1961 formed the
first pair of Tyrrelltwins with Rhodesian John Love. With
numerous wins in his Cooper-BMC T56, by the end
of the year Tony was joint European Formula Junior
Champion with Jo Siffert. At the end of 1961 Jack
Brabham left the Cooper family to set up on his own,
leaving a slot in the works F1 team alongside Bruce
McLaren for which Tony was a natural fit. Second place
in the French Grand Prix behind Dan Gurney’s Porsche
804 and a close third to his team leader in the seasonclosing South African Grand Prix were the highlights of
a promising start at the highest level.
For the pre-Tasman series races at the start of 1963
T
Tony drove a Bowmaker Lola Mk4 as team mate to John
Surtees and with the prospect of carrying on with the
team into the F1 season. Bowmaker withdrew its support
and it was back to Cooper and low pay for a second year,
although Tony did finish third in a Reg Parnell Racing (as
the Bowmaker team had become) Lotus-Climax 24 in
the Glover Trophy at Goodwood before heading back
to Surbiton. Again it was the French GP which provided
Tony with his best result of the year, second place at
Reims in what was otherwise a disappointing year.
Tony left Cooper for good at the end of 1963 and
found himself a drive in one of the scruffy BRM P578s
run by Scuderia Centro Sud. In a thoroughly trying year
for such a talented driver, fourth place in the Austrian GP
over the concrete bumps of Zeltweg was the best result.
Formula 2 with a Midland Racing Partnership Lola T55
was rather better while he was able to share wins in the
1963 and 1964 Kyalami 9 Hour races with David Piper in
250GTO and 275LM Ferraris.
Tony’s farewell to Formula 1 came in January 1965
with a Parnell Lotus-BRM 25 in his home Grand Prix.
He continued with MRP in F2, finishing second to
team-mate Richard Attwood in the Rome Grand Prix at
Vallelunga in May. Within a month the dreadful accident
in Natal brought down the curtain on a career which had
promised more than it ultimately delivered.
The sensitive personality of Tony Maggs probably
meant that, in an era when fellow drivers were being
killed or injured every weekend, he would lose the
enthusiasm and commitment to go with his undoubted
talent behind the wheel. At the age of 28, he returned
to farming and over the years established a substantial
nature reserve. Even after finishing with racing, fate had
one more tragedy up its sleeve when in 1967 Tony was a
passenger in a light aircraft which crashed in flames. The
pilot was killed and Tony sustained severe burns, which
scarred him for life, when he braved the flames to rescue
other passengers.
Ian Titchmarsh
In his Formula 1 days with Cooper, Tony achieved second places in the French
Grands Prix of 1962 and 1963 and a very close third to team leader Bruce
McLaren in his home Grand Prix at East London in 1962 (Photo LAT)
OBITUARIES
TONY MARSH
1931 – 2009
say that Tony Marsh, who passed
away after a short illness on 7th May
2009, led a full life would be an
understatement. In motor sport he competed
with significant success in all manner of events
from sporting trials to autotests to rallies to
hillclimbs to circuit racing including Formula 1.
After retiring from motor sport for the first time
in 1967 he discovered ski bob racing at which
he represented Great Britain, winning various
gold medals and world championship events.
Sailing, shooting, flying and hydroplane racing
were other sporting activities in which he was
significantly accomplished. And the car with
which Tony won his second hat trick of British
Hillclimb Championships (in 1965, 1966 and
1967) was designed and built largely by himself.
Tony’s father ran the Marsh & Baxter meat
processing empire so that, as he readily
admitted, he was born with a silver spanner
in his hand. That said, his first events were
undertaken in rather less than exotic Dellows
in 1952. Various motor cycle-engined Coopers
followed from 1953, the first of which was an
ex-Peter Collins Mk IV (T12). It was with such
Coopers that Tony won his first three British
Hillclimb titles in 1955, 1956 and 1957 whilst at
the same time using the cars for circuit racing,
sometimes engaging in both disciplines over
the same weekend. Not only did Tony win
his third hillclimb championship in 1957 but
also, with his Cooper-Climax T43, he was the
first winner of The Autocar British Formula 2
Championship. 1957 was the year in which Tony
was elected to Full Membership of the BRDC.
By now Tony was venturing into Europe
to race, including the F2 class of the 1957
German Grand Prix at the Nurburgring, a
circuit to which he returned the following
To
year for his second event at this level. For the
time being hillclimbing took second place to
circuit racing as Tony raced not only his own
but other people’s cars too. He was invited to
share a Team Elite Lotus Elite Type 14 with John
Wagstaff at Le Mans in 1960 and they duly
deprived the French of the very valuable Index
of Thermal Efficiency, finishing 16th overall.
That same year the F2 Coopers gave way to
an F2 Lotus 18 which for 1961 was converted
to run as an F1 car to the new 1.5 litre formula.
Tony was also persuaded by Raymond Mays to
take on a BRM P48 Mk II which, like the Lotus,
doubled up with 1.5 and 2.5 litre engines for
racing and hillclimbing. With the P48 Tony gave
BRM its only win of the 1961 season when he
took the minor F1 Lewis-Evans Trophy race at
Tony Marsh, above, in the 1962 Daily
Express International Trophy in which
he finished seventh before returning
his BRM P57 V8 to Bourne for good
(Photos BRDC Archive, Marsh family)
Brands Hatch. The flirtation with BRM came
to an acrimonious end early in 1962 when
Tony returned his early P57 V8 to Bourne and
litigation was only narrowly avoided.
