M AY 2 02 3

T H E O R I G I NA L RAC I N G M AGA Z I N E

MOSS 75th
Anniversary
Goodwood

MAGIC!
special

Flat out in Stirling’s Ferrari 250 SWB

at Britain’s best-loved historic circuit

Why we love
Goodwood by...
Jackie Stewart
Gordon Murray
Richard Attwood
Tom Kristensen
Damon Hill
Derek Bell
INSIDE
9 770027 201988

CHIP GANASSI ANDRETTI vs MANSELL FORD’S F1 CAR CRASH RED BULL GENIUS
05

Exclusive interview with The day IndyCar’s dream Lessons from history for the Herbert on how Newey got
£6.49
giant of US racing team turned toxic Blue Oval/Red Bull tie up the 2023 car so right
 1969 Ferrari 365 GTB/4 Daytona Competizione
Estimate: €4,800,000 – €5,200,000 EUR

The Ferrari 365 GTB/4 ‘Daytona’ is deftly threaded through the Esses towards
Tetre Rouge. Courtesy of Archives Maurice Louche

CONSIGN OR REGISTER TO BID

 1955 Ferrari 121 LM Spider by Scaglietti
Estimate: €5,500,000 – €6,500,000 EUR

The Ferrari fought its way up to 10th position at the 1955 24 Hours of Le Mans before being
forced to retire on lap 107. Courtesy of Archives Maurice Louche

1984 Lancia LC2 1967 Alpine A210 1990 Nissan R90CK

Estimate: €2,200,000 – €2,400,000 EUR Estimate: €1,200,000 – €1,500,000 EUR Estimate: €1,000,000 – €1,500,000 EUR

LE MANS | 9 JUNE 2023

CELEBRATING 100 YEARS OF THE GREATEST RACE ON EARTH

UK +44 (0) 20 7851 7070

FRANCE +33 (0) 1 76 75 32 93
GERMANY +49 (0) 800 000 7203
 M AY 2 02 3

T H E O R I G I NA L RAC I N G M AGA Z I N E

MOSS 75th
Anniversary
Goodwood

MAGIC!
special

Flat out in Stirling’s Ferrari 250 SWB

at Britain’s best-loved historic circuit

Why we love
Goodwood by...
Jackie Stewart
Gordon Murray
Richard Attwood
Tom Kristensen
Damon Hill
Derek Bell
INSIDE
9 770027 201988

CHIP GANASSI ANDRETTI vs MANSELL FORD’S F1 CAR CRASH RED BULL GENIUS
05

Exclusive interview with The day IndyCar’s dream Lessons from history for the Herbert on how Newey got
£6.49
giant of US racing team turned toxic Blue Oval/Red Bull tie up the 2023 car so right

ON THE COVER

47 Chip Ganassi
straps into our
interview seat
70 Celebrating
Goodwood’s
75th anniversary
92 Ford’s F1
misadventure with
Jaguar Racing
100 Mario and
Mansell’s 1990s
IndyCar ructions

82 At a deserted Goodwood, we attempt to

recreate a well-known 1961 Stirling Moss
racing photograph using the same – now
extremely valuable – Ferrari 250 GT SWB

May F1 TRACKSIDE VIEW

Issue No.1173 Volume 99, No.5

24 RACE REPORT
In the Middle East, Fernando
Alonso, above, made the headlines

7 THE EDITOR
Joe Dunn on the legal battle for
ownership of Donald Campbell’s Bluebird
18 MOTORCYCLES: MAT OXLEY
How British teenager Alan Carter
went from 31st to first at Le Mans in ’83
30 TACTICAL ANALYSIS
Lewis Hamilton’s lacklustre
qualifying needed nifty race planning

10 MATTERS OF MOMENT
21 THE ARCHIVES: DOUG NYE
31 NEWS IN BRIEF
JAYSON FONG, GETTY IMAGES

Ferrari’s Hypercar start, London Aston has made the F1 podium but AlphaTauri rubbishes itself while
Grand Prix and Avon racing tyres its GP history is far from formidable worst team Williams nicks a point

17 F1 FRONTLINE: MARK HUGHES

Sergio Pérez’s win in Saudi Arabia
suggests Max won’t have it all his own way
22 ANDREW FRANKEL’S DIARY
Step forward Clive Beecham and
Richard Attwood – owners of distinction
33 JOHNNY HERBERT
With Red Bull’s riotous start,
our columnist lauds Adrian Newey

4 MOTOR SPORT MAY 2023

 CONTENTS

34 DRIVEN: PUROSANGUE
Family friendly four-seat Ferrari
gives a V12 howl to the school run
38 PRECISION
Autodromo’s Group C-inspired
digital watch is unquestionably 1980s

36 DRIVEN: QUICK TESTS

Vauxhall in ‘desirable Astra’ shock
but the Lexus LC500 is no match for a 911
40 EVENTS
A preview of the Goodwood
Members’ Meeting, plus F1, WRC and FE

42 BOOKS
Ferrari images 1960-65 and a book
that delves into the workings of F1 cars

47 INTERVIEW: CHIP GANASSI

The American team chief on his
favourite drivers and greatest rivals

54 MY LIFE IN CARS
Howden Ganley tells us about his
first car, his top win and his driving music

57 FLASHBACK...
Bernie Ecclestone and Ayrton
Senna caught in conversation in 1991

58 LETTERS
Charles Bridges remembered,
meeting Tonino Ascari and sack Zak

63 HISTORIC CALENDAR
Our rundown of the upcoming
oldies action from Silverstone to Shelsley

Ford’s plans for Formula 1

70 GOODWOOD AT 75
Circuit memories with the finest
pre-66 races and driver recollections
92
domination under the Jaguar
Racing banner amounted to
little at the start of the century 82 250 GT SWB TRACK TEST
We take a world-famous Ferrari
racing car to its limit at Goodwood

92 JAGUAR F1 2000-04
The characters and calamities
behind Ford’s disastrous Formula 1 foray

100  ANDRETTI VS MANSELL

All was not well when Nigel
departed F1 to partner Mario in IndyCar

111 THE SHOWROOM

A Birdcage recreation, a BMW E30
M3 and our regular auction round-up

150 YOU WERE THERE

Stirling Moss, Jack Brabham
and Jim Clark at Sweden’s first F1 race
47 New Zealand driver Marcus Armstrong
has joined the Chip Ganassi ranks for
2023. Chip himself discusses Marcus
and more in our Motor Sport interview 152 PARTING SHOT
In the pitlane with a Penske/
White Racing Ferrari 512M at Sebring, 1971

MAY 2023 MOTOR SPORT 5

 Entries invited
Important Collectors’
Motor Cars and Automobilia
Chichester, Sussex | 14 July 2023

ENQUIRIES ’41 DPX’ – The ex-Peter Sellers/

+44 (0) 20 7468 5801 The Wrong Arm of the Law
ukcars@bonhams.com 1961 ASTON MARTIN DB4GT COUPÉ
bonhams.com/fos Chassis no. DB4GT/0157/R
£2,200,000 - 2,600,000 *

* For details of the charges payable in addition to the final hammer price, please visit bonhams.com/buyersguide
 t the end of February it seems
A
that the trustees of the
Ruskin Museum, a modest
institution in the Lake
District, ran out of patience.
In a post on their website
they announced that they were to start legal
action to regain possession of their most
prized artefact: Bluebird K7, the hydroplane
in which Donald Campbell died 56 years
ago while attempting to break the World
Water Speed Record.
The tone of the announcement hinted
at the frustration the museum clearly feels
about an ongoing wrangle which has
rumbled on for years.
“It is with regret that we have had to
take this action to gain physical possession
of Donald Campbell’s record-breaking boat
which was gifted to the museum by the
Campbell family in 2006,” said deputy
chairman of the museum Jeff Carroll.
“The Ruskin Museum would have
preferred that this matter be resolved without
the need to resort to litigation; however we
have been left with no choice but to issue in
order to find a resolution for all.”
The move marks an escalation in the
long-running dispute over the ownership
of the craft which has cast a shadow over
one of Britain’s most famous and evocative
speed record stories as well as over the
memory of one of our greatest heroes.
To recap on how we got here: the
Bluebird K7 is the jet powered hydroplane
in which Campbell set seven world speed
records in the 1950s and 1960s. Campbell
was killed in it at the age of 45, on January
4, 1967 when K7 flipped and broke in half
while Campbell was attempting to push
his existing record from 276mph to over
300mph on Coniston Water.
The wreckage of K7 remained 150ft
below the surface until 2001 when it was
retrieved by Bill Smith, an engineer and
diver based in Newcastle, and his Bluebird
Project team. It was subsequently given to
the museum by Campbell’s family. And then
things get murkier than Coniston itself.
It seems that Smith offered to restore
the boat at no cost and pass it back to the
museum on completion. Both parties then
raised money to support the restoration and
on the part of the museum to fund an
additional wing where the boat would be
put on display, at a cost of around £750,000.
For a small museum in Cumbria which
THE EDITOR
“The dispute
casts a
shadow over
one of our
greatest
heroes”
counts among its other exhibits Coniston
copper mining as well as a gallery of
watercolours and sketches by its Victorian
founder and patron John Ruskin, it was a
significant investment.
But then things went wrong, with
various disagreements over terms between
the two parties played out in the local press.
At the centre of the dispute was the question
of ownership.
The Bluebird Project claims that
because of the investment and work it put
in it owns all the newly fabricated parts
which it added to the boat, and as a result
has a share in the ownership of the
completed K7. The museum contends
that the work was undertaken in the
knowledge that the completed boat would
be handed over to the museum with no
claim on ownership.
The disagreement got to the point two
years ago where Smith offered a Solomon-
like solution of dismembering the restored
boat and returning the original components
– the wreckage – while his team would keep
the remainder of the vessel.
I called both Carroll and Smith about
the latest legal development hoping to
gauge if there is any hope of a sensible
solution and it is clear there are hard
feelings on either side, with both convinced
they are in the right. Carroll is frustrated at
what he sees as a simple case of someone
reneging on an agreement.
Smith is adamant that he wants to come
to an accommodation with the Ruskin
Museum that honours the agreement as he
remembers it. “I don’t know why we
can’t find some common ground.
It shouldn’t be difficult to sit in a room and
come to an agreement.”
The final outcome will be decided by a
judge – but not for probably at least a year.
Experts say it could go either way: Phillip
Sharpe, a partner at Wilmots Litigation,
which specialises in disputes around classic
cars, including ownership and authenticity,
said the case was a one-off. “Ultimately it
will turn on what the contract or contracts
were and if there weren’t any then what
was agreed at the time,” he says. “Only the
people involved know that.” The problem
is that as ever, recollections may vary.
Meanwhile, the future of an iconic piece
of British engineering and speed record
history remains in limbo.
In this issue we celebrate the 75th
anniversary of Goodwood, a circuit
indelibly linked to Sir Stirling Moss. So it is
fitting that we also remember his wife Lady
Susie who sadly died in March, almost three
years to the month that her beloved
husband died. Lady Susie was a friend of
Motor Sport and we send our condolences
to Susie’s son Elliot and daughter-in-law
Helen, and to Sir Stirling’s daughter Allison.
Joe Dunn, editor
Follow Joe on Twitter @joedunn90
NEXT ISSUE: OUR JUNE ISSUE IS
ON SALE FROM MAY 3
MAY 2023 MOTOR SPORT 7
 IN THE SPIRIT OF BOD AND JENKS

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Details matter.
To illustrate our celebration of Goodwood’s 75th
anniversary (page 70) we wanted a car which was
indelibly linked to the Sussex circuit. Enter Clive
Beecham with his Ferrari 250 GT SWB, the very
car which was driven to victory at Goodwood’s 1961
TT by Stirling Moss. The only visible difference was
the race number roundel which on Clive’s car is
white rather than Cambridge blue. No matter, said
the owner, and promptly arranged for an expert to
apply a blue wrap for 100% period correctness.

Motor Sport (ISSN No: 0027-2019, USPS No: 021-661) is published monthly by Motor Sport Magazine GBR and distributed in the USA by Asendia USA, 17B S Middlesex Ave, Monroe NJ 08831. Periodicals postage
JAYSON FONG

paid New Brunswick, NJ and additional mailing offices. POSTMASTER: send address changes to Motor Sport, 701C Ashland Ave, Folcroft PA 19032. UK and rest of the world address changes should be sent to
18-20 Rosemont Road, London, NW3 6NE, UK, or by e-mail to subscriptions@motorsportmagazine.co.uk. Distribution: Marketforce, 161 Marsh Wall, London E14 9AP. Colour origination: All Points Media.
Printing: Precision Colour Printing, Telford, Shropshire, UK. No part of this publication may be reproduced in any form without the written permission of the Publisher. Copyright © 2023 Motor Sport Magazine Limited,
all rights reserved. We take every care when compiling the contents of this magazine but can assume no responsibility for any effects arising therefrom. Manuscripts and photos submitted entirely at owners’ risk.
Advertisements are accepted by us in good faith as correct at the time of going to press. Motor Sport magazine is printed in England.

8 MOTOR SPORT MAY 2023

MAX SPEED 300kph
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MAX POWER 675 bhp at 9,200 rpm
MAX TORQUE 530 Nm at 7,600 rpm
MAX RPM 10,000 rpm normal running www.rodin-cars.com
 MATTERS of MOMENT
Ferrari makes
flying start to
Hypercar era
Pole position capped a great debut
for the 499P at Sebring, but the new
Hypercar couldn’t live with the
Toyotas in the eight-hour race
F
errari’s stunning pole position
ensured the much-anticipated new
era for the World Endurance
Championship kicked off with a
bang – even if a dominant Toyota
1-2 in the Sebring 1000 Miles
carried a familiar ring.
Antonio Fuoco’s banzai qualifying lap
around the hallowed Florida airfield circuit
was the best possible start for the new 499P
Hypercar, as a factory Ferrari team returned
to the premier division of sports car racing
for the first time since 1973. But Toyota’s pair
of GR010 Hybrids predictably held the upper
hand in the race as strategy, procedural and
driver errors cost the AF Corse-run Ferraris.
Still, the pole-winning No50 entry fended off
10 MOTOR SPORT MAY 2023
From left: Conway,
Kobayashi and López got
2023 off to a great start
for Toyota at Sebring
the lone Chip Ganassi-run
Cadillac V-Series.R to claim a
debut podium, even if it did finish
two laps down on Toyota Gazoo
Racing’s accomplished duo.
“We surpassed the goals we had set
ourselves, considering that we wanted
a podium finish, and to this we added a
splendid pole position,” said Antonello
Coletta, the satisfied head of Ferrari’s Attivita
Sportive GT department. “We are happy and
at the same time aware that we have a long
way to go.” The second Ferrari only finished
15th overall after Alessandro Pier Guidi
sustained suspension damage in a collision
with two GTE Am cars.
Toyota’s performance represented a form
of vindication for the Japanese
manufacturer, which faced only
minimal opposition towards the
end of the previous LMP1 era and over
the course of the first two seasons of the LMH
rulebook. As ever, the No7 and No8 crews
were equally matched, the former gaining the
crucial edge this time as Britain’s Mike
Conway, Toyota’s player-manager Kamui
Kobayashi and Argentinian José Maria López
stood on the podium’s top step at the end of
the eight-hour race. The victory was especially
sweet for López, who crashed heavily at
Sebring last year, went off in practice this
time and is said to have only kept his 2023
drive because Dutchman Nyck de Vries joined
AlphaTauri in Formula 1.

Porsche’s pair of Penske-run 963 LMDh
cars finished fifth and sixth, four laps down
on the winning Toyotas after showing only
THOMAS FENETRE/DPPI MEDIA, GETTY IMAGES, IMSA/LAT IMAGES
intermittent pace. But the German giant looks
in far better shape than Peugeot, which
struggled with an alarming lack of both speed
and reliability over Sebring’s notorious bumps
with its rear wingless 9X8.
Two privateer entries added to the LMH
diversity. Glickenhaus inevitably proved race-
rusty in the 007 LMH’s first appearance since
July last year, while the new Vanwall made it
to the finish despite delays, including a stop
for repairs after a rear suspension problem
spun Jacques Villeneuve off at the final corner.
The WEC returns to Europe next for a round
at the Algarve circuit in Portimão on April 16.
Crash, bang,
wallop ends
Sebring duel
A
late collision eliminated the top three
and decided the outcome of a dramatic
71st running of the Sebring 12 Hours.
Taking place a day after the World
Endurance Championship opener, the IMSA-
sanctioned classic offered Porsche Penske a
second bite of Sebring glory this year – only
for Mathieu Jaminet to get together with the
Wayne Taylor Racing Acura ARX-06 of Filipe
Albuquerque as they lapped GTD cars with
less than 20 minutes left on the clock. To
make matters worse, the other Porsche 963
driven by Felipe Nasr ploughed into the
melée, in what was ruled a racing incident.
The carnage opened the door for the
Action Express Cadillac to take victory in
the hands of one-time Williams Formula 1
grand prix starter Jack Aitken. The winning
Caddy V-LMDh was shared with Aitken’s
British countryman Alexander Sims, who has
chosen to focus on endurance racing after
his self-confessed struggles in Formula E, and
Pipo Derani. At only 29, the Brazilian is
now a four-time winner of the Sebring 12
Hours, a tally he shares with Frank Biela and
Allan McNish. Only Tom Kristensen (six)
Above: the Porsche 963 and Dindo Capello (five) have more victories
could only play a support
in the Florida blue riband.
role on its WEC debut
Top: Ferrari starred,
although No51 was in the Both Porsches were wiped out in collision.
wars. The No2 Cadillac Above: Action Express trio celebrate
looked promising too.
Inset left: The Peugeot
9X8 hadn’t tested at
Sebring – and it showed
MAY 2023 MOTOR SPORT 11
 ®