The BRM connection had, however,
encouraged Tony to build his first Marsh Special
into which was inserted the P48’s four-cylinder
engine for hillclimbing. As his circuit racing
career petered out in 1963, so attention turned
to the four-cylinder Marsh-Climax which
evolved into a potent Buick V8-engined device
from 1965 with which Tony secured his second
British Hillclimb Championship hat trick. As ever
the engineer, for the last season Tony devised
and installed his own 4wd system.
From 1967 to 1989 Tony largely stayed away
from motor sport whilst indulging in his various
other business and sporting pursuits but he
was then tempted back into both the British
Hillclimb and Sprint Championships in both
of which he remained highly competitive in
various state of the art Cosworth DFL/DFRpowered machinery such as a couple of Goulds,
a Roman and a Toleman. Throughout the ‘90s
and into the 21st century, more than 50 years
after his first event, and despite suffering a heart
attack in 1972, Tony Marsh was still competing
for the sheer enjoyment but retaining the
competitive instinct which always lay within this
affable and highly accomplished all rounder.
To his wife Liza, and to Simon, Peter and Paul,
his three sons by his first marriage to Diana, we
offer our deepest condolences.
Ian Titchmarsh
OBITUARIES
GEORGE HORNE
GUY EDWARDS
1920 – 2009
ith the passing of George Horne on
June 26th the last link was severed from
an era of New Zealand motorsport
which brought Bruce McLaren, Denny Hulme
and Chris Amon, among others, to world
fame. George was one of five founders of the
and George worked at Hurn Airport. Prior to
meeting and marrying George, Marie had a
hairdressing salon in Remuera, Auckland very
close to the McLaren garage, and one of her
customers was a very young Bruce McLaren.
George was elected to membership of
the BRDC in 2003. Sadly Marie died in 2006,
but after daughter Lindsay came from New
Zealand to take care of him George threw
himself into living life to the full and was
a frequent attendee at Goodwood and
Silverstone. There was seldom an event at
Silverstone when George was not present. His
knowledge of motor racing and its history was
encyclopedic and he had a vast library and
memorabilia collection.
He also took up gliding and made his last
flight just days before he was incapacitated by
a stroke in 2008.
To his children Lindsay and Steve, the BRDC
offers its condolences on the passing of a true
gentleman who touched so many lives.
1919 – 2009
uy Edwards was born two months
and eight days after the armistice. It
was perhaps inevitable that he would
become involved in motor sport given that
when he was 10 years old his father, Harry,
became the first secretary of the BRDC.
Through the mid to late 1930’s Guy assisted his
father with various administrative activities in
the Club’s headquarters and at race meetings.
In 1936 Guy joined the Vacuum Oil Company
in their Competitions Department and for the
1938 and 39 seasons represented them at the
small office the Company held at Brooklands.
The war years were spent in the Royal
Engineers and the Royal Army Service Corps
serving with the 8th Army in the Western Desert
and the Italian campaign. Guy was de-mobbed
in March 1946 with the rank of Captain.
Upon his return to civilian life he rejoined
the Vacuum Oil Company and was appointed
Racing Manger (referred to in those days
as one of the four “Oil Barons” – the other
three being, Esso, Shell/BP and Castrol). This
responsibility was held for eight immediate
post-war seasons until 1955. By this time the
Vacuum Oil Company had been renamed
Mobil Oil Company Ltd.
In recognition of personal and business
support for the sport, Guy was appointed as
Associate Member of the BRDC in 1948.
From 1959 to 1979 Guy remained with the
Mobil Oil Company in the UK and latterly with
Mobil’s international organisation in various senior
executive marketing capacities. During this period
Guy was a regular flag marshal and observer at
Silverstone in many meetings up to 1960.
Guy is survived by his wife, Sheila, to whom
the Club sends its sincere condolences.
Howden Ganley
Stuart Pringle
W
G
George was instrumental in
the success of the New Zealand
Grand Prix which attracted cars
such as the Ferrari 375 of New
Zealander Ron Roycroft which
led from pole position in 1957
New Zealand Grand Prix, the catalyst for not
only those drivers’ careers but was also the
cornerstone of the Tasman Series.
George Horne was born in Wiltshire on
August 11th 1920, the only son of a school
headmaster and a teacher mother. From an
early age he showed a passion for engineering
and at age 18 he joined the RAF as a ground
engineer apprentice, serving at Cosford
and Halton. In 1945 he was enlisted into 99
Squadron with which he was sent to the
Cocos Islands, and later to India and Singapore.
Immediately after the War he accompanied
Sir Keith Park on a victory tour of New Zealand
where he was to meet his future wife Marie.
They were married in Somerset in 1949,
and emigrated to New Zealand in 1950,
where George took employment as an aircraft
engineer with TEAL, the forerunner of Air New
Zealand. He later worked for National Airways
Corp, and TAT Airways.
George and Marie had two children, a
daughter, Lindsay and a son, Steve, who has
achieved considerable fame in motor sport
as a crew chief on CanAm and later as a team
owner in Indy cars.
Through his involvement in the Auckland
Car Club, George became a prime mover in the
setting up of the New Zealand Grand Prix, the
first of which was held at Ardmore on January
4th 1954. His enthusiasm for motor racing had
been fired by his attendance at the Donington
Park race in 1938 when he saw the Mercedes
and Auto Unions in action.
After the 1962 race, Ardmore was no longer
available, and by now new people were
moving onto the organisation, so George
quietly bowed out.