®
 MATTERS of MOMENT
Groundhog H
eard the one about a London Grand Prix?
Yes, sitting somewhere between death
and taxes, the Formula 1 story that
Day: London always seems to be with us is back on the agenda.
A proposal has been revealed for a Montreal-
Grand Prix style FIA Grade 1 circuit based around the Royal
Docks in East London, tapping into F1’s current
plan returns trend for big-city street races. The plan, said to
have the backing of London’s City Hall, was
revealed as F1 prepared for races in Jeddah, the
long-established Albert Park grand prix in
the heart of Melbourne, the Baku city circuit in
Azerbaijan, followed by the sophomore visit to
the suburban Miami Autodrome.
And this is all before what the series bills as
“The World’s Most-Anticipated Formula 1 Race”
– better known as the Las Vegas Grand Prix,
scheduled for November. Vegas represents a
new vision for F1, lit in neon and with a pounding
soundtrack aimed at a new generation of fans.
Part-timer Ogier tops WRC table
S
ébastien Ogier reminded the World Rally
Championship what it’s missing out on
by his insistence on only competing
part-time as he dominated to score a record-
breaking seventh victory on Rally Mexico.
The result has lifted the eight-time WRC
TOYOTA GAZOO RACING
king to the top of the points standings, despite
Ogier put the boot Ogier having only competed in two of the three
into his WRC rivals rounds this season. He also won the Monte
in Mexico Carlo Rally in January for a record ninth time.
The Toyota ace is three points ahead of
Those booking into the Premier Inn London
Docklands might not usually find pool parties,
sun-kissed balconies or star-filled shows, but the
London GP proposals have plenty in common
with Las Vegas. Floating modules are proposed
to line the waterfront carrying grandstands, food
outlets, luxury hotels and entertainment
facilities. The ExCel exhibition centre, already
home to a Formula E race, is at the heart of the
circuit proposal and provides plenty of space
for additional experiences.
Details of how it will be funded and whether
F1 cars count as ULEZ-compliant remain
opaque… but whether the London GP happens
or otherwise, the latest plan does not necessarily
pose a threat to Silverstone. In theory, two races
in the UK could be accommodated given that
three will be held in the US this season – although
the current British GP deal ends next year, with
no word yet on a renewal.
A London Grand Prix in
the Docklands fits with
the current F1 zeitgeist
for major city races
Hyundai’s Thierry Neuville, who caught and
beat Elfyn Evans to second place in Mexico.
But is there any hope Ogier might be enticed
to pitch for a ninth title and equal the tally set
by former nemesis Sébastien Loeb? After his
win, he revealed he’ll also compete on the
asphalt stages of Rally Croatia on April 20-23,
which wasn’t expected. Ogier vs Neuville vs
reigning champion Kalle Rovanperä vs M-Sport
Ford’s Rally Sweden winner Ott Tänak, across
a full season, would be a juicy prospect.
MAY 2023 MOTOR SPORT 13
 MATTERS of MOMENT
Avon no longer calling
T
here is a quiet but major upheaval
coming in the tyre supply for historic
racing as all production at the Avon
factory in Melksham will finish in December.
For four decades and more, the Avon
plant in the Wiltshire town has been at the
forefront of supplying racing tyres, notably
for a wide range of historic racing. As many
as 300,000 to 400,000 tyres are made each
year and some of them are incredibly niche
in terms of size and construction.
Around the turn of the millennium, the
Avon brand was bought out by the
US-based Cooper Tires company
but production at Melksham,
right, carried on largely
unchanged. However, more
recently, the Cooper brand
was acquired by Goodyear.
Paul Nicholls is competition
manager for tyre supplier
BMTR, Avon’s biggest motor sport
distributor. He says that the vast range
of tyres produced at Melksham did not make
commercial sense for the new owners.
Nicholls said: “That’s what Avon was
always very good at, making niche products.
Tyre sizes for stuff that no one else could
do. Which is also part of its downfall, of
14 MOTOR SPORT MAY 2023
course.” In October 2022, the plant went into
a period of consultancy and the outcome
was a decision that it would close at the
end of 2023.
“They’re going to basically kill off the
Avon motor sport brand,” added Nicholls,
“with no movement of any machinery or
plant, which will be mothballed.”
That decision could have represented a
catastrophic blow to historic racing but the
situation is not as bleak as it may appear.
Production at Melksham is continuing
unchanged for 2023 and there should
be enough Avon stock to carry over
some way into 2024. That period
of grace should allow other
manufacturers to move into the
market place and, importantly,
give enough time for proper
testing of any new tyres in
relevant weather conditions.
For three decades John
Pearson has headed up HP Tyres,
Dunlop’s major historic distributor, and he
races a range of historic cars, notably a
Jaguar E-type in longer two-driver races.
“There’s nothing to worry about, certainly
this year, and probably not even for next
year,” he said. “But when it comes to very
Avon tyres have kept
historic F1 cars on track.
Below: Slim Borgudd
scored a point on Avons
for ATS at Silverstone ’81
obscure product lines, people will have to
get slightly more creative. The key is to make
sure we are able to keep all of the most
popular parts of historic racing functioning.”
The Goodyear/Dunlop group has many
relevant products in its back catalogue and
took a major presence at the Race Retro
exhibition at the end of February to show
off the range. Goodyear branded tyres for
Historic F1, Historic F2 and 1970s sports cars
will be testing as soon as weather conditions
are relevant.
Pearson explains that the relatively small
market means there is little sense in having
competing tyre companies. HP Tyres will
now seek to fill as many future gaps in the
JAKOB EBREY, GRAND PRIX PHOTO, AVON
market as possible. “It’s a big job, enormous
now in terms of the industrialisation process
and the cost,” he says. “I’m sure we will see
manufacturers come along that we’ve never
seen before or that we didn’t know had a
quirky little niche tyre.
“Historic racing is fantastically resilient.
Everybody will cope and we will improvise,
overcome and adapt.”
THE LIMITED-EDITION TRIPLE-FOUR
RACING CHRONOGRAPH IS MORE
THAN A BEAUTIFUL WATCH

It’s a Swiss Chronometer with heritage features

that offer a journey of discovery, inspired by
iconic automobiles and featuring details paying
homage to British motorsport history. Designed by
the legendary Sir Terence Conran, and limited to
just 500 units.

www.brooklandswatches.com
 SATURDAY
27TH MAY THE
ASCOT
RACECOURSE MAY SALE

2003 FERRARI 575M

Historics sale, 8th April 2023

AN ENTICING SALE OF HIGHLY COLLECTIBLE CLASSICS

VIEWING DAYS
Wednesday to Friday
24th-26th May
9am-5pm ENTRIES
ARE INVITED
SALE TIME
Saturday 27th May
Commences 9.30am
Doors open 8.30am
REGISTER TO BID
See the website
for full details Call 01753 639170

01753 639170 auctions@historics.co.uk www.historics.co.uk


T
he scale of Red Bull’s advantage
this season had Max Verstappen
acknowledging in Jeddah that
the world championship is
unlikely to go to anyone other
than himself or team-mate
Sergio Pérez. Having finished second to Pérez
in the race, essentially because he had to start
14 places behind him after a driveshaft failure
in qualifying, Max was airing his dissatisfaction
with the reliability, exactly because it could
influence the title outcome.
Could Sergio Pérez, good driver though
he is, seriously be considered Verstappen’s
title rival? The chances of him outperforming
Verstappen over a season have to be
considered remote. But that’s an ‘outside
looking in’ perspective. There is absolutely
no reason why Pérez, as a fully competitive
F1 driver, should even begin to think like that
– and he’s almost certainly not.
From his words coming into the season,
his manner and his performance in the
two events to date he’s clearly a man on a
mission. He’s much happier with the balance
of this car than that of the latter half of last
season. Driving it feels more intuitive to him
and he is clearly not intending this to be a
third year as Red Bull’s support driver.
So he grabbed the opportunity provided
by Verstappen’s mechanical mishap and
wasn’t about to let it go – not even when a
safety car had wiped much of Verstappen’s
deficit to him, putting him just 5sec behind
with 25 laps still to go.
On previous form Verstappen would
easily obliterate such a gap. Especially on a
track where the robust hard tyre allowed
him to push hard, where the pace wouldn’t
be defined by tyre temperatures but by the
ability to drive all-out at high speed between
the walls. But not on this day. Max was giving
it everything but Sergio was only a smidgeon
slower. It took 12 laps of flat-out running for
Max to reduce a 5.4sec gap to 4.3sec. That
MARK HUGHES
“Pérez grabbed the
opportunity provided by
Max’s mechanical mishap”
wasn’t on schedule to get him on Pérez’s tail
before the end.
But as they pushed on, so gremlins
threatened. Verstappen began to hear a
high-pitched noise from the rear of the car
at speed, just like the day before, and its
balance off-throttle felt strange. He reported
it, the team checked the data but could see
nothing. Then Pérez began feeling vibrations.
This is all with the backdrop of the cars
having only just finished in Bahrain two
weeks earlier. There’s something delicate
in the transmission.
So began the game of a team trying to
ensure a 1-2 finish by calling off the fight. But
to do that requires the guy behind to back
off first. Gianpiero Lambiase, Verstappen’s
race engineer, got a feeling of deja vu. He’d
been imploring Verstappen to back off even
in Bahrain when he had the race already
won and was under no threat.
Even then, Verstappen had “In the team,
ignored the request for many
laps. Now the same request,
everyone is
but with far more motivation happy but I’m
for Max to ignore it. “Thirty- not happy.
three-zero please,” Lambiase
requested as Max lapped in I’m not here to
1min 32.3sec. “Confirm 33.0, be second”
Max.” Radio silence. Fastest lap
of the race so far at 32.2sec.
“33.0 please Max.” A lap later Pérez went yet
faster, 1min 32.1sec.
Hugh Bird, Pérez’s race engineer, was
making the same request. “What times is
Max doing?” Checo demanded. Max had just
done a 32.6sec. “So why are you asking me
to do 33.0sec?” Pérez was quite logically
asking why they were pushing and risking a
non-finish. What the team couldn’t say was
“because Max is ignoring the request”.
These are competitive people and racing
in the full knowledge that they are competing
with each other for the sport’s biggest
prize. With six laps to go Max had done some
FORMULA 1
calculations in his head and realised he
wasn’t going to catch Pérez and finally
he backed off to the requested lap time. He
finally broke the radio silence by asking what
the fastest lap of the race was. “We’re not
concerned about that,” replied Lambiase.
“Yeah, but I am,” said Max. Taking it from
Pérez would be a two-point swing between
them. He harvested his electrical power for
his last lap assault – and duly delivered it.
The one point he took for it is the one by
which he was leading the championship.
Outsiders took this as disrespectful. It’s
nothing of the sort. It is simply intense
competitive dynamics, and there is always
a faultline where the driver’s interests
diverge from those of the team.
“I recovered to second,” he said, “which
is good. And of course in general, the whole
feeling in the team, everyone is happy but
personally, I’m not happy.
Because I’m not here to be
second, especially when you
are working very hard also
back at the factory to make
sure that you arrive here in
a good state, and basically
making sure that everything is
spot on. And then yeah, you
have to do a recovery race,
which I like – I mean, I don’t
mind doing it – but when you’re fighting for
a championship and especially, you know,
when it looks like it’s just between two cars,
we have to make sure that also the two
cars are reliable.”
It’s not just the phenomenal talent, it’s
the mental intensity. How does Pérez even
begin to fight that? Well, he’d just done a
fine job of resistance. But that’s just one race.
Since he began covering grand prix racing in
2000, Mark Hughes has forged a reputation as
the finest Formula 1 analyst of his generation
Follow Mark on Twitter @SportmphMark
May 2023 Motor Sport 17
 MOTORCYCLES
F
orty years ago, on April 2, 1983,
a British teenager made history at
Le Mans. Eighteen-year-old Alan
Carter won the French 250cc Grand
Prix to become the youngest-ever
intermediate-class GP winner, an
accolade he retained for the next two decades.
Even now, his achievement has only been
surpassed by six-times MotoGP world champion
Marc Márquez and Dani Pedrosa, the most
successful MotoGP rider never to have won
the world title.
Alan’s success happened in the strangest
circumstances, which perhaps wasn’t all that
surprising considering his sadly unusual
upbringing. Alan’s father was Mal Carter – car
dealer, sponsor, boxer, bit of a gangster and a
scary presence in British race paddocks for
a couple of decades.
These were the days when riders,
mechanics and girlfriends kept their flimsy
cardboard paddock passes safe in see-through
plastic wallets, attached to their clothes by a
giant safety pin. One day at a Continental GP
venue Big Mal was stopped at the paddock gate
and asked for his pass. “It’s in my back pocket!”
he replied angrily. “You must wear your pass,”
came the reply. At which point Big Mal took his
see-through pouch, pierced one of his ears with
its safety pin – punk-rock style – and marched
into the paddock.
So this was the kind of background from
which Alan came. And his dad only ever
expected one result from him and older brother
Kenny – twice British speedway champion.
“I was frightened to death of the guy,” Alan
recalls of his father. “He was very, very verbally
abusive and frightening. He never hit me,
though I was scared that he might.”
Alan had blazed his way through British
racing to get a ride with the UK Yamaha
importers in the 1983 250cc world
championship. He was very confident of his
talent… “I thought I’d win the title, for sure.
I didn’t even think it’d be hard.”
18 Motor Sport May 2023
MAT OXLEY
“Carter’s achievement
has only been surpassed
by Márquez and Pedrosa”
However, his bikes were over-the-counter
TZ250s, so he was in for a shock at the season-
opening GP at Kyalami, South Africa.
“The top guys’ bikes were phenomenal – all
kinds of bespoke gear,” he remembers. “We
couldn’t even slipstream half of them.”
Round two was much closer to home, at
Le Mans, but this was another new track for
the youngster, with grim weather all weekend:
cold, rain and a few flurries of snow.
“There were loads of crashes because
Dunlop had brought out new tyres for the year
and they were all too hard for the conditions.”
And Alan had other worries too. “We had
some new ignition parts and the bike kept
seizing up on both cylinders. It was only in
the last practice session that we got a few
good laps in.”
He qualified 31st, dead last. All seemed lost
until Saturday evening, when his mechanic was
rummaging in the back of the
team’s van. There he found an “I asked who
unused super-soft 1982 Dunlop
front slick. Suddenly the weather
had won and
wasn’t so grim after all. was told,
“Dunlop got wind of it and
wanted the tyre for one of their
‘You did!’
guys who had qualified on the I was like,
front row, but my dad basically ‘What?!”
told them where they could go.”
Although race-day warm-up
went well, Alan was convinced that the
challenge of his lowly grid position was
insuperable. The back row was 100m behind
the front row, where local hero Christian Sarron
sat on pole. From his position, Alan couldn’t
even see the Frenchman. “I remember thinking,
‘I’ve got no chance.’”
But that sticky front tyre made all the
difference on the chilly Le Mans asphalt. Alan
was on the attack right from the start – out-
braking rivals and stealing the apex from them.
By half-distance he was up to eighth, although
he had no idea of his race position and was
simply pushing on.
“I’d noticed that everyone was riding up
the straight just to the right of the white line,
which was a couple of feet from the Armco on
the left of the track. I kept running over that
line and going between the other riders and
the Armco, so I couldn’t see my pitboard.”
The cold weather played havoc with even
the most skilled and experienced riders…
“There’s three things I can absolutely
remember from the race: Sito Pons [250cc
world champion in 1988 and 1989] was leading
and went straight on at one of the hairpins,
then the reigning world champion Jean-Louis
Tournadre crashed right in front of me and
I nearly ran him over. Then it started to snow
a tiny bit towards the end. Thierry Rapicault
was just ahead of me and he backed it off a bit,
so I went past.
“I didn’t have a clue what position I was in,
but it got to a point where I knew I was on
the rostrum. It was like, ‘I’m in the
top three!’”
“After the chequered flag,
when I came into the pits the first
guy I saw was [British reporter]
Norrie Whyte. He was jumping up
and down. I asked him who had
won and he looked at me
dumbfounded and said, ‘You did!’
I was like, ‘What?!’”
Obviously this should have
been the start of a brilliant grand prix career,
but it wasn’t. Alan struggled to restrain his
aggression, crashed too much and never stood
on a podium again.
His life was overtaken by tragedy in 1986,
when brother Kenny, aged 25, murdered his
wife and then killed himself, leaving their two
children orphaned. Alan rode his last grand
prix at Donington Park in 1990.
Mat Oxley has covered motorcycle racing
for many years – and also has the distinction
of being an Isle of Man TT winner
Follow Mat on Twitter @matoxley
®
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H
ow nice it was – compensation
for a fundamentally boring
opening race of this year’s
Formula 1 World Championship
– to see the beaming 41-year-
old Fernando Alonso back on
the finish podium in Bahrain. Third place in
a Red Bull seem-alike Aston Martin was a great
revelation. It was in some measure amends
for the demeaning manner in which the
metallic green Aston Martin course car of last
year somehow looked more in place than the
sister-liveried F1 team cars following it, buried
some way back down the starting grid.
So the grand old marque looks to be not
just back in the fray, but showing genuinely
competitive top-three-team pace. One has to
reflect that Aston Martin – as a much-storied
marque which has survived (just) over so many
years – has seldom achieved such prominence
at Grand Prix level. From its foundation in 1913
to its refinancing by Count Louis Zborowski
– of Chitty-Bang-Bang Brooklands special fame
– in 1920 to its first Grand Prix car project of
1922 it spluttered as much as it ever roared,
yet simply – somehow – kept going.
The marque’s most illustrious owner was
David Brown, head of the old-established
Huddersfield-based gear and machine tool
manufacturer who bought the floundering
marque in 1947, more or less on a whim. The
subsequent series of ‘DB’-serialled Aston
Martin models carried his initials, while the
apple of his eye became the DBR racing designs
of the later 1950s
While his primary goal became the FIA
Sports Car World Championship title – clinched
despite fierce Ferrari and Porsche opposition
in 1959 – Brown also dabbled with an Aston
return to Grand Prix racing.
In 1951-52, he authorised consideration of
a potentially Formula 2 GP car, based upon a
reduced-capacity variant of the 2.6-litre LB6
engine in a DB3-derived chassis. That was
ditched and with the new 2½-litre GP Formula
DOUG NYE
“Aston Martin has seldom
achieved such prominence
at Grand Prix level”
looming for 1954, Aston began work on the
‘DP155’, a single-seater powered by a 2493cc
version of the Willie Watson-designed 2.9-litre
six-cylinder engine. Sadly, dyno tests predicted
no contest against the F1 opposition’s
240/250bhp. While the engine was raced in a
sports DB3S the DP155 car gathered dust.
Until senior driver Reg Parnell – always
eager for an earner – proposed reviving it with
a supercharged 3-litre engine, to contest the
New Zealand Formule Libre race series opening
1956. The car was prepared but then its ‘blown’
engine blew-up in testing. An unsupercharged
2½-litre unit replaced it, and ‘Uncle Reg’
practised for the New Zealand GP at Ardmore
aerodrome, only for the engine to throw a rod.
A fresh 3-litre engine was flown out for the
following race at Lady Wigram airbase,
Christchurch. Reg finished fourth. At Dunedin
he was second, and at Ryal Bush third.
Aston Martin’s last F1 hurrah – prior to the
modern campaign – emerged in 1959-60; a
late starter and – worse – front-
engined. Engineer Ted Cutting: “The RB6
“The DBR4 Grand Prix car was
conceived in spring 1956… to use
engine had
a 2½-litre version of the 3-litre fundamental
twin-overhead camshaft, dry- weaknesses
sump alloy-block RB6 unit. It was
to drive through the same five- as a 2½-litre at
speed David Brown transaxle as 8000rpm”
the DBR1 sports car”. The
prototype tested on Boxing Day
1957 at MIRA. Further tests at Silverstone and
Goodwood saw quicker laps than both
Maserati 250F and Vanwall. But splitting
resources between F1 and sports cars was seen
as unwise, so for 1958 the F1 project fell silent.
David Brown then decreed the team
should concentrate upon F1 in 1959 and only
run its sports cars at Le Mans. However, Stirling
Moss prevailed upon him to release one sports
car for the Nürburgring 1000Kms – which he
won – then the works team won Le Mans. That
gave them a World Championship title chance
THE ARCHIVES
in the Goodwood TT finale, and in dramatic
style, they won it.
However, team director John Wyer would
recall: “In contrast to the triumphs of the
sports cars, it would be tempting to say nothing
about the F1 programme... The DBR4 was not
a bad car and in its first race Roy Salvadori was
narrowly beaten by Jack Brabham in a Cooper-
Climax, making fastest lap in the process. But
the RB6 engine had fundamental weaknesses
as a 2½-litre when taken up to 8000rpm.
“The DBR4 might have won races in 1958
and might still have performed creditably in
1959 [but] the DBR4 was built in a tradition
which was dying if not yet, in 1959, quite dead.
While David Brown announced our withdrawal
from sports car racing he had said we would
continue with the Formula 1 programme for
one more year. But the DBR4 which might have
won races in 1958 was a lame duck in 1959.
“We produced a new version of the DBR4
which weighed just over 1200lbs. Because we
were reducing sprung weight,
with little or no reduction in
unsprung weight, the effect upon
road holding was disastrous. In
desperation we made the DBR5
which weighed less and handled
worse. After the British GP in
which our cars were outclassed,
David Brown agreed to withdraw
from further competition. At the
end of 1959 we could have
withdrawn from Formula 1 without discredit.
In 1960 we had no such alibis and in a few
short months we had dented a reputation
which had taken 10 years to build…”.
Today, after several successful years in GT
endurance racing, modern Aston Martin really
is back in Formula 1, rebuilding that battered
reputation... as long as the money may last.
Doug Nye is the UK’s leading motor racing
historian and has been writing authoritatively
about the sport since the 1960s
May 2023 Motor Sport 21
 DIARY
wenty-five years ago, Richard
T
Attwood let me drive his Porsche
917. At the time it was the greatest
automotive experience of my life
and in the quarter century of
unfathomable good luck that has
since passed under my wheels, only a handful
of other experiences get anywhere near it. And
it was not just because I had a 917 and
Silverstone to myself. What I remember as
much as the fear, the excitement, the sight,
sound and feel of the car was Richard’s
attitude. Every time I came in he’d ask me
how it was. I’d tell him and he’d say, “Yes, yes,
but have you had a proper go yet?” Truth is
that out of respect for the car, its value, its
reputation and its owner, I was driving it fast,
but not hard. “Don’t worry about it,” he said
with good-natured testiness, “you’ll be fine.
Just get out there and really drive the thing.”
So I did. I can say in all sincerity that I’ve driven
a Porsche 917 as fast as I can make it go. Which
even after all these years is still quite something
to consider. At least to me.
Because so often you get in some amazing
car and the owner, quite understandably,
wishes to ensure it comes back in the same
condition. So limits on revs, or laps or style of
driving (“no drifting!”) are at times applied
and they are always rigidly adhered to. I’m
sure I’ve only been track testing cars for this
long because I’m perceived to be a tolerably
safe pair of hands, so far at least.
But just occasionally you get another
Attwood, someone whose only agenda is that
you do not step out their car until you have
experienced it at the very limit of its ability.
Such a person is Clive Beecham whose
ex-Stirling Moss, TT-winning Ferrari 250 SWB
adorns the cover of this magazine. “You’ll have
to use all 7700rpm to get the most out of it,”
– which I did, and, “Expect you’ll be drifting
it on the first lap” are examples of his
extraordinary trust and generosity. Which is
the only reason I really did get to fling the SWB
22 Motor Sport May 2023
ANDREW FRANKEL
“Time can do many amazing
things but making a poor
car good is not among them”
around Goodwood and now have memories
that will last as long as any gathered in all the
years I’ve been doing this job.
A few weeks ago I drove over to Max Girardo’s
place in the heart of the Oxfordshire
countryside for various reasons including
taking a look at his newly constructed
showroom and drool over its contents. But
when there’s a Ferrari 512 S front and centre
everything else seems to fade into the
background. I have a list in my head of cars
I’d happily lose a limb to drive and Maranello’s
hastily devised response to the aforementioned
917 is right up there, vying for position with a
McLaren M8F and a Mercedes-Benz W125.
This is chassis 1004, raced by Jacky Ickx
at Daytona in 1970 where it failed
to finish and John Surtees at “I find the
Monza where it finished third
before becoming the test bed
Peugeot 205
for the Coda Lunga long tail GTI more
bodywork desperately required charming
to keep up with the Porsches at
Le Mans. For this strings were now than 40
pulled, a section of autostrada years ago”
was closed along which Arturo
Merzario and Peter Schetty went
barrelling reporting an increasingly
uncomfortable ride quality above 215mph.
It then found its way to Steve McQueen’s Solar
Productions where it was driven for his
1971 Le Mans film and its body panels used to
clothe a radio-controlled Lola T70 in its most
famous crash sequence.
Anyway, I sat in it and my unhelmeted
head stuck so far proud of the bodywork we
couldn’t even close the door. So my hopes of
now driving a 512 S rest with those left in spider
configuration. Fancy my chances? Me neither.
Once I’d done what I’d gone there to do, I had
coffee with Max and found ourselves discussing
a question to which neither of us had an
answer. I still don’t. Why is it you can drive
two old cars, both equally revered in period,
and one may be even more wonderful than
you remember while the other leaves you
rather wishing you’d never bothered climbing
aboard? I have no idea.
But the examples I chose to illustrate the
point were the Peugeot 205 GTI which I find
possibly even more charming today than I did
nearly 40 years ago, and the mid-engined
Renault 5 Turbo 2, which I did not. My brother
briefly owned one of these in period and I was
absolutely in awe of it, but when I drove
another a few years ago I couldn’t understand
what anyone had ever seen in it. It was slow,
made an unpleasant noise and felt like it would
enjoy nothing more than depositing you in a
hedge at the earliest available opportunity.
What we did agree is that cars
that were bad when new remain
so for the rest of their lives. A car
is not ‘classic’ just because it is
old. Time can do many amazing
things but making a poor car
good is not among them.
I am detecting a slight increase
in interest in hydrogen power as
the limitations of electric cars
and our already creaking charging network
become more apparent by the day. I’ve said it
before but it bears repeating that eventually
hydrogen will have to be adopted because it
is the only truly sustainable energy solution
for mass transportation by road. And now
I read a Skipton-based company called
Element 2 plans to open 30 hydrogen stations
in the UK before the end of the year, at least
doubling the current number, and aimed
primarily and for now at the haulage industry.
It’s not much, but it’s a start.
A former editor of Motor Sport, Andrew splits
his time between testing the latest road cars
and racing (mostly) historic machinery
Follow Andrew on Twitter @Andrew_Frankel
 traditional values
modern thinking