George had also formed the George Horne
Motor Company and was granted the Ferrari
concession for New Zealand by Enzo Ferrari,
with whom he struck up a very long friendship.
Later the company became the Gordon Keeble
importers for Australia and New Zealand.
In 1979 George and Marie returned to live
permanently in England, finally settling in
Bournemouth where Marie ran a hair salon,
OBITUARIES
HENRY SURTEES
PETER STUBBERFIELD
1991 – 2009
RDC Rising Star H enry Surtees was
heading for an impressive career in
motor racing having taken his first
Formula Two podium finish the day before
his tragic death. The son of former World
Champion John Surtees, it is difficult to
remember Henry without remembering his
hugely supportive family.
The events at Brands Hatch brought into
sharp focus the immense quality and strength
of the Surtees family, its cohesion, its love and
its tremendous zest for life and the challenges
contained within.
Born on the 18th February 1991 when John
was 57, Henry showed no great immediate
interest in following in his father’s footsteps
until a friend took him to a karting opportunity
at the age of eight. When he came home, he
said, “Daddy, I now know what I want to do.”
John and Jane Surtees gave their children
the chance to explore life’s opportunities
and to do it with a responsible attitude and
a sensible approach. So it was with Henry
– John encouraged him and was enthusiastic
that his racing should be undertaken properly
and with due regard to other priorities like
education. Henry was educated at Worth
School in Sussex where this summer he
completed his A levels and secured a place at
university.
After a number of years in karting, which
demonstrated his speed and competitive
edge, Henry competed in Ginetta Juniors,
Formula BMW followed by Formula Renault
and raced in two end-of-season British F3
races, winning the National Class in one and
coming second in the other. For 2009, he
stepped on to an international stage and raced
in the new FIA Formula Two Championship.
1910 – 2008
B
The epitome of
Peter Stubberfield’s
competition career.
The sun shines on Prescott
Hillclimb as Peter takes his
specially-converted single seat
T35B through the Esses on his
way to another Bugatti record
(Photo BRDC Archive)
A happy Henry Surtees on the Brands Hatch podium, his best result
in Formula Two (Photo Sutton Images/F2)
It was clear that Henry carried the speed but
his results did not do justice to his promise,
apart from pole at Brno. Then, to the delight
of everyone, he was able to secure his first F2
podium placing in the first race at Brands Hatch.
For John to have survived arguably the most
dangerous times in both motorcycle and car
racing adds a poignancy to the loss of his only
son, who was showing true promise as a racing
driver and who was universally regarded as a
charming, intelligent, delightful and talented
young man. A final twist is that John and
Henry were being filmed that tragic weekend
and both had made their time as available as
possible, balancing the needs of the film crew
with their own demands.
To John and Jane, and Henry’s sisters
Leonora and Edwina, as well as Henry’s many
friends, the Club sends its sincere condolences.
Brian Jones
ne of the Club’s oldest Members, Peter
Stubberfield passed away in his 99th
year just before Christmas. Members
with long memories will recall Peter’s exploits
in hillclimbs at the wheel of his single-seater
Bugatti T35B at his beloved Prescott where
year after year from 1949 he reduced the
Vintage record, leaving it at 44.87 s in 1957
which remained unbeaten by another Bugatti
for nearly 25 years.
The Bugatti, like all Type 35Bs, had begun
life as a two-seater but was converted to
monoposto format by Peter so that he did
not slide around in the cockpit so much and
dislocate one of his legs, a legacy of an earlier
injury. He really competed in no other car
before retiring from active competition, a T51
Bugatti-engined hillclimb special based on an
HAR chassis rapidly ending its days through
a hoarding at Oulton Park in the hands of a
friend of Peter who promptly declared the
chassis, “Too damned dangerous,” and cut it up.
O
A serious illness forced Peter to retire in 1957
but he retained numerous connections with
the sport, serving on the committee of the
Bugatti Owners’ Club for many years and taking
over as chairman of the Ferrari Owners’ Club
from 1970 until 1988 after which he became
President. He was also the driving force behind
the formation of the Prescott Marshals’ Club.
Peter was a Life Member, having been
elected to the BRDC in 1952. We extend our
sincere condolences to his widow Kay. Our
thanks are due to the Ferrari Owners’ Club
website for allowing us to draw on its more
detailed tribute on its website.
Ian Titchmarsh
Anther Member who sadly passed
away recently is:
Peter Wheeler
A fuller appreciation will appear in the
next Bulletin.
SECRETARY'S LETTER
SECRETARY’S LETTER
T
hroughout the 81 years of the British
Racing Drivers’ Club there have been
regular incidences of non-Members
acquiring and displaying the Club badge on
their cars or clothing. Misrepresentation is a
problem felt by many exclusive institutions
and as the most exclusive Club in motor
sport, this is an issue that regularly vexed my
nine predecessors in the Secretarial chair.
Indeed, the Board of the BRDC were
alive to the issue when on the 23 March
1931, it minuted that it was “...agreed to
take whatever steps possible to prevent
Club Badges getting in the hands of nonMembers.” This was quickly followed with
the passing of a number of Club Bylaws the
following year and on the 7th January 1932
Bylaw 3 was adopted by the Club stating
the following: ‘The Committee will supply
Members with Club badges on loan on the
following terms. …Any Member permitting
the use of the Club Badges by any person
who is not a Member of the Club shall be
deemed guilty of conduct injurious to the
Club and be liable to immediate exclusion.