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 FORMULA 1 RACE REPORT

Max Verstappen, far left,

leads at the Bahrain
Grand Prix. Sergio Pérez
lost second place to a
quick Charles Leclerc

Bahrain GP Saudi Arabian GP

Rampaging Red Bull

in a class of its own
Just two races into 2023 and the RB19s of Verstappen and Pérez
are uncatchable. Mark Hughes re-lives the Middle East action

A
s the 2023 season got
underway in Bahrain with a
Red Bull-Honda performance
advantage apparently even
greater than last year (when
the team scored 17 victories
from 22), so the pressure on the competition
began to tell. The realisation at Mercedes
and Ferrari that they had something
fundamentally wrong in their organisations
led to speculation of crisis at both teams.
Ferrari’s chief of performance
engineering David Sanchez quit after
Bahrain, with the possibility of others
following him. Confronting the reality of a
second successive mediocre car as he chases
that elusive record-breaking eighth title,
Lewis Hamilton, now 38, was deflated and
untypically spoke out against Mercedes.
That’s how soul-destroying Max
Verstappen’s Bahrain victory was. It wasn’t
so much that he was over half a minute clear
of the nearest non-Red Bull (Fernando
Alonso’s Aston Martin), it was how much
bigger it could have been if he’d let himself
off the leash. His engineer Gianpiero
Lambiase was almost pleading with him to
slow by 0.7sec per lap, even at a pace
Verstappen considered comfortable. He
eventually complied, yet still won with such
an impressive margin.
“The gap is greater than last year,” said
Hamilton, uninterested in varnishing the

24 MOTOR SPORT MAY 2023

 Clockwise from top left:
Max Verstappen and
Fernando Alonso in Bahrain
– Alonso’s first podium
since 2021; Lewis Hamilton
was 50sec off Max in Sakhir;
Alonso in the Bahrain pit

truth. “It’s not on the straights – last year we
were very draggy with a much bigger wing,
but equalling in the corners; this year it’s
mostly corners. They have a lot of rear end
on the exits through most of the corners.
In the race they weren’t pushing. They’re a
lot quicker than they even seemed. We’ve
got them potentially 1.5sec faster in the
race per lap.”
Bahrain and the following Saudi Arabia
Grand Prix confirmed that F1 is in the midst
of a long-term competitive hierarchy change.
Red Bull, semi-competitive by the end of
2020 after almost seven years of Mercedes
rule, fully competitive in ’21, dominant in ’22
and seemingly extravagantly so in ’23.
Despite a change of formula in the middle
of that sequence.
FORMULA 1 VIA GETTY IMAGES, ASTON MARTIN, GRAND PRIX PHOTO
third with a power unit failure – summarised
the situation: “It’s simply a sign that there’s
someone out there just doing a better job
than us and that we need to raise the bar. But
while we are raising the bar every year and
becoming a stronger team, the
others are doing the same… It’s “We’ve got
not only how much you can
progress from one year to
them
another, it’s how much you can potentially
progress relative to the rest of the 1.5sec faster
field. I’ve been in Ferrari three
years and the progress I’ve seen in the race
inside the team from 2021 to per lap”
2023 is huge. But it hasn’t been
enough to beat either Red Bull
or Mercedes.”
Red Bull’s understanding of the
its 2022 predecessor – a realigned sidepod,
an even more extreme degree of anti-dive in
the front suspension geometry and anti-squat
in the rear – yet it’s around a second per lap
faster. This despite the regulation tweak of
the raised floor edge and diffuser,
which was expected to cost
around 0.5sec of lap time. If the
competition assumed Red Bull
would be into diminishing
returns because of how high it
had set the bar in 2022, and that
they would be able to cut into
that deficit, they were wrong.
Bahrain presents a severe
challenge to the rear tyres, so
much so that the cars have to be set up with
a protective amount of understeer, so

The principle of entropy always prevails
eventually and old alliances are broken down
by an ascendant new power. It happened to
Red Bull at the beginning of the hybrid
formula and it’s taken this long to get back.
It could take just as long for Mercedes or
Ferrari to be anything other than occasional
interlopers in a new Red Bull era. Which is
what they were last year, but the assumption
was that with a greater understanding of the
ground effect cars in the second year of these
regulations, they’d close the gap.
Carlos Sainz – a distant fourth in Bahrain
after team-mate Charles Leclerc retired from
aerodynamic nuances of the powerful
underbodies clearly far exceeds that of its
rivals. The RB19 looks very little different to
Leclerc was running third in the Bahrain
Grand Prix but only lasted 40 laps
compromising their balance for qualifying.
The track surface is extremely abrasive and
there is very little respite from long-duration
quickish corners, punctuated by low-speed
acceleration. The track varies a lot from day
to day and what had worked during the three-
day test the previous week wasn’t ideal
during the GP weekend. That concerned
Verstappen, but needn’t have done. So much
pace did he have in hand, he could afford to
run a little more of his hated understeer
balance and still be on pole – albeit only
0.14sec quicker than his understeer-
preferring team-mate Sergio Pérez.

MAY 2023 MOTOR SPORT 25

 FORMULA 1 RACE REPORT
Fernando Alonso took his
Aston Martin to a second
consecutive podium in
Jeddah. Or did he? He
was third past the flag. He
stood on the podium and
took part in the top-three
finishers’ TV interviews.
But as he was walking
down the podium steps
after spraying the fizzy
drink, he was interrupted
by an FIA official who
informed him he’d
received a 10sec penalty
(for incorrectly serving
a 5sec penalty) and that
dropped him down to
fourth, behind George
Russell. The FIA man
relieved him of the trophy.
The original penalty
was for lining up slightly
to the left of his marked
grid spot. By maybe 6in.
There was no obvious
advantage to it. It wasn’t
that he’d started ahead of
the slot, merely to the side
of it. The visibility from the
cockpit of current F1 cars
doesn’t allow you to see
Alonso’s Aston Martin was on the front of the grid at Jeddah, right, but the driver was penalised for
being too wide of his allotted starting point. Inset: George Russell’s third place was shortlived
26 MOTOR SPORT MAY 2023
Aston races
by the book
Third again for Alonso – but the
result only came with an appeal
the lines once you get
close to them, but rules
are rules and the penalty
was awarded soon after
the race started – 5sec to
be served at his pitstop,
before any work could
begin on the car.
Fortuitously, he was
able to make his pitstop
under the safety car and
such was his gap over
Russell behind that he
was able to take the
penalty and rejoin without
losing a place. There were
questions about whether
it was valid to take the
penalty under a safety
car. It was. The team was
told it was in the clear.
With the race in its
closing stages, the
observers, having
looked at VAR footage,
established that actually
the rear jack had been
in contact with the car
before the 5sec had
elapsed. The jack wasn’t
being operated, but it
was touching the car.
That was enough to
invalidate the serving of
the penalty.
So just before the last
lap, Alonso was asked if
he could get the 4.7sec
gap over Russell to more
than 5sec, in anticipation
of another 5sec penalty
to be added. With a
magnificent last lap, he
did. He was then awarded
the 10sec penalty.
Aston appealed on
the grounds that this
ruling was invalid because
it had previously been
agreed that the front jack
is permitted to touch the
car as it is used to guide
the car’s position. As there
were no words specifying
front or rear jack, the
penalty was accepted as
invalid. Alonso’s third
place was restored.
Verstappen’s relatively small 0.3sec
advantage over the Ferraris filling the second
row flattered the red cars and was a reflection
only of how far the Red Bull engineers had
felt able to afford to prioritise race day
performance at the expense of qualifying.
He won the start and none of the others saw
him until the race was over.
Pérez’s race was a little more complicated,
as he was beaten into the first corner by the
new-tyred Leclerc. But such was the Red
Bull’s superior tyre usage that he – like
Verstappen – was able to use another set of
softs into the second stint whereas everyone
else, Leclerc included, was obliged to switch
to mediums. Using his tyre advantage, Pérez
was able to pass the Ferrari early into
the second stint.
Leclerc was probably set for a distant
third, but only because Alonso had lost time
and places on the first lap to being hit at Turn
4 by team-mate Lance Stroll. But even that
was denied Ferrari, as Leclerc was forced to
retire with an energy store-related failure.
This had already been replaced pre-race and
the necessity of a third item for Saudi would
result in a 10-place grid penalty there.
Alonso’s first lap began going wrong as
Hamilton out-braked him into Turn 4. Alonso
is a master of the switchback re-pass,
however, and it looked like that’s what his
intention was as he didn’t even defend the
inside but stayed out wide, ready to swoop
aggressively for the apex on an ideal line as
Hamilton would be compromised on the exit
by his narrow approach angle. The problem

Just like old times for
Alonso – leading the
early stages of the Saudi
Arabian Grand Prix
was that as Alonso was making that swoop,
just behind him Stroll was braking late on
the inside to defend his place against Russell
alongside. Alonso’s sharp dive caught him
by surprise and he had no braking power left
in reserve and so hit the sister car, losing
both of them momentum. It was enough for
Russell to flash by Stroll into the turn and
then zap Alonso. Stroll was driving with a
fractured wrist after a cycling accident.
Remarkably, neither Aston was damaged
but it ensured they’d both have busy races.
Alonso drove masterfully, just keeping his
distance behind the two Mercs, so as not to
stress his tyres before then applying the
FORMULA 1 VIA GETTY IMAGES
pressure as their tyres began to fade. He went
by Russell in a move which lasted from Turn
3 to Turn 6 before then pulling a beautiful
dummy on Hamilton to pass between Turn
9 and 10 – a highly unconventional overtaking
spot. He followed this up with a particularly
aggressive pass on Sainz into Turn 11. “We
need to improve the straight-line speed,” he
commented. “We’d like to be able to pass
with DRS like everyone else. I had to get
creative.” He gave every impression of being
completely thrilled about his
competitive rebirth in Formula “Verstappen
1 at 41 after almost a decade in
the wilderness.
had adopted
Any hope that Bahrain’s radio silence
unusual demands may have when asked
exaggerated Red Bull’s advantage
were blown apart at Jeddah. to control
Sergio Pérez won from pole after his pace”
withstanding an onslaught of
flat-out attack from Verstappen
who’d started from 15th after a driveshaft
failure in the Q2 part of qualifying. In the 28
laps between a safety car bunching up the
field and the chequered flag falling, they
pulled out 20sec on the best-of-the-rest
Business as usual for
the 2022 world
champion in qualifying
at Bahrain – the Red
Bull was quick
(Alonso’s Aston Martin again), an average of
0.7sec per lap.
Verstappen had adopted radio silence
when asked to control his pace because of a
concern about a repeat of the driveshaft
problem on both cars but even at his
magnificent best he was only able to nibble
away at the 5sec gap Pérez had established
by the time Verstappen was up to second
shortly after the safety car restart. Eventually
he realised he just couldn’t do it, that Pérez
was just too fast on the day to claw that
amount of time back on him. But Verstappen
did at least deliver the fastest lap of the race,
the point for which is all that put him ahead
of Pérez at the top of the F1 championship
table. Two races in, Verstappen was
acknowledging that the title looks set to be
fought strictly between them.
Alonso put an Aston Martin in the lead
of a grand prix for the first three
laps before Pérez used the Red
Bull’s greater straight-line speed
and the DRS function to easily
pass. Just as in Bahrain, the Aston
was always just that little bit
faster than Russell’s Mercedes,
with Hamilton back in fourth
after a qualifying session which
left him feeling disconnected
from the car and unable to
commit to the fast corners between the walls
of Sector 1. But he raced well enough, putting
a nice pass on Sainz’s Ferrari along the way.
Sainz summarised Ferrari’s performance
as follows: “I think the last stint on the
MAY 2023 MOTOR SPORT 27
 FORMULA 1 RACE REPORT
Word on
the beat
Sanchez for McLaren and
Stroll’s miraculous return
● David Sanchez, left, the
recently resigned Ferrari
chief of engineering, who
was responsible for the
design of 2022’s F1-75
and this season’s SF-23, is
on his way back to McLaren, where
he last served in 2011 as Woking tries
desperately to save its season.
● Dr Xavier Mir, right, will be
familiar to MotoGP fans
because he’s invariably the
surgeon of choice for
injured top-level bike riders.
His name is now becoming
known within Formula 1 circles too.
Lance Stroll credited him for being
responsible for his remarkable
achievement of racing his Aston
Martin in the Bahrain Grand Prix just
over a week after fracturing his wrist
and breaking a toe in a cycling
accident in Spain. Stroll had to miss
pre-season training in Bahrain.
● Formula 2 champion and
Aston Martin reserve
driver Felipe Drugovich,
left, had looked almost
certain to be making his F1
debut in Bahrain, such were
Stroll’s injuries. There was also
speculation about whether
Sebastian Vettel might perform
a stand-in role at the team he retired
from at the end of last year.
● Oliver Mintzlaff, right,
who became CEO of
Red Bull following the
death of founder Dietrich
Mateschitz, was in
attendance with the team in
the Bahrain and Saudi Arabian
Grands Prix. Helmut Marko, formerly
Mateschitz’s right-hand man, reports
that his relationship with Mintzlaff
“is on the right track.” Marko had
apparently mentioned that Mintzlaff
is discovering Red Bull is “more than
a sweet drink”.
28 MOTOR SPORT MAY 2023
hards proves we’re not where we want to be.
We still deg more than the Mercs, we still deg
more than the Astons, we still lack a bit of
race pace. It’s tyre deg, balance, dirty air
when following – we just struggle a bit.
If we already overheat the tyres in clean air,
imagine following. We just eat
them alive and we need clean air “There were
to produce some kind of decent people who
lap time. On the hards, I was
pushing flat out, Charles were close to
was pushing flat out behind me Mattia who
and we just couldn’t keep up
[with the Mercs]. I think this is
preferred
just the true picture. The Merc to leave”
and the Aston had maybe two or
three tenths on us today but the
Red Bull, at the beginning of the stints, they
have a second in qualifying and then it opens
up even more on a good Tarmac like here.”
The Red Bull domination created some
tension on its pitwall, but devastation in its
wake. Talking of the Mercedes W14, an
evolution of last year’s unusual aerodynamic
concept, team boss Toto Wolff said, “I think
we’d really tried hard to make it work,
because the data that we have extrapolated
showed us that this works. And we were
proven wrong, very simply. And you can see
that the two quickest cars have a similar
concept of how they generate performance,
and it’s very different to ours.
“At a certain stage we came to the
conclusion, we got this wrong. Simply, we
got it wrong. Why we got it wrong, we’re still
In Saudi Arabia Pérez
took his GP career win
tally to five. Red Bull
has already struck fear
into the hearts of
Mercedes and Ferrari
analysing because we follow data and we
followed what simulations tell us. In that case
we were misguided by those data. And all of
us involved in the decision-making process
came to the conclusion that we can’t continue
that way. We really tried to stick to it and we
don’t want to, under any
circumstance, run in a one-way
street saying, ‘We’re going to
make this work no matter what,’
because it doesn’t work. And
I don’t want to lose more time.”
Ferrari team principal
Frédéric Vasseur, on being asked
about the departure of his
technical chief, replied: “It is
inevitable. There are people who
were very close to [former principal] Mattia
[Binotto] and who have preferred to leave;
which doesn’t bother me. And there are
others who may have feared for a moment
for their future.”
GRAND PRIX PHOTO, GETTY IMAGES, DPPI
After Jeddah, Verstappen remains top of the
Formula 1 world championship by a single point
 Less metal.
Same mettle.