Badges shall remain the property of the Club
and any person ceasing to be a Member of
the Club shall forthwith return his badges to
the Secretary and shall not be entitled to any
refund’. This Bylaw has been updated over
time to accommodate Associate Members
purchasing badges and ever increasing
prices, but it has never been rescinded and
remains in force to this day. Indeed, this
precise wording was regularly quoted, such
as in the 1947 and 1967 Yearbooks and
given the unambiguous clarity that Bylaw 3
provides on this important matter, the Board
has asked me to restate it in regular Club
publications henceforth.
A good deal of my time in recent weeks and
months has been taken up with a concerted
effort to stop abuse of the Club’s badge by
non-Members. I am acutely aware of the pride
that all Members feel in their unique right
to display the badge and as such consider it
important to tackle each and every case of
abuse as they come to my attention.
This is a matter that all Members can
help with. I know that many Members are
proactive and tackle those displaying badges
if they suspect they are not entitled, and
this is greatly appreciated. Many of you are
also very good at alerting me when they
are spotted being offered for sale. Please
continue to do both! It is an important
principle in law that rights should be
regularly and consistently enforced and this
underlines the need to tackle the case, in
addition to the simple fact that it is the right
thing to do.
There will no doubt be some disappointed
‘owners’ of BRDC badges who have
bought them in good faith and who will
take exception to the Club seeking to
recover property to which it has legal title.
A consistent line from all Members who
may come into contact with one of these
situations would be a great help.
The final point to make on the issue is
that it would be a great help if all Members
could ensure that their affairs are sufficiently
in order that their families and executors are
informed of the need to return BRDC badges
to the Club when they pass on. Whilst that
may appear rather morbid, the statistical
fact is that very, very few Members have
ever sought to sell Club badges during their
membership and death still remains very
much the preferred reason for leaving the
Club. It follows therefore that the majority
of problems with BRDC badges finding
their way onto the ‘open market’ emanate
from families of deceased Members who
are unaware of the Club rules under which
these badges are loaned to the Member for
their period of membership in return for a
fee. Please take time to brief your family and
make my successors’ lives easier!
Thank you for the positive comments
received about the new Club website. It
remains at the normal address – www.
brdc.co.uk – and should provide a far more
timely means of communication with the
Membership.
www.brdcprints.co.uk has also been
launched as Archivist, Steph Sykes, explains
on page 66.
There are a few major events taking place
at Silverstone towards the end of the season
this year and I very much hope to see many
Members at the Clubhouse over these
weekends.
Finally, it is a sad fact of life that
the Secretary of a Club with an aging
membership writes a lot of letters to families
of deceased Members. None have been as
hard or hurt as much as the one I had to
write to John and Jane Surtees in July. I am
truly sorry at their tragic loss of Henry, as I
know all Members are too. Such a cruel and
devastating loss of a life.
ARCHIVE IMAGE CAPTIONS
IMAGE CAPTIONS
7
21
By Ian Titchmarsh
2
Monsanto, Lisbon, 23 August 1959
A circuit to savour. There are only three races remaining in the
World Championship and Stirling Moss has yet to win, his Rob
Walker Cooper-Climax T51 bedevilled by gearbox unreliability. On
the magnificent Monsanto circuit, used on just this one occasion
for a Formula 1 race, the Maestro is supreme. Pole position is his by
near enough two seconds from World Championship leader Jack
Brabham’s similar Cooper. And he opens up a lead over Black Jack
at that rate per lap once the race is under way. On lap 24 Jack has
a misunderstanding with local backmarker Mario Cabral’s CooperMaserati T51, is flung out of his car as it overturns, and is nearly run
over by his closely following team mate Masten Gregory. A couple
of laps later Stirling almost stops at the Cooper pit to report that
Jack is off to hospital but essentially OK. Treating the gearbox, “Like
Dresden china” and changing gear on this sinuous circuit just six
times per lap as opposed to 13 times in practice, Stirling carries on
to win by over a lap from Masten who drawls afterwards: “One lap
behind! I guess we’ll just have to live with it – he’s the best.” Stirling
also wins the following Italian Grand Prix to put himself in with a
chance of taking the title in the first American Grand Prix at Sebring
only to be thwarted yet again by the wretched transmission.
(Photo LAT)
Mount St Gardens, Mayfair, June 1929
Oulton Park, 20 September 1969
Le Mans winners all! It is 80 years ago that Bentley won the 24 hour
race for the fourth time, so convincingly that four of the five Bentleys
entered finished in the first four places. To celebrate and promote this
remarkable achievement some of the cars and drivers are gathered
together for what would today be described as a photo call. From left
to right the drivers are Frank Clement, winner with John Duff in 1924;
‘Sammy’ Davis and Dr Dudley Benjafield, winners in 1927; Bernard
Rubin, winner with Woolf Barnato in 1928; and Woolf Barnato himself
with ‘Tim’ Birkin, winners in 1929. Also from the left, the cars are the
1924 winning 3-litre re-bodied subsequently as a saloon; the 1927
winner “Old Number Seven”, also a 3-litre, which emerged from a
multiple crash at Maison Blanche on Saturday evening to continue
battered but unbowed to emerge victorious; the 1928 winning 4 ½
litre “Old Mother Gun”, which was less than a lap ahead of the Stutz
Black Hawk of Edouard Brisson and Robert Bloch at the end, and also
claimed second in 1929 shared by Jack Dunfee and Glen Kidston; and
the 6 ½ litre Speed Six “Old Number One” which gave ‘Babe’ Barnato
the second win of his remarkable hat trick in just three attempts
at the race. As has become traditional, the two cars from the race
remain in the state in which they took the chequered flag. It was not
until 1957 that Bentley’s 1929 feat was matched by another great
British sports car manufacturer when Jaguar D-types took the first
four places. In fact Jaguar went one better than Bentley since all five
cars which started also finished the race, in sixth place, whereas the
fifth Bentley retired in 1929.