When asked for feedback on the C60 Trident, our Forum said “…make one
that still gets noticed, without feeling its presence as much on your wrist.”
This new C60 Trident Pro 300 is the result. Same widths. Same lug-to-lugs.
Yet an average 1.75mm lower profile across the range. By using a sapphire case
back, it’s an average 14.67g lighter. too. This means its depth rating is now only
as good as a Submariner. To compensate: we’ve added extra lume, a new bezel
and an optional screwed-link bracelet. Plus actual compensation
of £94 average saving. Less. And more, then?
Do your research.

christopherward.com
 FORMULA 1 TACTICS
To make up places from
a mid-point grid position,
Lewis Hamilton needed
the right tyre choices
and a little bit of luck
TEAM TACTICS
That’s the gamble
Problems persist with the W14 meaning a cunning tyre
strategy was needed for Lewis Hamilton in the Jeddah race.
Mark Hughes explains how Mercedes’ plan eventually lost grip
ewis Hamilton was all at sea with
L
the troublesome Mercedes W14
in qualifying at Jeddah. The first
sector in particular, with its
high-speed bends between the
very close walls, requires full
confidence and big commitment – and he
just was not feeling it. He said he was
“disconnected” from the car. Not only that,
but it was further off the pace than even last
year’s bouncing nightmare W13.
George Russell was just about able to
get past the car’s reluctant
threshold of front tyre “The W14
temperatures over a single lap
and was consequently a whole
was further
lot faster, fourth-quickest in off the pace
qualifying, 0.4sec up on than 2022’s
seventh-fastest Hamilton.
In the long runs of practice, bouncing
with more laps to get the front nightmare”
tyre heat, Hamilton and Russell
were on much the same pace.
But starting from the back of the top team
group, Hamilton needed to be doing
something daringly different for the race –
hence his choice of starting on the hard
tyre, with everyone ahead of him choosing
the medium tyre for what was set to be a
one-stop race.
30 MOTOR SPORT MAY 2023
Ideally, what it would allow him to do
would be to run much longer than those
starting on the mediums and therefore be
on much newer and softer tyres in the
second stint – when everyone else would be
on older hards. That might just be enough
of a tyre difference to allow him to make up
a few places.
But a lap 17 safety car for Lance Stroll’s
broken-down Aston Martin came too early
for that scenario to play out. With a 9sec
saving over a pitstop taken with the field at
full racing speed, he was pretty
much obliged to stop at the
same time as everyone else
(except the Ferraris which had
already pitted).
There was also the fear that
if he didn’t stop, he’d potentially
be a sitting duck at the restart
on difficult to warm, worn hard
tyres against likely fresh
medium-tyred opposition.
He was concerned that the 33 laps
remaining might have been a bit of a stretch
for the medium. However, the team could
already see from Russell’s opening stint on
the medium that its degradation rate was
literally half that upon which the strategy
model had been based.
The track surface had evolved from
previous races, as it lost its newness (the
track hosted its first race in 2021). It was
grippier and kinder to the tread, the front
tyres no longer being dragged so much
across the surface and getting more
purchase. Also, the tyre itself is much better.
The new front Pirelli with a stronger
construction can run at lower pressures –
and the C2 (the medium compound here)
is from a completely new family of
compounds more advanced than before.
Given the situation he was in, there was
no downside. But a different situation –
i.e. no safety car or a much later safety car
– would probably have seen the strategy
work better than it did. The way it panned
out was Hamilton being initially quicker in
the second stint than Russell who was now
on those hard to warm hards. But he wasn’t
able to use that as Russell formed a blockage
until the hards came up to temperature and
Hamilton no longer had a tyre advantage.
He followed Russell home in fifth.

Good month, bad month
Charting the ups and downs of the F1 circus
FASTER ASTON
Cheeky ’Nando’s Aston Martin
heroics are the only thing saving the
F1 season so far.
MERCEDES’ WEB ADMIN
Filming the return of his third
place Saudi trophy to Aston Martin
turned an awkward moment into
social media gold for George Russell
GOOD
FULL GAS
BAD
Life at L’Equipe de France is off
to a good start for Pierre Gasly with
two points finishes from two races.
UNBELIEVABLE
ENGINEERING
AlphaTauri boss Franz Tost hauled his
engineers over the coals via interview
in Saudi because – according to him
– the car’s rubbish. Great to see.
DPPI, GETTY IMAGES, GRAND PRIX PHOTO, MERCEDES
MIRACLE WORKER
Self-proclaimed worst team on
the grid Williams actually looked quite
handy in Bahrain, with Alex Albon
snaring a point.
CROSS JOS
Jos Verstappen had F1 fans up
in arms for being Saudi’s sorest loser
during Pérez’s post-race celebrations.
Impressively ungracious.
WINDING BACK THE
STOPWATCH
Similar to farcical penalties of F1’s
yesteryear, the FIA took three hours
and three decisions to establish the
Saudi finishing order. Appalling.
SAME OLD SCUDERIA STORY
Leclerc’s new Fezza conked out
in Bahrain, meaning a grid penalty in
Saudi. Not even surprised.
BAH-HUMBUG
Bahrain’s dud season opener
complete with ‘sell-out’ 36,000 crowd.
WOEFUL WOKING
Two races, zero points and heads
are rolling at McLaren with tech boss
shown the door. Will he be the last?
NEWS IN BRIEF FORMULA 1
F1 RETRO – MAY 2013
Senna’s East
Midlands
masterclass
Extraordinary tales from the
Motor Sport digital archive
n 1993 Ayrton Senna – cited so often as
I
Formula 1’s greatest driver – produced what
many feel was his finest racing lap, on a
rain-sodden day in the East Midlands. Simon
Arron was standing trackside. He remembered
Senna’s circuit of the gods, going from fifth to
first place on the opening lap of the European
Grand Prix at Donington.
As the precipitation pounded down at
lights out, the three-time world champion
found himself starting fourth. Though Senna,
hard up for horsepower in his McLaren-Ford
MP4/8, was 1.5sec off Alain Prost’s ‘none-
more-gizmoed’ Williams FW15C in qualifying,
come Sunday said rain was the equaliser.
The Brazilian fell to fifth, then took in the
opening couple of corners before carefully
before pressing on. “Senna dealt quickly with
Schumacher and Wendlinger, passing them
before and through the Craner Curves, then
outbraked Hill into McLeans and went tearing
after Prost,” wrote Arron. “He then dispatched
his nemesis at the Melbourne hairpin. By the
lap’s end he was six-tenths clear.”
“I remember being staggered at the size
of Ayrton’s lead,” said McLaren engineer Neil
Oatley. “I thought the Williams had spun.”
Senna was unchallenged from then on –
after an astounding opening lap.
To read the full story visit
motorsportmagazine.com/archive
May 2023 Motor Sport 31
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A
drian Newey belongs in the
company of Colin Chapman and
Gordon Murray when it comes
to great Formula 1 designers.
He’s the most amazing in my
time, largely because of his
career longevity. Yes, I know Rory Byrne is still
working in the background at Ferrari but Newey
has achieved so much at three different teams:
Williams, McLaren and Red Bull. He’s still the
leader of the pack and he’s still up for it, too.
How the rules have developed since the
early 1990s – it’s almost as if they have followed
him rather than the other way around. It’s
amazing how he always comes up with the next
big thing that everyone else then jumps on, just
as Chapman used to. Such figures have an
ability to understand what is going on around
them while also thinking, “How am I going to
beat everyone next year and the
year after that?” “This year
A recent example has been on
ride heights with the pronounced
Aston
rake his Red Bulls used to run. But Martin has
now with the new ground effect made a leap
cars the rake has been reduced
while Mercedes’ has gone up… So under Dan
they’ve dropped behind him Fallows”
again! The rake always looked
wrong to me, but it sure worked.
Experience counts. See how he dealt with
the porpoising issue we had last year. I’m
convinced that goes back to his learnings from
designing the March 82G GTP sports car.
JONATHAN BUSHELL
Similarly, Ferrari didn’t struggle so much with
porpoising because Rory Byrne had ground
effects experience at Toleman (it doesn’t matter
that the cars weren’t competitive!).
JOHNNY
HERBERT
“Adrian Newey has
achieved so much
at three different
teams – and he’s still
the leader of the pack”
Newey even led the way in his early F1 days
at March (Leyton House). When I tested for
Lotus in 1988 at Monza, the week before my
Brands Hatch Formula 3000 crash, the Leyton
House was running what I call those curliewurlie
front wing endplates. Gérard Ducarouge then
came up with his own for Lotus. He stuck them
on and I seem to remember we were suddenly
a second and a half quicker. Adrian had this
creative vision from the start.
His strength is coming up with a concept,
then pulling everyone together to have the same
mindset. That’s the clever thing. He
communicates his philosophy until the whole
team is able to think like him, which makes a
powerful collective brainpower. The only other
person I can think of who worked like that was
Byrne when I worked with him at Benetton.
His relationship with Michael Schumacher was
pretty awesome. They worked off
each other. Rory always pushed
the boundaries beyond what was
probably allowed! Then he’d come
back a bit to meet the regulations,
which I think is what Adrian does.
It’s heartening that there’s still
room for creativity in F1. There
have been times when he seems
to have got bored with how
restrictive the rules have become.
Back in the late 1980s/early 1990s there was
more freedom and he could do almost anything
he wanted. That must have excited him. Now
with the new rules everything is fresh and so
that’s got him excited again. When you get an
excited Adrian Newey that’s the worst scenario
for everybody else. He continually comes up
with these nuggets. Red Bull was always there
OPINION FORMULA 1
or thereabouts, but as he did at Williams and
to a lesser extent at McLaren he’s now come
up with a car that’s almost impossible to beat.
Today, the regulations make it harder to
come up with something big like Gordon
Murray’s Brabham fan car – but exploiting the
detail requires the same skill. In fact, finding
an edge now is probably harder. Then you
throw in the relationship with the driver, in this
case Max Verstappen, and it makes all the
difference. Again, it reminds me of Michael at
Benetton. This month, Sergio Pérez did a
bloody good job in Saudi Arabia, but the focus
at Red Bull is always going to be on Max, as it
was in the past for teams who ran Emerson
Fittipaldi, Niki Lauda, Michael and so on –
because those were the guys who delivered
every single time. But they wouldn’t have done
without those key designer relationships.
So who is the next Newey? This year Aston
Martin has made a leap under Dan Fallows,
who worked under Newey and then switched
from Red Bull. It’s been said the Aston is a Red
Bull copy, but I think it’s probably more about
the mindset Dan has absorbed from his time
with Adrian. Of course he’ll have his own ideas.
But if he has the clarity to work out the team
direction beyond the end of his nose, that’s
where he’ll make the difference.
You have those special drivers, and you
have those special designers too. Whether
Fallows is one remains to be seen, but he’s made
a great start at Aston, and in Newey he has had
the best possible teacher.
Johnny Herbert was a Formula 1 driver from
1989-2000 and a Le Mans winner in 1991.
Follow Johnny on Twitter @johnnyherbertf1
May 2023 Motor Sport 33
 REVIEWS ROAD CAR TESTS
It’s a Ferrari but not as we
know it. The Purosangue
has all the wail of a
supercar V12 but can
comfortably fit four people
Ferrari goes
family friendly
Not quite an SUV – crossover is more
accurate – the Purosangue four-seater ticks
many boxes, says Andrew Frankel
S
o now we know. Contrary to all
the rumour and speculation, this
all new Purosangue is not
Ferrari’s first SUV. It doesn’t have
the height, the driving position
or the space in the back or boot.
It can’t seat five people and its towing limit
is 0kg. Before the Purosangue Ferrari had
never made an SUV; it still hasn’t.
Think of it instead, and it seems strange
to employ a word more commonly used to
34 Motor Sport May 2023
describe a Nissan Qashqai than a V12 Ferrari
costing over £300,000, as a crossover. It’s a
bit elevated, it has coupé-like styling, but
four doors, a hatchback tailgate and rear
seats that fold flat. A bit of everything.
The only available engine is the 6.5-litre
V12 from the 812 Superfast, but detuned from
789bhp to 715bhp to benefit low down
torque. Ferrari will absolutely not be drawn
on other potential engines but nor are they
denied, so it seems more than likely that, at
the very least, the 3-litre V6 hybrid
powertrain from the 296 GTB will be made
available at some stage, offering as it does
more power, more torque, better fuel
consumption, decimated CO2 figures and an
ability still to be sold in countries like the UK
that ban sales of pure ICE engines from 2030.
But it won’t sound like a V12.
Its place in the Ferrari line-up seems as
natural as that of all those four-seat Ferraris
that it succeeds, a line almost as long lived
as its pure sports car models. When Porsche
introduced the Cayenne a little over 20 years
ago it induced near heart failure in Stuttgart
traditionalists. For the Ferrari cognoscenti,
the mental leap from a GTC4Lusso to a
Purosangue is comparatively a small step.
Ferrari’s recent four-seaters have all been
remarkably spacious and the Purosangue is
no different. I am 6ft 3in and could sit behind
an only slightly shorter driver in better than
reasonable comfort. It’s no S-Class Mercedes
– the fully adjustable rear seat is too high
and too hard for that – but the rear hinged
doors work brilliantly and all by themselves
confer a level of everyday practicality upon
the Purosangue visited upon no previous
Ferrari in history. For the first time, a Ferrari

“If you feed it the revs it loves so
much it’ll respond accordingly”
can be said to be a family car. And if you’re
looking for reasons to explain the minimum
18-month waiting list (some say two years)
despite its price, I expect you’re more likely
to find it here than anywhere else.
But it’s not just those rear doors that
differentiate this Ferrari from all that have
gone before. It’s its weight too. An honest
2170kg at the kerb, it is fully a quarter tonne
more than the mass of the GTC4Lusso. It
may not look, sound or function like an SUV
but its weight is of that order. And because
we’re so used to high-performance cars of
that kind of mass being powered by twin-
turbo V8 engines with enough torque to
reverse the rotation of the planet at idle, the
V12 feels very, very different. And not always
in a good way.
Of course if you feed it the revs it loves
so much it’ll respond accordingly and with
that mesmerising V12 soundtrack, but if
you’re just cruising and ask it to dispatch a
MAURO UJETTO, LORENZO MARCINNO
line of traffic at the twitch of a toe, the
response is quite modest. The question is
whether an engine designed to deliver the
best of its performance in the last 25% of its
powerband is the ideal choice for a four-door
family Ferrari. For me and for this kind of
car, I’d lose a lot of that top-end bite for an
increase in low to mid-range urge.
Its chassis is far better suited to the car
with clever Multimatic actuators sitting on
top of each coil sprung suspension tower,
acting like active anti-roll bars and ensuring
the car corners flat, fast and with total
security. The 812’s four-wheel-steer system
makes the Purosangue feel more wieldy than
its weight and wheelbase would suggest, and
while its considerable width and paucity of
steering feel limit both the quantity and
quality of available fun relative to other
Ferraris, relative to other super luxury family
cars, it’s an absolute dream to drive.
But it is not without its flaws. The haptic
pressure pads on the steering wheel are a
very poor substitute for buttons and
switches, there’s no baked-in navigation
system so you have to rely on your
smartphone for that and hope it’s not lost,
stolen, accidentally left behind and that
you’re always somewhere with data
reception. And if you do want to see where
you’re going you’ll have to live without a
rev-counter because it disappears to make
way for the navigation screen.
In many ways the Purosangue is Ferrari’s
cleverest car to date. It has found a market
niche for itself where a genuinely usable
family car can be positioned, opening a
market it has never previously enjoyed while
The cabin has its
drawbacks – pressure
pads on the steering
wheel replace buttons
and there’s no built-in
navigation system
avoiding what would for Ferrari be the
doubly difficult position of being late to
launch an SUV. The purists will be happy,
the pragmatists who just want an all-purpose
Ferrari will be happy too and Ferrari will
also be happy: instead of being the last major
luxury brand to launch an SUV (save
McLaren) it is instead the first to launch an
ultra-high performance crossover. Others
will follow. Me? Fine job though Ferrari has
done, I feel the best is yet to come and this
will be not with a 6.5-litre V12 motor, but a
3-litre V6 hybrid. Heresy, I know, but such
is the world we live in today.
FERRARI PUROSANGUE
● Price £313,120 ● Engine 6.5 litres,
12 cylinders, petrol
● Power 715bhp at 8250rpm
● Torque 528lb ft at 6250rpm
● Weight 2170kg
● Power to weight 329bhp per tonne
● Transmission Eight-speed double
clutch, four-wheel drive
● 0-62mph 3.3sec ● Top speed 193mph
● Economy 16.9mpg ● CO2 393g/km
● Verdict School-run superstar.
MAY 2023 MOTOR SPORT 35
 REVIEWS ROAD CAR TESTS
Here comes
the ride
VW Golf gets ditched at the
alter for Vauxhall’s new beauty
F
or longer than I’ve been doing this
job, and that’s quite a long time,
the Vauxhall Astra has been cast in
the role of perpetual bridesmaid,
smiling through gritted teeth as, yet
again, the Volkswagen Golf glides
smugly up the aisle without so much as a
backward glance at its hapless rival.
But of late two things have happened.
First, Volkswagen messed up the Golf. I’ve not
read a review that says the current eighth
generation car is better than its predecessor.
Second, Vauxhall was absorbed into Stellantis,
which now owns everything from Maserati and
Alfa Romeo to Citroën and Peugeot. And the
talismanic boss Carlos Tavares is charging
forward at the head of product-led recovery,
of which the new Astra is just one example.
It may not look like it inside or out, but it
shares the same platform, suspension and
powertrains as the Peugeot 308; once that news
would induce groans, but no longer. This
middle-of-the-range 1.2-litre turbo Astra is a
Flawed but
forgivable
Lexus’s 5-litre V8 LC500 is no
match for a 911, but even so...
36 MOTOR SPORT MAY 2023
Good looks and fine performance
means the Vauxhall Astra is now
(gulp) a desirable car
thoroughly capable, likeable car. It looks good
and its little three-pot motor delivers decent
performance. I didn’t think the eight-speed
auto was worth the extra £1500 it cost but,
slightly lumpy ride aside, there was little else
to criticise. Refined, well equipped and with
an infotainment system you can actually
understand and operate with ease, it’s an Astra
I’d have over the equivalent Golf. And I’ve
never written that before. AF
O
ccasionally I’ll drive a car like
this. A car for which I can build
no sensible case at all. And yet.
You should not buy a Lexus
LC500. Go and spend the
same amount of money on a
Porsche 911 and you’ll drive a car that is better
in almost every regard that matters. And yet.
There is something about this car which
means it’s going to get the easiest ride from
a judge since Mary Archer was described as
having elegance, fragrance and radiance by
Mr Justice Caulfield in her husband’s libel
action against News of the World in 1987. And
that something is one of the last high output,
naturally aspirated V8 engines on sale in the
UK today. To hear it howling gently as it spins
effortlessly past 7000rpm is to forgive all. You
look past the inconsistent ride, the
cumbersome feel, the infuriating touchpad
controller and the ruinous fuel consumption.
And why does it have to have ten gears?
Even though the design is not that old and
has this year been updated with revised
VAUXHALL ASTRA 1.2 GS LINE
● Price £27,210 (auto £1500 extra)
● Engine 1.2 litres, three cylinders,
petrol, turbocharged, ● Power 129bhp
● Torque 170lb ft ● Weight 1266kg
● Power to weight 102bhp per tonne
● Transmission Six-speed manual,
front-wheel drive
● 0-60mph 9.7sec ● Top speed 130mph
● Economy 52.3mpg ● CO2 123g/km
● Verdict Put a ring on it.
suspension settings, new front seats and a
shift-lock function for the gearbox, it feels like
a relic from another time, a car whose appeal
comes from the way it looks and sounds far
more than the way it gets down a road. And
for a certain undemanding someone that
might prove a compelling argument all by
itself. Me? I really liked the car despite its
myriad flaws. But would I walk past a Porsche
dealer to get one? Not a chance. AF
LEXUS LC500 SPORT PACK
● Price £98,020
● Engine 5 litres, eight cylinders, petrol
● Power 457bhp at 7100rpm
● Torque 391lb ft at 4800rpm
● Weight 1930kg ● Power to weight
237bhp per tonne ● Transmission
Ten-speed auto, rear-wheel drive
● 0-60mph 4.7sec ● Top speed 168mph
● Economy 24.3mpg ● CO2 262g/km
● Verdict Porsche-baiter falls short.
01582 967777 (VW
 5HJWUDQVIHUVFRXN
9am-9pm • 7 days 14,000+ reviews
3(5621$/180%(53/$7(6

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 REVIEWS PRECISION
It’s a
Sauber
C9 for
the wrist
Autodromo’s new LED
timepiece unapologetically
channels the spirit of
Group C racing cars
– but it has split opinion...
I
t has been almost four years since we
featured a new watch launch from New
York-based designer and classic car
enthusiast Bradley Price, but that doesn’t
mean he hasn’t been busy at the drawing
board creating interesting new models
for his thriving Autodromo brand.
For those unfamiliar with the name, it was
established by Price in 2011 after he decided to
take his increasingly in-demand skills as an
industrial designer down a different road and
establish a business that combined his twin
passions of old cars and old watches.
Initially an aside to his day job, Autodromo
grew organically (and unexpectedly) after being
embraced by the global car community which
quickly caught on to the automotive influences
Price subtly worked in when creating his early,
quartz-powered watches such as the Vallelunga,
the Veloce and the Brescia.
Confirmation that he was heading along
the right lines came in 2012 with the
launch of the 500-piece Monoposto
limited edition that featured a Miyota
mechanical movement. It was
inspired by 1950s single-seater
racing cars, had a tachometer-
inspired crystal marked with a red
line just above 9 and cost £550.
The run sold out within days – and one
example subsequently offered at a Bonhams
Amelia Island auction fetched £3300.
Autodromo has since produced editions
celebrating endurance racer Brian Redman,
the Group B rally cars of the 1980s and, notably,
the latest version of the Ford GT for which the
Blue Oval commissioned Price to design
the official watch.
38 Motor Sport May 2023
The latest model takes its styling cues from
the Group C era of 1982-93. It has divided
opinion with its retro digital look but Price is
unapologetic in aiming to create a piece that
symbolises how Group C cars marked the start
of an evolution from aluminium to composite
bodywork and the increasing use of computer-
controlled systems.
He also wanted his design to reflect the
advancement of ground effect technology,
turbocharging and computer aided design –
and the Autodromo Group C Sport Chronograph
is the result.
Its slab-sided case, intended to echo the
profiles of cars such as the Porsche 962C and
Sauber C9, inset, is available in black, grey,
green or with a yellow ceramic finish –
ultra-tough Cerakote, above. Price has
also added a choice of brightly
coloured push-pieces to recall the
fluorescent rear-view mirrors that
marked out one team from another.
The black and white LCD module
has a blue backlight and, as well as
offering an ultra-accurate time and date
display, also features lap timer, split seconds
chronograph and alarm functions.
The watch is supplied on a reversible,
moulded rubber strap, but since its equipped
with 20mm lugs, it can be adapted with
Autodromo’s various leather rally straps.
Autodromo Group C Sport Chronograph, £465.
autodromo.com
Singer Reimagined, the watch brand born
out of Rob Dickinson’s Singer Vehicle
Design – the Porsche restomod business
– has teamed with London-based watch
e-tailer The Limited Edition to create just
10 special chronographs. Named after
Jack Kerouac’s cult novel On the Road, the
watch’s hours are indicated by a triangle
that revolves around the circumference
of the dial, with minutes shown in the
conventional way. The central seconds
hand, meanwhile, also serves as an
on-demand, flyback chronograph
pointer. Orange details give a racy look.
Singer Reimagined Flytrack On the Road
Edition, £28,690. thelimitededition.co.uk
Since leaving Morgan as head designer a
decade ago, Matthew Humphries has
juggled freelance work, lecturing and
running his watch brand. The latest from
his MHD Watches is the SC, inspired by
the 1970s creations of Italian designer
Marcello Gandini. Humphries has
interpreted his signature rear wheel arch
into the SC’s stainless steel case. Inside,
the vintage theme continues with a
sandwich dial comprising a top in grey
and a lower section coated in aged
Superluminova. Limited to 150 examples.
MHD Watches SC, £550. mhdwatches.com 
Precision is written by renowned luxury
goods specialist Simon de Burton
 WHEN TIME
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 EVENTS APRIL-MAY 2023
Touring cars of the 1970s
and ’80s will be gunning for
the newly named Gordon
Spice Trophy at Goodwood
Spice sentinels
Group 1 touring cars, Lotus Cortinas and 1980s F1 racers are just
some of the highlights of Goodwood’s 80th Members’ Meeting
Goodwood Members’ Meeting, April 15-16
A
mid all the historic race events
across the UK, few can match
the Goodwood Members’
Meeting for variety. This year’s
gathering commemorates its
80th anniversary and the
circuit will be celebrating in style.
First is the Jim Clark Trophy to mark 60
years since the Lotus Cortina’s launch. Built
in collaboration with Ford, it’s the car that the
double F1 world champion won the British
Saloon Car championship in. To mark the
occasion, there will be a two-driver, 45-minute
race for just the twin-cam legends.
A celebration of 1972-1980 touring cars
will bring up to 60 tin-tops together as part
of the Gordon Spice Trophy. With three races
taking place across the weekend, it promises
to be an exciting segment, while Formula 1
will be out in force. The 1980s era will be on
full display including a special tribute each
day to the Brabham BT52, 40 years on from
its championship win.
A car intrinsically connected with the
history of Goodwood, Brabham used the track
in 1983 to test its latest model. Then driver
and future champion Nelson Piquet finished
a lap in under a minute and since then, it’s
been labelled the ‘greatest lap of Goodwood’.
40 MOTOR SPORT MAY 2023
Then there are the numerous other races
with raucous motors from pre-war times
to Le Mans 24 Hours specials, all the way to
grand prix motorbikes.
There will also be a dream selection up for
auction courtesy of Bonhams, with lots varying
from £6000 to an estimated £430,000 for a
1999 WRC Subaru Impreza. Dressed in its blue
and gold, Richard Burns drove this very car
in the Monte Carlo and Sanremo rallies.
On auction is also a beautiful 1970 Aston
Martin DB6, a selection of classic E-type
Jaguars, as well as a 1936 Rolls-Royce to go
really old-school. There’s plenty more like this
in stall for what should be an incredibly
thrilling weekend – as it always is.
A Richard Burns-rallied Impreza is expected to
fetch upwards of £430,000 at Bonhams’ auction
WEC – PORTIMÃO 6 HOURS
Algarve Circuit, Portugal, April 16
Portugal returns to the calendar after
missing 2022, with the race now six
hours long and not eight. Toyota are
looking for a repeat win in the Algarve
at the season’s second round, as part
of the first campaign allowing LMDh
and LMH cars to compete together.
WRC – CROATIA RALLY
Zagreb, Croatia, April 20-23
Round four takes the series to Croatia
for a third consecutive time. One
hundred and eighty-seven miles of
Tarmac await, which last year was won
by eventual champion Kalle Rovanperä.
After an open start to the ’23 WRC
campaign, victory could be anyone’s.
BTCC – DONINGTON PARK
Donington Park, April 22-23
Donington Park’s Grand Prix layout will
return to kick-start the touring car
season. It’ll be the first time in 21 years
that’s happened, with the weekend
treating fans to three races. Tom Ingram
will start his title defence on a grid that’s
without stalwart double champion Jason
Plato, who has retired.
FORMULA E – BERLIN ePRIX
Tempelhof Airport Street Circuit,
Germany, April 22-23
After six gruelling rounds, the series
heads to Europe for a jam-packed Berlin
weekend which has appeared in every
Formula E so far. Porsche’s Pascal
Wehrlein has started the campaign
strongly and will be eyeing a home
victory with two races that weekend on
a rapid, nine-turn circuit.
FORMULA 1 –
MIAMI GRAND PRIX
Miami International Autodrome,
US, May 5-7
F1 returns to the glitz of Miami, which
made a huge impact on its debut in ’22.
Amid all the stars and NFL stadium, Max
WORDS: ED HARDY. IMAGES: GOODWOOD, BONHAMS
Verstappen stormed past both Ferraris
to take victory. This time, the paddock
will be moved inside the Hard Rock
Stadium for the season’s fifth round.
MORE EVENTS
Apr 7-10 British GT – Oulton Park
Apr 16 IndyCar – Long Beach, US
Apr 16 Moto GP – COTA, US
Apr 28-30 F1 – Baku, Azerbaijan
 Motor Sport EVENT
L E M A N S ’ G R E AT E S T D R I V E R

An evening with
Tom Kristensen
Meet and speak to the Le Mans legend at a special event and dinner

To celebrate the 100th anniversary of the After the event, there will be a dinner for
Le Mans 24 Hours we have teamed up Supper Club members with Kristensen at
with Classic & Sports Finance to bring you Smith & Wollensky’s Covent Garden
an evening with Tom Kristensen at IET restaurant. This is an intimate occasion
London, 2 Savoy Place, WC2 on May 17. with the chance to interact with the
The nine-times winner will be driver and ask any questions you might
discussing the greatest moments in the have missed earlier. A three-course meal
history of the endurance classic and also is included with the price of your ticket.
signing copies of his book Mr Le Mans.
Afterwards there will be a dinner with ITINERARY
Kristensen at Smith & Wollensky in 6pm: Welcome drink and book signing
Covent Garden for Supper Club members 7pm-8.30pm: Le Mans’ Greatest Driver:
only – with limited tickets remaining. An Evening with Tom Kristensen talk and
Q&A session
WHAT TO EXPECT 9pm-11.30pm: Supper Club at Smith &
Join us from 6pm where Kristensen will be Wollensky, Covent Garden
signing copies of his award-winning book
Mr Le Mans. Guests can bring their own TICKETS START AT £59.99
copies or there will be the chance to AND ARE AVAILABLE NOW AT
purchase on the night. The main talk will MOTORSPORTMAGAZINE.COM/SHOP/
begin at 7pm and will last around 90min. KRISTENSENEVENT
GRAND PRIX PHOTO

Here’s Tom Kristensen in 2008

on his way to winning an
eighth Le Mans 24 Hours; his
ninth came five years later

MAY 2023 MOTOR SPORT 41

 REVIEWS BOOKS
Ferrari’s revolutionary
era perfectly captured
A feast of photography from one of the masters of racing
imagery is an indulgence that suited Gordon Cruickshank
allowed. A good way of
H
avoiding the overused word
‘golden’ to pin down a period
when everything looked at
its finest, at least from our
later viewpoint. That half a
decade of Ferrari racing that William Huon
picks out here covered some of the brightest,
most remembered moments in a glorious
career: the ‘Sharknose’, the unsurpassable
250 GTO, two F1 world championships and
a run of Le Mans victories not matched for
years – and also disruption and tragedy.
Can there be new things to say about
such a well-recorded period? Maybe not, but
there are different ways to tell the same story
and different ways to illustrate it – which is
the great strength of this volume. All the
images are from the archive of Bernard
Cahier, a master of the art from the 1950s to
the 1980s, and they are a positive banquet.
Every page offers more delights: a stark
high-level shot of cars on the Monza banking;
Richie Ginther and John Surtees grinning at
42 MOTOR SPORT MAY 2023
each other on the Spa grid; Willy Mairesse
marching in a line of officials explaining to
Ludovico Scarfiotti how he has spun away
a Targa Florio victory; Phil Hill in a deckchair
eating chocolate in a messy pit garage.
Immersed in the racing world, Cahier
had a knack of popping up at the perfect
moment – or perhaps that encapsulates a
great photographer’s skill to engineer the
perfect moment. And sometimes the subject
creates the moment – here is Wolfgang von
Trips removing his gloves after winning the
British Grand Prix at Aintree in 1961, noticing
Cahier above the crowd and waving hallo
to him. It was a time when drivers and
photographers mingled in the same bars
and hotels, and while there is brilliant
photography today still, it can never have
Ferrari 1960-1965:
The Hallowed Years
William Huon
Evro Publishing, £75
ISBN 9781910505816
Phil Hill’s 156 is harried by
Jim Clark’s Lotus at Zandvoort
in 1961 – a dominant Ferrari
year. Above: William Huon’s
autograph collection
the genial ‘one of the gang’ atmosphere this
book conveys so well.
Huon’s introduction tackles the ‘yet
another book on Ferrari’ point head-on,
saying, “I should like you to indulge me.” He
goes on to explain that he saw these glorious
years first-hand, living near the Reims circuit
and travelling to many GP paddocks as a
youth, inevitably for the time collecting
autographs. There is a page in here with an
impressive collection – Phil Hill, Tony Brooks
Jackie Stewart and Bruce McLaren are just
a few – and a photograph of Huon himself
with Jim Clark at Albi in 1964. He watched
Fangio drive his last race, at Reims in 1958,
and later met our own Denis Jenkinson.
All this raised my hopes to read personal
memories of the noise, the dust and the
atmosphere experienced by an avid young
spectator at these legendary races, so it’s a
shade disappointing not to find much of that.
Still, given the large number of races and the
tumultuous period covered, Huon does a fine
job, covering every race in a fecund period
complete with results and figures without
drowning the reader, and offering pen
portraits of the great drivers Enzo employed.
It’s comprehensive and approachable,
benefiting from a fluid translation from the
French by David Waldron, long-time Le Mans
AFP VIA GETTY IMAGES
commentator, to produce an invigorating
journey back to a time when the Cavallino
Rampante soared and sometimes wallowed,
finding its way into the mid-engined era. One
for collectors, but one you’ll come back to.
For Auction...
1963 Ferrari 250 SWB by GTO Engineering
Bidding closes Thursday 27th April at 7pm
Bidding opens: Saturday 22nd April at 10am

Viewing at Easters Court, Leominster HR6 0DE

For more information contact: matthew.parkin@brightwells.com

01568 611122 | brightwells.com

 13 – 16 JULY

TI CKE T S N OW LIM ITED

GOODWOOD.COM

Digging deep into F1
Well illustrated and wide-ranging, this explains every component
of the modern grand prix car, says Gordon Cruickshank
C
onfession time: I’m not much
interested in F1 drivers’ wages,
their social media blunders
or their ‘mental challenges for
the forthcoming season’. I am
interested in the racing, and
especially the machinery they’re in charge
of. As one-time technical editor at Haynes
of much-missed manuals memory (and he
wrote three on race cars), Steve Rendle is well
placed to show us what is underneath
all those sponsor stickers, to back up the
informed insight that Mark Hughes gives us.
Using generous graphics (many by Giorgio
Piola) and well-chosen photos, the book takes
us through the physical components from
suspension shim to entire monocoques, as well
as the less visible elements – aerodynamics,
hydraulics, the incredible balancing act the ERS
does between harvesting and applying energy.
Just to prove how far we’ve come from
the conventional car, Rendle points out that
the right-hand pedal is no longer a throttle
but has become a “torque control pedal”…
Much information is from cars as recent
as 2022, but Rendle also looks back to past
technologies to explain those exhaust-blown
diffusers, the twin-rack steering that pre-dated
DAS, how an inerter works and McLaren’s
Read Steve Rendle’s book on
F1 tech and this image of the
inner workings of a Haas
VF-22 might make sense
DPPI
2010 F-duct – still my favourite rules gap
exploiter in a field packed with them. There’s
even some unraced tech – I’m still struggling
to get my head round Honda’s still-born
2009 seamless-shift mechanism. (However,
that reminded me that Mercedes had a
sequential gearbox around 1905 – before it
patented the gate gearchange.)
I thought I knew a bit about F1 tech thanks
to our Mark among others, but with a whole
book at his disposal Rendle has educated me
to the canny link (now banned) between
steering lock and ride height, blown hubs and
the existence of the medical warning light
which alerts marshals attending an accident
if it’s been a threateningly high-g crash. There
are even sections on support equipment and
on designing the car and that tricky line
between the daunting regulatory restrictions.
Detailed yet clearly explained, the book
frankly took me so deep inside today’s F1 cars
I practically had to clean carbon dust from
my fingernails afterwards.
Formula 1 Technology:
The Engineering Explained
Steve Rendle
Evro Publishing, £55
ISBN 9781910505731
BOOKS REVIEWS
GEOFF LEES: FROM
MECHANIC TO F1
Geoff Lees
Getting into F1 is easier if you
have a wealthy dad. Jeff Lees didn’t.
Though he finally made it to Tyrrell and
Lotus seats, he battled from the very
beginning, and in this unglossy
self-publication he tells his own story
with engaging frankness and cheery
resignation. He was undoubtedly quick,
and if only fate had been kinder…
It’s a switchback tale. Faced with
giving up racing at the end of ’77
because he couldn’t afford F2, he got
a call out of the blue saying, “Please
race my F1 Ensign.” Lucky chances
like that, plus dogged determination,
steered his career into F1, hardly
successful, and into Can-Am and
Le Mans, and while you end up thinking
“what bad luck this guy had”, he instead
is thrilled to have driven even once
for Lotus – even though Chapman’s
promise of a works season evaporated.
But he’s rightly proud of his record in
sports cars, Including a heartbreaking
Le Mans DNF within an hour of victory.
Mike Thackwell’s foreword calls him
“grossly underrated”. A shame Lees
feels his success in Japan and two
Macau GP victories are unsung, but
there’s no whingeing; he battled his way
into racing because he loved it, and
clearly relishes his memories. GC
Amazon, £22
ISBN 9798365927551
FORTY SIX:
THE BIRTH OF
PORSCHE
MOTORSPORT
Various
A large and lavish celebration of the 356
Porsche which was the make’s first
competition car, entering Le Mans in 1951
and winning its class – of two finishers.
But that was the start of big things for
Porsche. Chassis 063 competed in the
Liège-Rome-Liège rally and set records
at Montlhéry, and its latest owner has
assembled a staggering amount of
documentation and photography to
cover this and its later US activities, its
rediscovery and restoration. GC
Dalton Watson, £125
ISBN 9781956309010
FOR THE LATEST MOTORING BOOKS GO TO
MAY 2023 MOTOR SPORT 45
2017 FERRARI 488 CHALLENGE
£149,950
Fully prepared and maintained by a professional race team, this Ferrari 488
Challenge Championship winning race car is ready to race