Clare Hay/Ian Titchmarsh (Photo LAT)
In its first season, Formula 5000 returns to the Cheshire parkland
circuit where it had all begun at Easter but with its wings clipped in
line with Formula 1. Good Friday winner Peter Gethin in the Church
Farm Racing Team, works-supported McLaren-Chevrolet M10A,
leads the field out of Old Hall Corner on the first lap of the first
heat with the always spectacular Mike Hailwood (Epstein-Cuthbert
Racing Lola-Chevrolet T142) tucked up behind and the similar
Alan Frazer Racing Lola of Keith Holland third. Mike the Bike’s
expectations of the Lola exceed what it is capable of delivering
in his attempts to stay with Peter and a series of spins disrupt his
race, the last one causing terminal damage on the penultimate
lap after Mike has equalled Peter’s “high wing” lap record from
Easter. Although Peter is able to nurse his ailing car to just win the
first part from Mike Walker’s Alan McKechnie Racing Lola T142, the
engine expires in a large cloud of smoke soon after the start of part
two leaving Mike to win from Alan Rollinson in Doug Hardwick’s
T142 and Keith. A week later Peter is able to seal the Guards
Championship from Trevor Taylor in the works Surtees-Chevrolet
TS5 at Brands Hatch. But doesn’t this image exude the sound and
spectacle which epitomised what Formula 5000 was all about?
Great cars, great drivers!
(Photo Peter McFadyen)
ARCHIVE IMAGE CAPTIONS
43
51
65
67
Nurburgring Nordschleife, 7 June 1959
Nurburgring, 23 August 2009
Brno, 21 June 2009
One of the greatest drives by the maestro, right
up there with the 1955 Mille Miglia and Monaco
1961. In his first stint in the only works Aston Martin
DBR1/300 entered, against the might of Ferrari and
Porsche, Stirling Moss opens up a lead of nearly
five and a half minutes, and takes 11 seconds off
his previous year’s lap record. Jack Fairman takes
over and is forced into a ditch by a slower car. ‘Jolly
Jack’ eventually arrives at the pits at the end of lap
23, one minute and 15 seconds behind new leader
Jean Behra. Stirling takes over and by lap 33, has
not only retrieved the lead but extended it to two
minutes and 43 seconds. Jack does two more laps
before Stirling sets off in pursuit of Phil Hill, now 19
seconds ahead. With six of the 44 laps remaining,
Stirling retakes the lead and wins by 41 seconds. He
has driven, with two short breaks, for over six hours.
In the words of Autosport at the time: “[It] was one
of the most stupendous races of all time”. Or as the
distinguished American journalist (and no mean
racing driver herself ) Denise McCluggage says to
Phil Hill afterwards: “Don’t feel too bad about it, Phil,
you were the first human being to finish.” Without
this victory Aston Martin would not have gone on
to win the World Sports Car Championship yet had
Stirling not agreed to cover the costs of entering
the DBR1 if he failed to win, it would never have
been possible.
(Photo LAT)
In the legendary livery of Gulf Oil, three British
Lola-Aston Martins dominate the podium at the
end of one of sports car racing’s classics – the
Nurburgring 1000 Kms. In 1957, in the David
Brown era, a DBR1 in the hands of Tony Brooks
and Noel Cunningham-Reid gave Aston Martin
its first outright victory at World Championship
level on the “old” ‘Ring. Now, in the modern
era Aston Martin supplies the engines but it
is another British manufacturer Lola, in 1957
only a twinkle in Eric Broadley’s eye, which is
responsible for the chassis. Entered by Banburybased Aston Martin Racing, the Lola-Aston
B09/60s lock out the front of the grid thanks to
German driver Stefan Mucke and BRDC Member
Darren Turner. A “communications problem”
in the pits results in one of Stefan’s co-drivers,
Tomas Enge, struggling through his stint on well
worn tyres and enables Darren to lead for a while
but, together with Czech Jan Charouz, Stefan
and Tomas take the flag first ahead of Darren
and his Swiss co-driver Harold Primat. A couple
of laps behind, the AMR Eastern Europe entry
completes the Lola-Aston Martin domination
thanks to BRDC Member Stuart Hall, fellow Brit
Chris Buncombe and Portuguese Miguel Ramos.
Here we see the leading two cars negotiating
one of the new Nurburgring’s chicanes.
(Photo LAT)
Henry Surtees is on his way to pole position for
the fourth round of the new FIA Formula Two
Championship. Having completed his A-levels
earlier that week, Henry is free to concentrate
on pursuing his racing ambitions and comes
to the Czech Republic as the best-placed
British driver in the championship. His first race
has ended in an accident but on the Sunday
morning, he takes pole position in the last few
minutes, snatching it away from Mikhail Aleshin.
Disappointingly, his car bogs down as the red
lights go out and he fails to get away. A month
later, Henry celebrates his first podium finish by
taking third place at Brands Hatch, taking the
place from Kazim Vasiliauskas after a mid-race
safety car period. A day later, the world was very
different.
David Addison (Photo LAT)
Archive images in the BRDC Bulletin
are from the BRDC Archive and LAT
Photographic.
To purchase copies of the images,
please contact
Steph Sykes at the BRDC
(01327 850927) or go to
www.brdcprints.co.uk
Alternatively, call LAT Photographic on 020 8251 3032.
Brands Hatch Formula Ford Festival,
20 October 1996
This is the event which all young drivers want
to win and 19-year-old Australian Mark Webber
is no exception. Not for the first time, rain plays
its part. Of the two semi-finals, Mark’s is the dry
one and he wins it from pole sitter Jacky van
der Ende, taking his works Van Diemen RF96
past the Dutchman’s Mygale 96 after a couple
of laps to win by a couple of seconds. The rain
returns just in time for the start of the final and
again Jacky van der Ende leads away only to
find Mark driving round the outside of him at
Paddock to take a lead which he increases until,
in these days before universal safety cars, the
race is stopped to clear up assorted accidents.
On the restart of a race now to be decided on
aggregate, Mark soon retrieves the lead on
the road when Brazilian Vitor Meira falls off at
Paddock before reeling off the laps to secure
one of the most impressive Festival wins ever.
Says Autosport presciently: “Given the maturity
with which [Mark] sealed the Festival crown,
you have to wonder how long it will be before
[he] emulates the achievements of others on
that list [of illustrious winners]”. Thirteen years
to the Nurburgring 2009 would have seemed a
lifetime away.
(Photo LAT)
BOOK REVIEWS
Book reviews
The Bulletin team recommend worthy additions to your library
In The Mind’s Eye
Pedals and Pistons
Author: Kevin Hodgkinson
ISBN: 978-0-9561392-0-7
Author: Peter Procter
ISBN: 978-1-9030884-8-7
Not a few Members
will have achieved
membership of the BRDC
thanks to cars which
emerged from the old
mill premises of Derek
Bennett Engineering
Limited in Chorley Old Road, Bolton. For all of them, and anyone else
with an interest in these elegant machines, this book is essential.
Contemporary customers will no doubt recall its author, who joined
Chevron Cars in early 1968 when the first production single seater, the
B9, was about to be delivered, and has retained his fascination for the
cars ever since.
This book is like a scrap book with a story. There are numerous period
images of Chevrons from the B7 prototype F3 car of 1967 through the
B9, B10, B14B, and B15 to the B17s of 1970. It covers only a few years in
the life of Chevron but does so with loving attention to minutiae. There
are recollections by and about well-known Chevron personalities, panels
giving details of the original owners, period technical information and
drawings, and a final section devoted to where some of the cars are now.
Published by the splendidly-named Ebygum Productions, the book
is a real treasure trove both for Chevron devotees and anyone who
wants to know more about some of the elegant and very successful
cars produced by a very talented engineer and driver who, it has been a
surprise to discover, was never himself elected to the BRDC.
Will “Hodge” now rise to the challenge of trying to document the
history of the GT Chevrons from the B3 to the B12?
Peter Procter will be
well known to many
BRDC Members from
his long and active
service as North East
Regional Co-ordinator.
But it is likely that not
so many Members will
know what a varied and
successful career Peter
had had, on two wheels
and then four, before that dreadful day at Goodwood in
1966 when his Ford Anglia caught fire and he sustained
appalling burns which forced his retirement from racing.
Now you have a chance to find out just how much
Peter achieved both as a racing cyclist, racing driver and
rally driver in this recently published autobiography.
Early chapters cover Peter’s career as a racing cyclist (in
the course of which he seems to have found the perfect
answer to National Service!) which brought him to the
brink of selection for the 1952 Olympics until a mixture
of incompetent officialdom and politics ensured that an
inferior team was chosen.
Kimi Raikkonen going rallying or Sebastien Loeb
heading in the opposite direction is big news today
but in the 1950s it was not unusual to combine both
disciplines so that once the motor sport bug had
bitten Peter was racing his Cooper-Norton in F3 most
IT
weekends and fitting in international rallies with a
Sunbeam Rapier when there was time to spare.
Peter is rightly proud of the fact that throughout
his career he never had to ask a team for a drive; the
teams always approached him. Those teams included
Tyrrell, The Chequered Flag, Team Lotus, Alan Mann
and Broadspeed representing Ford, and the Rootes
Group. While driving for Ken Tyrrell’s Cooper Formula
Junior team in 1963, the possibility of an F1 drive was
raised but, after a great deal of thought, Peter declined,
preferring to give priority to his growing family and
business interests.
Although F1 may have been off the agenda, F2 for Ron
Harris Team Lotus in 1964 saw Peter have one of his most
successful single seater seasons as team mate amongst
others to Jim Clark and Jackie Stewart in the Lotus 32s.
Also in 1964 Peter won the Touring Car category of the
Tour de France in an Alan Mann Ford Mustang.
The book is laced with anecdotes and observations
about Peter’s racing contemporaries which are totally
authentic and are related in his very readable and
forthright style, all the better for not having been filtered
through someone else’s hand. There are many previously
unseen images from Peter’s scrap books to illustrate the
story. This is a very well presented book published by
Mercian Manuals Ltd with a rather nice touch being the
type face used for the title page and chapter headings
which looks remarkably like the Alpine lettering on a
Sunbeam of the model with which Peter put one over
on the French by winning the very valuable Index of
Thermal Efficiency with Peter Harper at Le Mans in 1961.