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 RACING LIVES

THE MOTOR SPORT INTERVIEW

Chip Ganassi
The owner of teams in a variety of disciplines talks
about his reasons for quitting racing in the ’80s, his
long-term rivalry with Roger Penske and why his
burning ambition is just to win the next race
DPPI

INTERVIEW: ROB WIDDOWS

May 2023 Motor Sport 47

 RACING LIVES Chip Ganassi
Rivals Roger Penske and Chip
Ganassi in 2010 with the Harley
J Earl Trophy, left, presented to
the winner of the Daytona 500,
and the Borg-Warner Trophy – for
the winner of the Indy 500
F
loyd Ganassi Jr, better known aS
‘Chip’, is quite simply one of the
most successful team owners in
the sport. He came to motor
racing as a driver and raced at
Indianapolis before deciding he’d
be more successful out of the car.
His team, Chip Ganassi Racing, has won
all there is to win including 14 open wheel
titles (10 IndyCar and four Champ Car). It’s
accumulated a total of 242 race wins
including the Indy 500 five times, Grand-Am
five times, Daytona, Sebring and Le Mans.
And they are still going with teams in
IndyCar, IMSA, WEC and Extreme E. Today,
Ganassi has his own chapter in American
racing history. But, as he tells us from his
base in Indianapolis as heads into a new
IndyCar season with four cars for Scott
Dixon, Alex Palou, Marcus Ericsson, and
rookie Marcus Armstrong, he’s not done yet.
Motor Sport: How far has IndyCar come in
recent years? Is the sport in better shape
since Roger Penske took control?
48 MOTOR SPORT MAY 2023
Chip Ganassi: I guess it’s all about your
perspective. Somebody coming in during
the last year or two might not think much
of it but for me, after 35 years in the sport,
it’s been a great thing. We are stewards of
the sport, of the Indianapolis Motor
Speedway, these are national assets, so when
you look at the Speedway, for example, this
is a regional if not a national treasure and
the same could be said of IndyCar itself.
Who owns a sport? Who owns a league?
I mean, you can say Liberty Media owns
Alex Palou was the 2021 IndyCar champion;
he’ll continue to race for Chip Ganassi in 2023
Formula 1, or the team owners own the NFL,
but in actual fact it’s the fans who own these
sports, or the country itself, that’s the long-
term perspective. Roger Penske’s timing, in
one sense, could not have been better, but
in another sense it could not have been
worse because of dealing with the Covid
pandemic when he took control.
There’s been a coming together, a
convergence, of the three pillars of motor
sport in America: Roger taking over
Indianapolis, the France family taking
NASCAR private again, and then the new
sports car rules in IMSA and WEC, so that’s
all been very timely and very good for the
sport as a whole in the US.
The battle for supremacy between
Ganassi and Penske is always intriguing.
Do you and Roger maintain a good
relationship despite the competition?
CG: We have a great relationship. Our
interests in the sport align perfectly. Roger
has a multi-billion dollar business Monday
through Friday whereas racing is my only

business and yet everybody’s equal on
Saturday and Sunday. We’d like to rip each
other’s eyeballs out on the race track, but
then, come Monday, our interests are more
aligned. It’s a great rivalry. Sports need
rivalries, it’s healthy, we keep each other
honest. You know, if you beat Roger Penske,
then you really know you’ve
done something. “If you beat
There’s a changing of the Roger Penske,
guard, a new generation you know
coming through. How good
are these young drivers? you’ve done
CG: It’s like all changes of the something“
guard – when you’ve been
around as long as I have you’ve
seen this four or five times. Each new
generation brings along some good things
GETTY IMAGES
and some bad things that you’d raise an
eyebrow at, and others you think are just
great. It’s like soccer. It’s important to keep
the left and right boundaries as they are,
and keep the goal in mind, then if these are
solid you’re OK through the changes.
How did you feel when Alex Palou tried
to break his contract with you and jump
ship to McLaren last year?
CG: It wasn’t the first time I’d
seen something like that. These
young guys, they come into the
sport and people start spitting
in their ear about how they’d
be better off here or there. He’s
just a young person who maybe
got given some bad advice, and
it’s unfortunate, but time will
tell if he can put that behind
him. So far it’s OK and we get along fine now.
How far is Formula 1 a temptation for
these young guys now that the sport has
become so incredibly popular in America?
“Perfect package” Scott
Dixon. leading, won pole
and was in front for half
of the 2022 Indy 500
CG: It’s interesting... the F1 teams used to
look at the best driver and take him
to Formula 1, but that doesn’t seem to be the
case any more. Now it seems to have become
a popularity contest or a money situation.
From my perspective, looking at motor sport
as a whole, a rising tide raises all boats. When
one category is up it drags the rest of us up,
when that one is down, we’ll drag them
up. I’ve seen that pendulum swing both ways
over the years, enough to know that nothing
lasts for ever. So, you know, it’s not a big
concern for me.
You started out as a driver at a time
when motor racing was a very different and
dangerous world. Why did you decide to
take on the pressures of team ownership?
CG: Racing in large formula cars was a
different sport back in the 1980s, and the
mortality rate was a little different. Your feet
were out forward of the front axle, a third
May 2023 Motor Sport 49
 Ganassi’s IMSA SportsCar
Championship season
began at Daytona in
January with a 3-4 for
the Cadillac V-LMDh

Ganassi, left, runner-up in

the IndyCar Cleveland Grand
Prix of 1984, sharing the
podium with Danny Sullivan
and Michael Andretti

Jimmy Vasser was with Chip

Ganassi Racing for six seasons
from 1995. Left: technical
director Mo Nunn with Ganassi
at Nazareth, 1996 – Vasser’s
IndyCar title-winning season

50 MOTOR SPORT MAY 2023

 RACING LIVES Chip Ganassi
of the drivers had ankle or leg injuries. From
Ganassi in 1984 – the
1982 to 1984 a third of the grid at the Indy
year of a serious crash in
500 had either leg or ankle injuries, so... which he suffered head
I just decided to stop. We had bigger fields injuries; he never raced
back then too. In ’82 we had 61 car and driver full-time again
combinations fighting for 33 spots on the
grid at the Indy 500. Today it’s 33 so there’s
very little bumping in the qualifying. I take
nothing away from today’s drivers, it was
just different days when I was racing.

In 1994 you ran Michael Andretti in the

new Reynard, winning first time out. Did
you ever see him as a future team owner?
CG: Michael had a lot of momentum, coming
back from Formula 1, and we had a good car
in the Reynard. He was highly motivated,
wanting to beat Nigel Mansell who was with
Newman/Haas, so all those factors made for
a nice year. I didn’t see him as a future team
owner back then but hey, good for him, he’s
a great competitor and a great team owner
now. It’s not for me to talk about his plans
for Formula 1 with Cadillac, not in a public
forum, so I’d rather keep any thoughts I may
have about that to myself right now.

OK, let’s look at the Ganassi opportunity

with Cadillac in endurance racing this
season. Is the goal to win Le Mans?
CG: Certainly. Cadillac is expanding its
footprint worldwide and that’s why Le Mans
and their possible Formula 1 entry with
Andretti both fit nicely with their long-term
plans as a manufacturer. We won in 2016
[LMGTE Pro] and this is a good chance to go
back and win overall with Cadillac. There’s
some work to do between now and then but,
sure, it’s possible.
it all together... for some reason it is his wife is a big part of his motivation and
Endurance racing is such a different difficult. I guess if it was easy everybody success. He knows what it takes to be a
discipline from IndyCar. What is it you like would be doing it. champion. He doesn’t carry any baggage –
about the challenge? there’s no sideshow with Scott, which is
CG: In a long-distance race you have Dario Franchitti tells me you are a good. He’s the perfect package if you like.
everything that happens in a season happen perfectionist and that you demand We just need to put a good car underneath
in a 24-hour period, which is exciting and it excellence in every detail. Is that what him and he’s fine.
really tests a team. It’s about keeps you ahead of the game? I was at the races one time with a guy
measuring up your team, and CG: I get a real charge out of called Leonard Wood, an old cagey NASCAR
yourself, against all the others
“From 1982 to being around competitive racer and team owner, one of the founders
and that’s the attraction for me. 1984 a third of people who are working in a of the famous Wood Brothers Racing. He said
Going up against the best in the the Indy 500 team environment, who desire to me, “That boy Scott Dixon, he reminds
business, that’s what makes excellence and who want to be me of David Pearson.” “Why is that
great racing, whether it’s grid had leg or a part of that drive for perfection Leonard?” I asked. “Well, if you didn’t win
Indycars, sports cars or ankle injuries“ and success. with Pearson driving your car, you knew you
whatever. It’s a thinking man’s had to work on your car a little more.” That’s
GETTY IMAGES, BETTMANN

game. You know, motor racing
really shouldn’t be that difficult, the races
are not difficult, the cars are not difficult,
the engineering is not difficult, the formats
are not difficult, and the travelling, well,
that’s not too difficult either. When you put
You’ve had some great
drivers over the years. Scott Dixon has won
so much and been so loyal to the team. Is
he simply the best?
CG: Good question... I think it’s a
combination of his skill and his home life –
exactly how it is with us. If we’re not winning
with Scott Dixon, we need to work on our
car a little more.
Then there were the ‘golden years’
with Alex Zanardi and Jimmy Vasser.

MAY 2023 MOTOR SPORT 51

 RACING LIVES Chip Ganassi

Alex Zanardi was a key figure

in the Chip Ganassi golden
years of the 1990s. Right: with
Dario Franchitti, a long-time
servant of the team

Juan Pablo Montoya took

American motor racing by
storm when driving for
Ganassi in 1999

Was that a formative and important time
for the team?
CG: Yeah, along with Michael [Andretti].
They were the people who laid the
foundations for what the team is today. A lot
of the ideology, what are now traditions,
were born out of the Zanardi and Vasser
days. The pillars of excellence we have today,
our best practices, were just ideas back then.
Our four core values, performance,
partnership, innovation and integrity, those
were ideas that have since become the pillars
of the way the team works today.
And Juan Pablo Montoya? He came to
you in 1999 and won the Champ Car title
in his first year in America.
CG: With Juan it was just a matter of putting
a car underneath him, and he’d get it to the
front so easily. In his day there was just
nobody faster.
And Ganassi’s four-time champion
Dario Franchitti still works for the team.
People say you nurtured his talent when
he came to you.
CG: Well, it works both ways. Dario made
us a better team. We were a good team
already, but he worked with us to make us
an even better team. He brought us a lot.
That’s why he still works for the team. He’s
very unselfish, in that he was teaching his
team-mates what he was doing
and he’s a real student of the “As long as
sport, almost a ‘professor’
when it came to race weekends. there are
I mean, he’s very much a cars on the
thinking driver, always thinking
about how to get the best out
road there will
of the equipment, how to make be racing“
the car do the work. Now he’s
working with our young
drivers, going testing, sharing his ideology,
his experience, his skills.
We’ve talked about Scott Dixon and now
you have a new young New Zealander,
Marcus Armstrong from Formula 2. Are
you excited at the prospect of him doing
the road races this year?
CG: We did two tests with him, at Palm
Springs and Sebring, and he was already
quickest in one of the sessions at Palm
Springs. We’re not even throwing everything
at it yet and he’s still on a red hot pace so,
yeah, the early signs are very encouraging,
and he’s certainly exceeding
our expectations. Let’s see
what happens when we get to
a race situation. There’s a lot
more to it than just driving a
car around out there, the
pitstops, the yellow flags –
there’s a whole lot to learn.
We’re in the first few minutes
of a long season but he seems
to be working hard at it thus far so we’ll see
how he goes.
How optimistic are you about the future
of motor racing with the world changing
so fast? Does the sport have a future?

52 MOTOR SPORT MAY 2023


CG: Absolutely, absolutely. I’m bullish on
the future of motor racing. There are
parts of it that will have a challenge going
forward but at the top level you’re going to
see racing in one form or another for decades
to come. It may not be the way we have
known it for many years but who would
have thought, in the 1940s and ’50s when
tyres were skinny and drivers were fat, that
it’s now the opposite. So, who knows
what the future will bring? Any time there
GETTY IMAGES, COLIN McMASTER/EXTREME E
Chip Ganassi has been involved in Extreme E
from the start, racing with American drivers
are two car companies or more, someone
is going to want to prove their car is better
than the others.
All of us who have driven cars, whatever
they were, have some connection to a racing
car driver. My mother gave me my interest
in racing. She was a lead foot driver back in
her day, so as long as there are cars on the
roads there will be racing. Let’s face it,
the car manufacturers are the ultimate ‘fuel’
for the sport and we’re all wondering what
is the best propulsion system going forward.
IndyCar will have hybrid engines, but
there’s, you know, 27 different ideas of
hybrid, so is it battery? Or not? What sort of
re-gen does it have? We’re all trying to settle
on what is the most efficient or most popular,
formula and I’m not so sure there is one.
Some systems do some things better than
others, there will be a test bed for each and
every one of these ideas, and some will come
to race cars, so I still think the future is very
bright. Right now I’m coming to work in
a gasoline hybrid.
Kiwi Marcus Armstrong,
22, has joined the
Ganassi ranks from F2.
He was 11th on his debut
at St Petersburg in March
You have won so many championships,
so many races. How much longer can you
keep the revs up and what is left for
you and the team?
CG: Mmm, now there’s a question... I reckon
I have a good 10 or 15 years left in me yet.
How old is Roger? He seems to have set the
bar? He’s 86, right? So let’s say 15 years. What
else would I rather be doing? Where else
would I find the competitive edge, the
wonderful community I’m working in? Is
there one big ambition left? Yeah, it’s to win
the next race.
Would you ever consider taking Ganassi
to Formula 1?
CG: I would never say never but I don’t look
at Formula 1 as the best racing I’ve ever seen.
I want to be where the most competitive
teams are, where the most competitive
racers are, so wherever that is I want to be
there. I’m sorry but right now I don’t see
that in Formula 1. For me the racing is more
exciting where we are.
MAY 2023 MOTOR SPORT 53
 RACING LIVES
MY LIFE IN CARS
Howden
Ganley
When I was young, our family car was…
A Morris Minor, which my mother let me race
once. We also had an MG TF 1250 which my
father raced against Stirling Moss at
Ardmore. He let me drive it on the road, but
not in a race, as I wasn’t old enough. There
were also various Vauxhalls and a Ford
Anglia 105E.
The first car I owned was…
A Morris Eight, inset, which
I bought from an uncle for £50. It had a
number of mechanical defects that
I couldn’t fix because I was then
working as a newspaper reporter.
I first became hooked on
racing when…
My father took me and my brother
Denis to the New Zealand Grand Prix
at Ardmore in 1955 where I saw real
grand prix cars for the first time. The race
was won by Prince Bira in his Maserati 250F,
ahead of Peter Whitehead, Tony Gaze and a
young up-and-coming driver called Jack
Brabham in a Cooper-Bristol. By the end of
the day I had decided to give up my hobby
of sailing and become a grand prix driver.
My first win was…
The Ultimate Trophy at Ardmore, a fairly
prestigious race, in a Lotus 11 in 1961.
Importantly, this paid £150 in prize money
which funded the rest of my season racing
every weekend in January and February,
Howden Ganley driving a Williams Iso at
Monaco in 1973 – a favourite circuit
54 MOTOR SPORT MAY 2023
from Ardmore to
Teretonga, winning prize
money from each race. This
was the forerunner of the
Tasman Series.
But the win I remember most was…
The Interserie race at the Nürburgring in
April 1972 in the BRM P167 Can-Am car. It
poured with rain for the whole of a two-part
aggregate race but that car was magic and
I won both parts by a comfortable
margin. We were a small team
– two mechanics, designer
Tony Southgate, his wife Sue as
timekeeper, and me up against
the might of the Porsche works
team with their new 917 Can-Am.
As Tony observed at the time, our
budget for the weekend was probably
less than Porsche’s catering budget.
If I could race in any era it would be…
The 1970s. It was such a great time for a
driver, when you could race in so many
different disciplines. You had Formula 1,
Can-Am, the World Sportscar
Championship, Tour of Britain, European
Formula 2 and Indy.
Sprint race...
Lewis or Max?
Max.
Senna or Prost?
Senna.
Oversteer or
understeer?
Oversteer.
Brands Hatch or
Silverstone?
Silverstone.
The best piece of advice I’ve been given…
My parents always told me to never give up,
keep your eyes and ears open, and shut
your mouth. I may have sometimes failed to
heed the last bit.
My favourite racing car is…
To look at, and admire, it’s the Lancia D50.
If only Lancia had been able to afford to
develop it, Mercedes-Benz would have had
a problem. To drive, the Matra MS120, inset,
is top of my list as are all of the cars
designed by Tony Southgate.
When I’m driving I listen to…
Boom Radio. It used
to be Radio 2, in the days of
Terry Wogan, and latterly Ken
GRAND PRIX PHOTO, PAUL-HENRI CAHIER/GETTY IMAGES
Bruce and Steve Wright, but since
the woke BBC wallahs outed them
I have moved on.
If I could race one more GP it would be at…
The Nürburgring, if it was a grand prix, with
its 14 miles and 174 corners. I think in the
real world, however, it would have to
be Monaco, a circuit I always loved and the
reason for the title of my {2015] book The
Road to Monaco.
 P R E V I O U S LY K N O W N A S T W I N S P A R K F I N A N C I A L

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 RACING LIVES

Flashback...
This month we are in the ‘paddock’ at the 1991 Canadian Grand
Prix with Maurice Hamilton, who has spotted – and snapped –
reigning F1 world champion Ayrton Senna and Bernie Ecclestone
deep in conversation. The two were closer than many knew...

T
his is the edge of the unique and beautiful
Montreal paddock, as it was in June 1991. But
‘beautiful’ only in the sense of its location on
the edge of the rowing lake used during the
1976 Olympic Games. As a place of work and
centre for socialising, it was hopeless.
The paddock’s open area – if you could call it that – was
the towpath you can see, the inner limit of which can be
determined by the fact that I had my back to one of the team
motorhomes positioned more or less bumper-to-bumper
directly behind the garages. The cramped conditions would
eventually be alleviated by the construction of pontoons to
house hospitality and team facilities along the water’s edge.
The plus side was that participants in chance meetings such
as this had nowhere to hide. Not that Bernie Ecclestone
appears too bothered as he chats with Ayrton Senna.
Lucky!, the excellent docuseries on Ecclestone ( reviewed
in Motor Sport, February 2023) reveals a largely unpublicised
closeness between the two. Although Ecclestone reiterates
his opinion that Alain Prost was the greatest of the many
drivers he had known, it is clear he sympathised more with
Senna over the calamitous confrontations between the two
drivers in 1989 and 1990. “Prost complained a lot about Senna.
It created a very bad atmosphere at McLaren,” was a casual
but telling aside by Bernie.
It is difficult to say whether this might have been
influenced in no small way by Ecclestone’s disclosure that
Ayrton’s love of children extended to building a warm
relationship with Tamara Ecclestone (aged six at the time of
this photo). “They got on really well,” said Bernie. “Ayrton
used to call from Brazil and speak to her.”
Conversation here is likely to have been focused on the
latest gossip. With Senna heading for what would have been
his fifth win in succession, comparisons with the recent Indy
500 were rife, the North American media pointing out that
seven different drivers had swapped the lead 17 times at the
Indianapolis Motor Speedway, whereas the lead had changed
hands just once in the previous four grands prix. There were
suggestions that F1 could benefit from the use of pace cars.
Looking back, the painful paradox is that the eventual
and clumsy introduction of the F1 safety car at Imola three
years later would contribute to the cataclysmic event we all
remember. Even more ironic, Bernie’s subsequent ostracism
from Ayrton’s funeral in São Paulo suggests the Senna family
had perhaps not appreciated a bond that was closer than
most of us had realised.