IT
50 Years of Motorsport Marshalling
Author: George Copeland
Published by: British Motor Racing Marshals’
Club Limited
ISBN: 978-0-9561756-0-1
Though the book covers
the history of the British
Motorsport Marshals’
Club (BMMC) from its
founding in 1957, as
a natural (and almost
inevitable) consequence,
it also covers much that
is Silverstone-related and
thereby the BRDC itself.
Throughout almost all
of that period, the Club
itself organised many
of the meetings and,
indeed, almost all of the
international events until the disbandment of its Race
Department a few years ago.
As a result, this book’s content will be of more than
passing interest to a broad cross-section of Members
- not only the drivers who actively raced during that
period but also to other Members who were (or still
are) involved in motor sport in other capacities. Also
such luminaries as Jimmy Brown, Keith Douglas and
Phil Morom - all past Members and regrettably now all
deceased - receive extensive mention throughout the
book. These three gentlemen alone greatly influenced
the development of motor racing in this country, the
circuit and, by extension, the BRDC itself.
Indeed, emphasising its central role in British motor
sport, the current and previous two Presidents of the
BMMC are themselves BRDC Members – Barrie Williams,
Stuart Turner and Murray Walker. The course of both
clubs has been closely interwoven and as such, this
interesting and informative book – all the proceeds from
which will be going to the BMMC – is recommended.
MA
Henry Surtees, Brno, June 21 2009
FROM THE ARCHIVE
Unearthing gems
BRDC Archivist Steph Sykes has been busy in her first five months with
the Club. Here is a progress report!
I
am now officially five months into the role of
BRDC Archivist and what a five months it has
been. The biggest development to date was
the launch of the photographic archive Print on
Demand Service at the Silverstone Classic. If you
have not yet looked at the site, please do at
www.brdcprints.co.uk. Although at present
there is only a tiny fraction of the Club
photographic collection online, I hope it
is a good indication of the direction in
which the site is going. In due course
the site will cover the complete
spectrum of motor racing, but for the
time being we have a representative
collection that shows the breadth
of the Archive.
The site is designed to cater
for a wide group of visitors
from the casual web browser,
to the dedicated motor sport
fan. The product range is
broad offering images from a simple
photographic print for a photo album to
a framed picture suitable for any study wall. As it’s
your photographic collection, Members are entitled to
25% discount off any order so please contact me for
the discount code.
The launch of the site has prompted several
enquiries from Members about the possibility of
donating their motor sport photographs to the Club.
I am aware that many Members have, during their
It’s amazing what you find in
the BRDC Archive…
motor sport careers, built up large collections of
photographs, many of which offer a uniquely personal
and previously unseen view on the sport. These would
be an incredible boost to the BRDC collection and, over
time, add to the revenue generating opportunities for
the Archive, all of which are reinvested back into the
collection. Please do consider your Club when you
are wondering what do with not just the
photographs you have taken, but also
wider motor sport memorabilia
that you have built up over the
years.
The Grand Prix and Silverstone
Classic were great opportunities
for me to meet and greet. Thank
you for all the support and the
offers of help to sharpen my racing
car identification skills; trust me these
offers are greatly appreciated and will
be taken up as my work progresses over
the coming months. Thankfully, I have
the library at hand which holds the answer
to many of my questions but sometimes it
is just better to ask someone in the know. I
am hoping that the tempting offer of tea and
chocolate Hobnobs will be enough to keep the
offers of help coming in.
Next on my list of things to do is just the small
task of cataloguing the collection. Finally, items are
being grouped together, so instead of having to look
in three or four places, now there is just the one. It also
means that as the collection is organised, items that had
been forgotten about, or no-one realised you held come
to light, from driver signing on sheets to race results,
covering the main event such as the British Grand Prix, the
International Trophy and the BRDC 500. The foundations
for the Archive are now in place, it is a matter of rolling up
my sleeves and finally getting stuck in to cataloguing the
collection box by box, to see what other hidden treasures
I am able to find. I’ll keep you posted.
Mark Webber, Brands Hatch, October 20 1996
MEMBER NEWS
Members’ News
As usual, Members have been busy in recent months…
T
he summer has been a busy time
both on and off-track and Members
have ben enjoying their passion for
the sport in all kinds of ways. For example,
in June, Members and guests were given a
guided tour around the Force India Factory
in Silverstone by Michael Gomme, the Race
Team Marketing Services Co-ordinator. It was a
fascinating experience for those who took the
opportunity, especially those with a fascination
in the technical side of the sport, such as
former scrutineer Mike Garton.
As if trying to win the Formula 1 World
Championship wasn’t hard work enough,
Jenson Button tackled the London Triathlon.
He set a personal best time of just over two
hours and seven minutes (around half an hour
longer than it took him to win the Monaco
Grand Prix...) in which he completed a 1.5kilometre swim, a 40-kilometre bike ride and
a 10 kilometre run! Jenson’s Twitter entry for
the day says of his post-triathlon celebrations:
“Just got back from a massive Sunday roast and
sticky toffee pudding!”
Although there was no British interest on
the GP2 grid at this year’s Grand Prix, there
was a BRDC badge proudly on display. Karun
Chandhok was the only Member on the grid
and he took third in Sunday’s race.
Mat Jackson, Paul O’Neill and Anthony
Reid all took part in a forum on the eve of the
Silverstone British Touring Car meeting, offering
advice and support to the Rising Stars that
were present, while in June, Cranfield University
awarded the BRDC’s prize to Nic Rutherford at
its School of Applied Sciences Graduation Day.