MAY 2023 MOTOR SPORT 57

 LETTERS

’m sad to report the death of Charles Bridges at the remarkable age of 96. I spoke with seemed to keep racing far longer than F1 drivers

I him only a week before his death and he was his usual cheerful self. Without Charles’s
support, I doubt that I would have had the opportunity to enjoy an amazing motor
racing life – with plenty of ups and downs of course!
at the time (except Fangio and a few earlier
contemporaries), with AJ Foyt running at Indy
no fewer than 35 times, in his last one at the
The three Bridges brothers, Charles the eldest, then David and John, were all heavily age of 58 finishing ninth, having been on
involved in motor sport. They were the sons of a remarkable character, Harold Bridges, the front row the year before.
who started Bridges Transport which at its peak had over 100 vehicles. It went through Richard Petty was 54 when he retired with
many changes, but Harold always came out on top. He was awarded the OBE and became 200 victories, having been NASCAR champion
a Knight of St John. seven times, a number later equalled by Dale
In 1959 I’d started racing my Morris 1000 Traveller, but it was 1965 before something Earnhardt (who was 49 when he was sadly
happened that would change my life. Garage owner and Jaguar enthusiast Gordon Brown killed while still a top name) and Jimmie
had an ex-works/Moss XK120, and asked if I’d like to drive it at a Woodvale Sprint on Easter Johnson. That number was also matched by
Monday, along with himself and other friends. I managed to get FTD and Gordon said he Foyt in Indycars, so at the top level maybe
knew Charles Bridges, owner of Red Rose Motors, Chester who had just bought the seven championships is some sort of limit of
ex-Graham Hill/John Coombs Lightweight Jaguar E-type ‘4 WPD’ – and he’d get me a drive. chance and luck over the years – though Lewis
Sure enough, the next morning the phone rang and Gordon asked if I could be at Hamilton will likely not accept that possibility.
Oulton Park at 8am on Thursday. On a JOHN DICKSON, SEVENOAKS
beautiful spring morning I met Charles
Bridges and Terry Wells, the E-type was fascinated by Doug Nye’s excellent
mechanic who had come from John
Coombs with the car. We had a superb
season, beaten only once, by Ron Fry
I article in the February edition regarding
the Alberto Ascari artefacts [Ascari’s crown
jewels] and the photo of Ascari with his family
in a Ferrari 250 LM. In 1966, another and son Tonino.
good year in a Lola T70 Mark II led to In my school days I was an avid Ascari fan
a Grovewood Award; the rest is history. and read every race report in which Ascari
Goodbye Charles and thank you. featured, written by DSJ in Motor Sport, the
In Vera Lynn’s immortal words: “We’ll magazine which consumed my pocket money
Brian Redman at Oulton in Red Rose
meet again, don’t know where, don’t E-type ‘4 WPD’, owned by Charles Bridges once a month! It was difficult to take in his
know when”. – the opportunity that started his career demise. Such a tragedy. His former team-mate
BRIAN REDMAN, FLORIDA, US Mike Hawthorn, in his book Challenge Me
the Race, said he believed Ascari to be “even
faster than Fangio”.
Fast forward now to 1961, when I was doing
my engineering apprenticeship with Jaguar.
aving just read the April 2023 issue ike Chris Mason I too witnessed an I was present at the British Empire Trophy at

H which was excellent as always, I would

like to echo John Hillier’s comments
about WEC not visiting Silverstone for a
number of years now. It was always a highlight
of the year seeing the LMP1 Audis, Peugeots
and others going at it for six hours. I’ve been
going since it was a 1000Kms race before the
WEC restarted in 2012, and a special bonus
was seeing the RAC Tourist Trophy being
awarded to the winning crew. We don’t even
get the GTWEC visiting for their endurance
any more. Is it Silverstone or something else?
L Anciens Pilotes demonstration at
Silverstone in 1969 (I was 24). I recorded
it on 8mm film. I will never forget Tony Brooks
Silverstone when Ascari’s son, Tonino, with
fellow guest of honour Juan Fangio, were
paraded round the circuit in a Sunbeam Alpine
bombing down the Hangar Straight and drifting driven by Jack Brabham. Fangio was in the
the Vanwall expertly around Stowe. I had never
seen the Vanwall raced in period, so this was
a real treat.
I also recall the ‘Moss masterclass’ in the
Maserati 250F at the 1999 Goodwood Revival;
his fingertip control in the extreme wet was
remarkable. Who needs a time machine?
JOHN HOSTLER, BRUNDALL, NORFOLK
GETTY IMAGES, PETER MCFADYEN

However, I am still looking forward to the

WEC and seeing how the LMDh and LMH cars
converge and race together with a lot more
teams in the top class. Perhaps a hark back to
the Group C days that I missed as I was too
young at the time. Here’s hoping.  to follow motor racing back in the 1960s it
MARK KILLELAY, GAINSBOROUGH
ith all the discussion about
W retirement ages for drivers and the
amazement at Fernando Alonso’s
current form, I remember that when I started
Jack Brabham at the
wheel with passengers
Juan Fangio and Alberto
Ascari’s son Tonino –
Silverstone, 1961
struck me that most NASCAR and USAC drivers

58 MOTOR SPORT MAY 2023


Joe Ward Sr departing a
Lincolnshire garage with
Old No1 in a glossy coat
of British Racing Green
passenger seat while Tonino, perched on the
rear deck of the open car, looked frozen stiff
in the airstream on what was a typically
inhospitable Silverstone day! Within a week
of the Silverstone event Tonino, totally
unannounced, arrived at Browns Lane and
was enrolled as a Jaguar apprentice.
There I met up with Tonino, albeit briefly.
We had a short chat, a very much ‘Italian
English’ type of conversation, but perfectly
understandable. He seemed rather shy, but
very pleasant and polite. I never saw him again,
as we apprentices were dispersed throughout
the factory and I never knew which department
he was assigned to.
How long he remained at Jaguar I could
not say, but believe it was only a matter of
weeks. None of my colleagues from the period
recall him so it looks like I am the only one left
who remembers his presence at Browns Lane.
Sadly, he passed away in 2008, aged just 66.
PETER WILSON, KENILWORTH, WARWICKSHIRE
W
hile perusing page 11 of the March
issue of Motor Sport [Matters of
Moment] a chill moved through me
to my very core as I read the last sentence.
Quote: “F1 is working because of marketing,
not necessarily because of the sport.”
If this is the case, then the reasons that
I became infatuated with the sport nearly 50
years ago no longer apply.
BRYAN CALDWELL, VANCOUVER, CANADA
F
ollowing your excellent article on the
pre-war Isle of Man TT [Early Man,
April], I came across two caricatures of
Stanley Woods and Harold Daniell in Motor-
Cycling Personalities Past and Present, a book
published in 1957 by Shell-Mex and BP Ltd of
Cartoonist
Ralph Sallon’s
depictions of
riders Harold
Daniell, left, and
Stanley Woods
from a 1957
publication
drawings by ‘Sallon’. Ralph Sallon was mainly
a political caricaturist who was a regular
contributor to the Daily Mirror. Shell also
published a companion volume Motor-Racing
Drivers Past and Present.
MICHAEL COOKSON, AUDLEM, CHESHIRE
I
am beginning to think we will never get
back to the competitive racing which we
enjoyed so much from the 1950s to the ’80s
– what we now have is closer to glorified slot
racing cars with a human strapped aboard.
This is not to diminish the extraordinary
technology in the cars, nor the exceptionally
skilful drivers, but all of this exceptionalism
and sophistication has not delivered the
nail-biting competitive racing we saw in
the past, and as a life-long Formula 1 fan this
depresses me. The Saudi Arabia Grand Prix
was quite boring, with few on-track challenges,
on a circuit which offers terrible perspectives
to the TV viewer. I am beginning to feel as
though I am deluding myself by studiously
recording all 22 race dates and then sitting in
front of the telly to watch them.
If there is a bright spot in all of this, it’s the
pre-show with Martin Brundle, Ted Kravitz,
and the various members of the Sky News
team. They are such an astute bunch of
observers – they make the GP itself almost
an afterthought. Compared with the current
historic racing scene, modern Formula 1 has
become quite tedious. 
STEPHEN BURNETT, KINGSTON,
ONTARIO, CANADA
F
urther to your Is the truth out there?
article [Books, March] I thought you
might be interested to see another
photograph of Old No1. In 1958/59 my late
father, also Joe Ward, owned this car. My photo
illustrates him collecting it from a paint shop
in Sutterton near Boston, in British Racing
Green. I remember him taking me to school
in it; only seven miles thankfully because I sat
on it rather than in it and there were merely
cutouts rather than doors. The provenance of
the car itself was controversial, even then.
 JOE WARD, BOSTON, LINCOLNSHIRE
S
ince Zak Brown became CEO of McLaren
Racing in 2018, it has contested more
than 100 grands prix. From those there
have been seven podiums and one win. We all
know the driver who scored that win was
sacked at the end of 2022 and his tenure at
McLaren has possibly destroyed his career.
The comparison between Brown and
Mattia Binotto is revealing [whose departure
from Ferrari Mark Hughes covered in the
February issue]. During Binotto’s tenure at
Ferrari as principal (a harder job) from 2019-
22, Ferrari contested 82 grands prix. There
were 40 podiums and seven wins. If I was on
the McLaren Racing board, I’d be on the phone
to Binotto, and show Brown the door.
ANDREW LYNCH, NSW, AUSTRALIA
Zak Brown, left, with former Ferrari principal
Mattia Binotto. Check their track records...
CONTACT US
Write to Motor Sport, 18-20 Rosemont
Road, London, NW3 6NE or email,
editorial@motorsportmagazine.co.uk
MAY 2023 MOTOR SPORT 59
 M AY 2 02 3

T H E O R I G I NA L RAC I N G M AGA Z I N E

MOSS 75th
Anniversary
Goodwood

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special

Flat out in Stirling’s Ferrari 250 SWB

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Why we love
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Gordon Murray
Richard Attwood
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Derek Bell
INSIDE
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HISTORICS
SPECIAL
Flap out the M&S rug and
make an early start on the
corned beef sandwiches at
Donington Park’s Craner
Curves in late April
Donington Historic Festival
DONINGTON PARK, LEICESTERSHIRE,
APRIL 29-30
The Donington Historic Festival is one of the
key early season historic racing festivals in
Europe with two days of action on the
fabulous Donington Park circuit.
This is very much a Motor Racing
Legends event and that organisation
ALAMY
Come on,
let’s twist again
For fans of historic car racing, there’s a
packed schedule to look forward to this
year. Paul Lawrence is your guide
provides the bulk of the races. Though there
are some off-track attractions, it is nothing
like the scale of the Silverstone Festival. This
one is largely about good quality racing.
For the casual spectator, longer races are
not always appealing and the DHF includes
a series of one-hour races and the three-hour
Pall Mall Cup as well as a couple of shorter
contests. The Pall Mall Cup on Saturday
HISTORICS 2023
afternoon features a field of pre-’66 GT and
pre-’63 sports racers with AC Cobras, Jaguar
E-types and Austin-Healey 3000s usually
setting the overall pace.
Other highlights are the ‘Mad Jack’
Trophy for pre-war sports cars and the
excellent Historic Touring Car Challenge
with Cologne Capris, Batmobile BMWs,
Sierra RS500s and BMW M3s.
MAY 2023 MOTOR SPORT 63
 HISTORICS 2023
HSCC International
Trophy
SILVERSTONE,
NORTHAMPTONSHIRE,
MAY 27-28
Although the Silverstone Festival is
the headline historic race meeting at
Silverstone, each May the Historic Sports Car
Club takes over the Grand Prix circuit for an
excellent weekend of racing.
The event is named in memory of the
former non-championship F1 race and
the programme is a typical mix of HSCC
categories ranging from the Aurora Trophy
for powerful single-seaters, including
Formula 5000s, down to more humble road
sports of the 1960s and ’70s.
Adding spice to the line-up will be the
second round of the HSCC’s pan-European
Historic Formula 2 series and the spectacle
of 30 period F2 cars on the current Grand
Prix circuit alone makes a visit worthwhile.
These fabulous racing cars look and sound
the part and most run in period liveries.
With big grids for many other categories,
it’s an easy-going, easy access weekend with
an open paddock and a friendly camaraderie
pervades the venue.
VSCC Seaman Trophy
CADWELL PARK, LINCOLNSHIRE, JUNE 18
For many people Cadwell Park is some way
off the beaten track. The spectacular three-
64 MOTOR SPORT MAY 2023
dimensional circuit nestles deep
in the Lincolnshire Wolds but it
is truly worth the trip – and a
season highlight is the visit from
the Vintage Sports-Car Club.
Cadwell Park is a true drivers’
challenge as it twists and turns and rises
and falls and is a wonderful place to watch
drivers in open cockpit cars.
The VSCC event draws a good crowd but
there is still plenty of room to move around
and watch from a range of vantage points.
After morning qualifying sessions, eight or
nine races will fill the afternoon.
The best spots include the famous
Mountain, where the quickest cars can get
their wheels off the ground, or the twisting
Hall Bends sequence as well as the long, high
speed sweep at Charlies. This is a place to
take out the picnic rug and watch pre-war
machinery in action within a green and very
pleasant setting.
Classic Nostalgia
SHELSLEY WALSH, WORCESTERSHIRE,
JULY 22-23
For many true motor sport enthusiasts, a
season without a visit to Shelsley Walsh
would simply not be right – and one of
the highlights of the Shelsley season is the
annual Classic Nostalgia weekend.
The 1000-yard climb up the
side of the Teme Valley in
Find pre-war and post-war
grids at the ‘Lincolnshire
Nürburgring’ – Cadwell Park.
Right: Oulton Park features a
smorgasbord of historic power
BRM P154 at Shelsley Walsh in 2022.
Left, inset: Historic F2 comes to Silverstone
Worcestershire exudes atmosphere and
never more so than when it is full of period
cars for the Nostalgia weekend. As well as
competition on the challenging high-speed
rush, there will be demonstrations and side
attractions to entertain on both days.
Predominantly, the competitive action
is for pre-1971 machinery, but this year’s
theme of 65 years of touring cars will bring
a host of different racers to the hillclimb
course. Cars from across the history of the
British Saloon Car and the British Touring
Car Championships will feature in a typically
crowded paddock at one of hillclimbing’s
most special occasions.
Gold Cup
OULTON PARK, CHESHIRE, JULY 28-30
Rising and falling through manicured
Cheshire parkland, Oulton Park
is a true jewel in British racing
and in late July it will be
looking its best for the annual
Gold Cup meeting.
The best historic racing
festival north of Donington
Park runs for three days and
features an eclectic array of
period categories competing on
the challenging 2.7-mile circuit.
The meeting is run by the Historic Sports
Car Club, and several of its categories are to
the fore, notably this year the Thundersports
series for pre-1980 sports-racing and GT cars.
This will be home to a gaggle of Chevrons,
which is wholly appropriate given that
Oulton Park was effectively the local circuit
for Derek Bennett and his cars.
There are plenty of other races to
enhance the spectacle including VSCC races
with pioneering early years cars, Special
Saloons from the Classic Sports Car Club,
historic grand prix cars, historic Formula 3,
PAUL AND BEN LAWRENCE
Formula Ford, pre-1966 touring cars from
the Historic Racing Drivers Club ( Jack Sears
Trophy) and – Vauxhall droopsnoot alert –
look out for pre-1983 touring cars in the
HRDC Gerry Marshall Trophy.
 REGISTER NOW

HISTORIC FORMULA 1 & LE MANS CAR RACES

GULF HISTORIC VILLAGE, 70s THEMED EVENTS, CONCERTS, CLASSIC CAR SHOW,
OPEN-AIR CINEMA, FOOD COURT, KIDS ACTIVITIES... AND MUCH MORE

gulf-historic.com +971 (0) 50 185 0004

 Peter Collins

Race Meetings Sprints and Hill Climbs

22 April - Silverstone Race Meeting 30 April - Curborough Speed Trials
and AutoSOLO
21 May - Wiscombe Park Hill Climb
18 June - Cadwell Park
5 & 6 August - Prescott Speed Hill Climb
9 July - Donington Park Race Meeting
9 & 10 September - Loton Park Hill Climbs
and AutoSOLO
23 September - Prescott Long Course Hill
26 August - Mallory Park
Climb

Join Us

Enjoy your Vintage car with the VSCC.

No car? No problem. You can marshal, compete or spectate. Everyone

with an interest in vintage and historic cars is welcome. Join us at any
of our events to experience historic motorsport at its friendliest.

For more information join us at one of our events this year, further
details available at vscc.co.uk

Use it. Drive it. Love it.


Historic weekends come no
bigger than the Silverstone
Festival, plus there will be
Silverstone 75th
anniversary celebrations
Silverstone Festival
SILVERSTONE,
NORTHAMPTONSHIRE,
AUGUST 25-27
Though this is its third brand
identity in three years, the annual
Silverstone historic race weekend is a
highlight of the motor sport year, now
named the Silverstone Festival and running
over the August Bank Holiday weekend.
What has not changed is a wall-to-wall
programme featuring huge grids from some
of Europe’s best historic race categories. The
Silverstone site is completely turned over to
the event with a vast array of side attractions,
car club gatherings, live music, celeb chefs,
F1 simulators and much more.
But at its heart, for the true petrolheads,
are three days of qualifying and racing on
the full Grand Prix circuit: from historic
Formula 1 to period touring cars through
recent Le Mans cars and pre-’66 GT cars.
Meanwhile, F1 car demonstrations will
Metro retro at Weston Park. Inset above:
Loton Park’s hillclimb is a gem of an event
PAUL AND BEN LAWRENCE, SILVERSTONE
honour 75 years of Silverstone;
its very first race meeting was
held in October 1948.
There is something for all
tastes here and, after qualifying on
Friday, you can see full days of racing
on Saturday and Sunday. It is a truly epic
historic event.
VSCC Loton Park Hill Climb
ALBERBURY, SHROPSHIRE,
SEPTEMBER 9-10
Hillclimbs are a big part of the Vintage
Sports-Car Club competition year and the
headline summer events at Prescott and
Shelsley Walsh are major dates on the
schedule with big entries and large crowds.
However, there is a hidden gem in the
VSCC hillclimb year, and that’s the annual
trip to Loton Park. The Shropshire attraction,
set within sight of the Welsh border to the
west of Shrewsbury, is a glorious place to
see cars tackle an incline and the September
weekend features a VSCC double-header.
That means each day is full of practice runs
and timed runs for around 100 cars mainly
dating from the pre-war era.
The course features an unusual downhill
section and this is a wonderful event set in
beautiful parkland with brilliant viewing
locations and lots of room. Prescott and
Shelsley are superb occasions, but Loton
Park, featuring two rounds of the splendid
VSCC Speed Championship, is every bit as
good but rather less crowded.
HISTORICS 2023
2023
It’s in HISTORICS
SPECIAL
the diary...
Here’s our round-up of
other must-see historic
pageants on home soil
and on the Continent
● MASTERS HISTORIC FESTIVAL
BRANDS HATCH, KENT, MAY 27-28
This annual weekend on the grand prix
circuit will be topped with historic F1 cars.
brandshatch.co.uk
● ZANDVOORT HISTORIC GRAND PRIX
ZANDVOORT, NETHERLANDS, JUNE 16-18
Historic F1, F2 and F3 cars from the ’60s to
the ’00s and 1980s endurance racers.
historicgrandprix.nl
● KIRKISTOWN 70TH ANNIVERSARY
KIRCUBBIN, CO DOWN, JUNE 23-24
Northern Ireland’s major race track is 70 and
will be marked by an old-style club meeting.
kirkistown.com
● LE MANS CLASSIC
LE MANS, FRANCE, JUNE 29-JULY 2
Cars from across the Le Mans story will
celebrate the centenary of the 24 Hours.
lemansclassic.com
● CSCC 24 HOURS ANGLESEY, JULY 1-2
The CSCC runs its first 24-hour event
– at the spectacular Anglesey track.
classicsportscarclub.co.uk
● SUPER TOURING POWER
BRANDS HATCH, KENT, JULY 1-2
All things 1990s touring cars will be in action
at this new event.
brandshatch.co.uk
● BENTLEY DRIVERS CLUB
SILVERSTONE, NORTHANTS, AUGUST 12
A glorious throw-back to a simpler time with
races for Bentleys and support events.
bdcl.org
● THE AUTUMN CLASSIC
CASTLE COMBE, WILTS, SEPTEMBER 23
Castle Combe’s annual historic offering has
an eclectic mix of races and off-track events.
castlecombecircuit.co.uk
● SPA 6 HOURS
STAVELOT, BELGIUM, SEP 27-OCT 1
The 6 Hours race tops a full weekend which
celebrates 30 years of historic racing here.
spasixhours.com
MAY 2023 MOTOR SPORT 67
 HISTORICS 2023

Rally like it’s 1973 on the The focus is on the cars of the Group B
Roger Albert Clark event era but a wide remit takes in cars of the
which takes in some of the
1960s, ’70s, ’80s and ’90s. So expect
UK’s best competition
locations. Inset: see demo
anything from a Ford Anglia to a Subaru
rally stages at Weston Park Impreza WRC in this emerging highlight of
the rallying season.