Members have also been enjoying another
track day at Silverstone at which Willie Green
shookdown the Alfa Romeo Alfetta 158 and on
the eve of the World Aerobatic Championship,
a number of touring car drivers took to the skies!
Karun Chandhok proudly
displayed the BRDC badge
on the GP2 grid at this
year’s Grand Prix, while
the Force India factory visit
was popular with members
MEMBER NEWS
Cranfield University awarded its
BRDC prize recently, right, while
Neville Hay and Nick Cussons
joined Stuart Pringle to present
David Wesley with this Andrew
Kitson painting for his retirement
from the Clubhouse gate. Willie
Green, bottom right, drove this
glorious Alfa Romeo 158 at the
Members’ track day, while Colin
Turkington enjoyed himself at the
World Aerobatic Championship
media day. As for Jenson Button,
left, there is a run of success
joke struggling to get out… He
completed the London Triathlon in
two hours and seven minutes
CLUB & REGIONAL EVENTS
CLUB AND REGIONAL EVENTS
For the latest details please visit: www.brdc.co.uk
SEPTEMBER
19
HOT TRAX
CLUB MEETING (NATIONAL CIRCUIT)
Clubhouse closed.
22
LINCOLNSHIRE AVIATION CENTRE VISIT
Contact Sarah Carnell on 01327 850925 to book your place.
26–27
MCE BRITISH SUPERBIKE CHAMPIONSHIP
PROMOTED (INTERNATIONAL CIRCUIT)
OCTOBER
3–4
BRITCAR 500
EVENTS (GRAND PRIX CIRCUIT)
7
BRDC SHOOT
EJ CHURCHILL SHOOTING GROUND, WEST WYCOMBE
Cartridges will be provided as will guns for novices.
Cost £100.
Contact Sarah Carnell on 01327 850925 to book your place.
8
SOUTHERN REGIONAL SOCIAL LUNCH
GINS, ROYAL SOUTHAMPTON YACHT CLUB
On the Beaulieu River (near Beaulieu and Bucklers Hard).
Contact 01590 616213.
10
MSVR
CLUB MEETING (GRAND PRIX CIRCUIT)
11
SOUTH WEST REGIONAL LUNCH
FARTHINGS COUNTRY HOUSE HOTEL
Contact John Woodington on 01271 890204 or john@jwoodington.
freeserve.co.uk
17
HISTORIC SPORTS CAR CLUB (HSCC)
18
ASTON MARTIN OWNERS’ CLUB (AMOC)
21
SOCIAL LUNCH
SILVERSTONE
Members and Guests welcome.
Contact Aspire to book your place on 01327 855104.
24
750 MOTOR CLUB
CLUB MEETING (INTERNATIONAL CIRCUIT)
30
WALTER HAYES TROPHY
PROMOTED (NATIONAL CIRCUIT)
NOVEMBER
1
WALTER HAYES TROPHY
PROMOTED (NATIONAL CIRCUIT)
18
SOCIAL LUNCH
SILVERSTONE
Members only.
DECEMBER
3
DRIVEN PHEASANT SHOOTING
£400 per gun.
Book through John Woodington (SW regional Co-ordinator):
01271 890204 or 07717093729 or [email protected]
7
BRDC ANNUAL AWARDS
INTERCONTINENTAL HOTEL, PARK LANE, LONDON
From 12 noon.
Tickets £110 each booked through Laura Callicott on 01423 851157 or
[email protected]
10
SOUTHERN REGIONAL CHRISTMAS SOCIAL LUNCH
GINS, THE ROYAL SOUTHAMPTON YACHT CLUB
On the Beaulieu River (near Beaulieu and Bucklers Hard).
Contact 01590 616213.
17
BRDC MEMBERS’ CHRISTMAS LUNCH
SILVERSTONE
Members and Guests welcome.
18
BRDC OFFICE CHRISTMAS SHUTDOWN
JANUARY
4
BRDC OFFICE OPENS
We’re proud
of what
we do...
...so we put our name to a quality marque.
Cambridge Business Travel
an independent travel management company, taking pride in providing a full range
of travel-related services and supporting the leading edge of Technology.
From flights to hotels, budget to first-class,
our independent and established reputation.
stands for more choice and competitive.
prices for you and your company.
VIRGIN ATLANTIC
GOLD ACHIEVEMENT AWARD
2004 / 2005 / 2006 & 2007
To see how CBT can benefit you, call or click
01223 566 445
www.cambridgebusinesstravel.co.uk
From single entities to PLCs, CBT offer
the same high level of commitment to all
our clients. Account facilities are available
across the spectrum of business.
PROUD SPONSORS OF THE
FIA GT3 JAGUAR XKR

The Bulletin of the British Racing Drivers` Club | Volume 30

Transcription

Similar documents

2007 CRKC AD GOODWOOD RACEFAN MOD NOV 30 [2007] .eps

- the Troy Main WSA Snocross Racing Team Website

Top 5 Finish For MC Racing

Custom Car April 74 Page 2

MC Racing Equals Season Best Finish at Home Track

2012 Vintage Festival Poster

Bernard Gallay Yacht Brokerage

Power, Steering Proxes R888 sticks to the track whilst you stick to

NHDRO Racer Spotlight : Ceslie Shellhass Ceslie Shellhaas, the

SWinG CLubS - XLR8 Alpine Racing