Roger Albert Clark Rally

Historic Rally Festival
WESTON PARK, SHROPSHIRE,
SEPTEMBER 30-OCTOBER 1
For too long, British rally fans have looked
enviously at events like the Eifel Rallye
Festival in Germany and Rallylegend in San
Marino where huge crowds witness period
rally cars doing what they do best.
In the UK, we are still some way off that
level of event. But the growing Historic Rally
Festival is a bold attempt to bring
that type of atmosphere and
theatre to the UK.
The celebration of rallying heritage is
based at the picturesque Weston Park to the
west of Wolverhampton. This appropriate
setting has period RAC Rally history and for
two days a fine array of period cars are put
through their paces on demonstration
special stages.
NATIONWIDE, NOVEMBER 23-27
For fans of forest rallying, every other
November brings an absolute highlight in
the biennial Roger Albert Clark Rally.
The event recaptures the spirit of forest
rallying in the 1970s and 1980s when Roger
Clark was taking part in Britain’s round of
the World Rally Championship (and winning
in 1976). The event named in his
memory will be bigger and better
than ever for the 15th edition,
covering five days and more
than 300 competitive miles.
It is primarily aimed at
historic rally cars but is also
open to all two-wheel drive cars.
It is the longest and toughest
special stage rally in the UK.
The action will start from Carmarthen
on Thursday for two days in the Welsh
forests before the rally relocates to Carlisle
on Friday evening. Then comes a day in
south-west Scotland before two days in the
daunting Kielder Forest complex. Around
150 cars will start an adventure that takes
everyone back to their younger years.

“So, this new guy you’re

Or take a more dating...” Quality time for

dads and daughters with

leisurely pace Happy Few Racing

Road rally ideas for your classic

PAUL AND BEN LAWRENCE, CLASSIC GRAND TOURING, HAPPY FEW RACING

Have classic car, will travel. Drivers Club

For those who don’t just
want to go to historic races
but also want to take their
own car on an adventure
there are several options
and a wealth of events.
Classic Grand Touring
(classicgt.co.uk) specialises
in creating driving holidays
with a racing edge. In May
it’s putting on The Birkin
Tour, which will be
exclusively for Bentley
members. It will
explore North
Norfolk coast
where Henry Birkin
grew up. In June it’s
organising trips across
the Channel first as part
of the Chinon Classic, and
then to the Le Mans Classic.
Venture Bound
(venturebound.co.uk) offers
a more sedate experience
with driving tours that aim to
promote the Best
of British, from gin to
cheese, craft beer to cider.
The emphasis is on soaking
up the best driving routes.
One of our favourites
is Happy Few Racing,
(happyfewracing.com),
a France-based firm that
focuses on creating family
moments combined with
classic car tours. After the
success of its Rallye
Père-Fils which, as the name
suggests, gathers father-son
teams together to compete
in the south of France,
it now also features Rallye
Père-Fille for father-daughter
teams. More traditional
events are also on offer
including in June its Ferrari
F40 event and in a neat
combination of the two
concepts, a fathers, sons
and Porsche event to be
held in October.

68 MOTOR SPORT MAY 2023

70 Motor Sport May 2023
 GOODWOOD 75th

IN 1948 GOODWOOD
HOSTED BRITAIN'S FIRST
POST-WAR MOTOR RACING
EVENT. A TRACK CLOSURE
FOLLOWED IN 1966 AND THEN
CAME A RE-BIRTH. NOW, 75
YEARS AFTER ITS INAUGURAL
MEET, IT IS REGARDED AS THE
HOME OF HISTORIC RACING,
A PLACE WHERE ROMANTICS
CAN RE-LIVE MOTOR SPORT'S
GLORIOUS AND COLOURFUL
PAST. HERE IS ITS STORY...
DOMINIC JAMES

MAY 2023 MOTOR SPORT 71

 The
best of
times Behind the wheel, from left:
Alan Brown, Eric Brandon,
Juan Manuel Fangio and Mike
Hawthorn at Goodwood, 1952

Goodwood hosted 1952 Lavant Cup – but what happened next came as a
April 14 complete surprise to everyone.
its first race 75 years Reigning Formula 1 world champion Juan Having grabbed but a half hour’s kip
ago and ushered in Manuel Fangio was coming to Goodwood
– as was his good mate José Froilán
after working through the night cutting
new valve-seats, it dawned on Hawthorn
an era of incredible González, thrilling winner for Ferrari of
the previous year’s British Grand Prix at
that his brief test of an unfamiliar car had
eschewed a standing start. So he held its
action before going Silverstone. That a young man from throttle steady rather than blip it and
into hibernation in Farnham, Surrey was about to race against
these Argentine supermen in the third
trusted to luck – plus a slug of
nitromethane! He won this F2 six-lapper
1966. Here Paul Cooper-Bristol built was but a footnote.
Yet he and it would steal the headlines.
by 21sec, ahead of the first and second
Cooper-Bristols built.
Fearnley nominates Mike Hawthorn’s impressive Better was to come on this day – he

the pick of those performances at Goodwood and elsewhere

during 1951 in pre-war Riley sports cars
early races which fastidiously tuned by his father had piqued
the interest of aficionados – John Cooper,
defined the circuit for instance, was happy to have him drive
one of his new Formula 2 single-seaters
beat Fangio’s (misfiring) sister car in
scoring a second victory, and chased the
much more powerful Ferrari of González
to finish runner-up in the meeting’s big
race – the Richmond Trophy. Hawthorn's
star quality had by then been established.

72 MOTOR SPORT MAY 2023


1952 News of the World
International Nine Hours
August 16
A drying track enabled Jaguar’s C-types to
assert dominance over Aston Martin’s
nimbler but less powerful DB3s as dusk
descended. By 9pm they were five laps up
and Goodwood’s ancestral owner invited
Jaguar boss William Lyons back to the house
to toast his company’s impending success.
At which point the Leaping Cat fell on its
face: the second-placed car broke a half-shaft
and, an hour later, the leader had to stop to
repair a broken radius arm.
The racing gods continued to smile on
Astons when the jacks raising the threatening
Ferrari 225 S of Roy Salvadori/Bobby Baird
sank into Tarmac that had melted in a pit
fire that had forced a DB3’s retirement
(a developing theme). Further delayed by a
flat battery, ‘Salvo’ rejoined in a funk,
spun at Madgwick and stalled. He restarted
thanks to an illegal push-start that cost a
one-lap penalty. It was Aston Martin’s night.
History repeated itself the following year
when the same Jaguar pairings – Stirling
Moss/Peter Walker (conrod) and Tony Rolt/
Duncan Hamilton (oil pressure) – retired in
the final hour. Only this time Astons scored
a 1-2. By then, however, the novelty of racing
until midnight – i.e. after last orders in the
beer tent – had worn off.
UNIVERSAL IMAGES GROUP VIA GETTY IMAGES
1954 Richmond Trophy
April 19
Roy Salvadori had been denied victory twice
earlier in the day by less than a second
apiece. Now, in the 21-lap Formule Libre
main event, he found himself bottled behind
a car spraying oil and being driven very
elbows-out by Ken Wharton, below left,
leading. Frustration increased until a lunge
on the penultimate lap caused contact
at Lavant. Both cars spun and restarted –
only for Salvadori’s Maserati 250F to
obliterate its clutch.
The bashed BRM V16 – deemed a write-
off by the team – made it home and
Wharton’s face was thunderous as he wiped
hot oil from his arms. He had no intention
of talking to Salvadori and vice versa – the
track’s famed party atmosphere paling
before two tough competitors. Salvadori’s
Gilby Engineering team protested the
victory – hardly the done thing – not because
of the collision but because BRM had
swapped drivers Wharton and Ron
Flockhart between cars. The result stood.
The Duke of Richmond & Gordon, a
racer at heart, sent Salvadori an engraved
silver cigarette case to thank him for “the
splendid show”. Ever the sophisticated
operator, he sent one to Wharton, too. The
verdict that mattered: racing accident.
1958 Lavant Cup
April 7
Though chalk and cheese in personality –
one garrulous, the other verging on
monastic – Graham Hill and Jack Brabham
were peas in a pod when it came to motor
racing. They pretty much invented tailored
set-ups and each then applied them with a
grim determination – one bristling, the other
hunched – to succeed.
At this particular stage of their careers
Brabham had yet to score a point in Formula
1 (fourth at the Monaco Grand Prix a few
weeks later would remedy this) and Hill had
yet to start a world championship grand prix
(which also came at Monaco). They attacked
this Formula 2 encounter as though their
lives depended on it.
Brabham’s Cooper led – the Coventry
Climax four-pot at the Aussie’s shoulder
benefiting from an extra 15cc over that in
GOODWOOD 75th
the nose of his rival’s Lotus – but Hill drafted
past down the Lavant Straight on lap 10. The
response when it came was dramatic,
Brabham gathering it up after using all of
the road in passing around the outside at
Woodcote on the penultimate lap. His
winning margin – after another crossed-up
exit of the Chicane – was 0.4sec. (Stuart
Lewis-Evans, below centre, finished fourth.)
Much of motor racing’s ‘British’ future
– including five F1 drivers’ world titles
between this pair and six constructors’
between these teams (plus a couple for the
Brabham marque) during the next dozen
years – had been distilled in 15 hectic laps.
1959 RAC Tourist Trophy
September 5
The leader’s first pitstop had gone to careful
plan: 30sec for fuel and four tyres thanks
to onboard air-jacks and a 50-gallon drum
atop a 20ft tower. The second stop, however,
went all-to-cock: opened in error in haste,
petrol gushed, to be ignited by a backfire.
Roy Salvadori leapt from the cockpit via the
bonnet and into the arms, coat and hat of a
quick-thinking St John Ambulance volunteer.
Other rescue efforts went awry, however,
said tower crashing to earth as the main
valve beneath the barrel was sought. Stirling
Moss, above, watched aghast as his beautiful
sports-racer went up in flames, to re-emerge
foamy and blackened – driveable remarkably
but unraceworthy obviously.
But this was a three-way world
championship decider: Aston Martin sage
green versus Ferrari’s Testa Rossa – with
Porsches buzzing on the fringes.
No time to waste. Within four minutes
– and after a remarkably composed pitstop
given the hellish circumstances – Moss
commandeered the second-placed
DBR1/300 from Jack Fairman (rather than
it be Carroll Shelby) and set off on one of
his famous charges. Within a half hour – just
past half-distance – he was back in front. He
would drive for 4hr 36min of this six-hour
race to score the victory. There was fire
in his belly.
MAY 2023 MOTOR SPORT 73
 GOODWOOD 75th
1960 BARC Formula Junior
March 19
John Surtees, above, leading, had never
watched a car race let alone entered one.
After recent successful tests at Goodwood
for Aston Martin and Vanwall, however, the
multiple motorbike world champion found
himself bundled into a Cooper-Austin by Ken
Tyrrell and sitting on pole position at a track
of which he had no racing experience.
Alongside him was a man starting only
his second single-seater race; the first had
been the most underwhelming experience
of his car career to date. Though more
hopeful on this occasion, he had chewed his
fingernails to the quick while mechanics
Crowds at Goodwood for the
1964 News of the World
Trophy, with Jim Clark (No1)
and Graham Hill (No3) on the
front row of the starting grid
74 MOTOR SPORT MAY 2023
rushed to reassemble and ready his engine.
Surtees got the jump. Passed on the second
lap, he retook the lead on the fifth. Already
amid backmarkers, this battling pair then
dived either side of a slower car at Madgwick.
Except that Surtees’ gap was bike-sized.
Old habits. Forced onto the grass, he
dropped to third place – and eventually
recovered to second.
The man who beat him – having his first
race for Team Lotus and scoring its first win
using a Ford engine by Cosworth and sited
behind the driver – was a sheep farmer from
the Scottish Borders: Jim Clark.
Within months he and Surtees would be
Formula 1 team-mates. Within five years they
would have three F1 world championships
between them.
1964 News of the World Trophy
March 30
Ferrari’s presence, promised but reneged
upon, would have been a bonus – John
Surtees would after all win that season’s F1
world title for the Scuderia in dramatic
circumstances – but its absence could not
prevent this most British of circuits from
hosting a truly competitive race of what
fundamentally had become a British
category. When a front row consisted of Jack
Brabham, Jim Clark and Graham Hill – and
thus the patriotic greens of Brabham, Lotus
and BRM – it was game on.
These teams would battle for supremacy
all season long – allowing a resurgent Ferrari
to sneak up on them – and on this occasion
it was Hill who appeared to hold the upper
hand as Clark’s clutch faltered. After 40 of
42 laps, however, the BRM of Hill coasted
in, a broken distributor silencing its V8.
Brabham having already retired, at three-
quarter distance when a broken nearside-
UNIVERSAL IMAGES GROUP VIA GETTY IMAGES, ALAMY, GOODWOOD
rear wheel and resultant puncture plunged
him into the spectator banking, it was Clark
who coaxed home for victory.
A youthful Jackie Young Stewart –
arguably Goodwood’s greatest discovery –
had scored a runaway victory in the Junior
support race run a little more than an hour
earlier. Twelve months later he and
compatriot Clark – the Batman to his Robin
– would share Goodwood’s forever fastest
contemporary F1 race lap.
Ferrari’s 11-year title wait was just
beginning – though Goodwood’s 32-year
slumber lay just around the corner.

Goodwood Revival’s
six of the best
In 1998 the first Goodwood Revival took
place harking back to the track’s glory
years. But, 25 years on and as Marcus Pye
explains, the racing was just as incredible
Motor Circuit and repeats.
Sixty-five years, bar a week, after
Peter Collins and Pat Griffith won
the first (of three) Nine Hours
races, ace preparer/driver Rob
Hall fulfilled Aston Martin DB3
owner Martin Melling’s ambition
6: ERA R5B REMUS WINS for it to clinch another coveted
WOODCOTE TROPHY, 1998 gold in the Freddie March
The moment the union flag Memorial race, below left.
dropped to start the opening David Brown’s black
race of Goodwood’s modern era machine covered 283 laps to
was the culmination of a dream beat the closer of a pair of Ferrari
for Lord March, 50 years after 225 Ss after the Jaguar C-types
his grandfather hosted the first had wilted on September 16,
event in 1948. Ludovic Lindsay’s 1952. Hall roared over the line
Woodcote Trophy victory with an chasing leader Chris Ward
immaculate drive in the ex-Bira (Cooper-Jaguar T33) who was
ERA R5B, above, leading – left nobbled by the regular 5sec
dormant on opening day when penalty for hitting the chicane.
its engine ran a bearing in
practice with future Goodwood
commentator John Bolster
driving – was fitting.
The gallant warhorse
returned subsequently in period
with Philip Fotheringham-Parker
and Duncan Hamilton (1951), Bill
Moss (1957-58) and then Ludo’s 4: FERRARI 1512 PIPS ALL-
father The Hon Patrick Lindsay CONQUERING LOTUS 25, 2018
(who won in 1961, then raced When Goodwood closed in July
1962-65). After bagging six 1966, Jackie Stewart and Jim
Revival golds in Lindsay Jr’s deft Clark left the lap record at 1min
hands, Remus astonishes still. 20.4sec (105.07mph) in BRM
P261 and Lotus-Climax 25
respectively, set on Easter
Monday 1965. Clark won that
day’s Sunday Mirror Trophy
feature. The period Glover
Trophy name was reprised for
the Revival’s 1500cc F1
showpiece, which Team Lotus
5: NINE HOURS WINNER’S 25s have aced nine times. Clark
20MIN REPEAT IN 2017 megafan Andy Middlehurst has
It’s a fantastic window into the eight golds on his CV in
past for spectators when a Australian John Bowers’, thus
Goodwood-winning car from its the joy of Martin Stretton
original heyday returns to the (Lotus-BRM 24) and Joe
Colasacco (Ferrari 1512), below
left, in beating the combo to
second in 2017 and ’18 was
palpable. Rain helped Stretton,
but Colasacco’s one-length
victory was more remarkable in
the sonorous 12-cylinder car
which Lorenzo Bandini drove to
fourth in the 1965 Italian GP.
3: KRISTENSEN UNLEASHES
A THUNDERBOLT, 2015
Saloon car racing has brought
David & Goliath encounters into
focus in many editions of the
Revival. Although the rules of
engagement have changed
somewhat since the event’s first
period 1966 cut-off, enabling the
most potent tiddlers to run rings
round the V8s in the corners
– as John Rhodes and others
did in period in Mini Cooper Ss
– without getting left far behind
on the long straights. This
characterises the St Mary’s
Trophy showcases’s theatre,
particularly when the lumbering
big bangers, jostling juggernauts
which torture their tyres and
brakes in response to the
impudent whippersnappers.
Goodwood still ultimately
favours grunt, but pure class
won out in the celebrity leg of
the 2015 double-header when
Dane Tom Kristensen saddled
Henry Mann’s Holman Moody
Ford Fairlane Thunderbolt,
above. Hobbled by carburettor
problems in qualifying, the
nine-time Le Mans 24 Hours
winner had not completed a
flying lap when he started from
the back of the grid. Unfazed, he
charged from 29th to 12th inside
a lap, then coolly hounded down
the Lotus Cortinas of BTCC
champions Gordon Shedden
and Andy Jordan, split by Frank
Stippler’s rasping Alfa Romeo
GTA, thus rewarding Mann and
mechanics for their all-nighter.
2: WILLS RESISTS SUSSEX
TROPHY PRESSURE, 2019
Recalling Goodwood’s totemic
Tourist Trophy World Sportscar
Championship finales of the
late 1950s, the Revival’s Sussex
Trophy races embroil the era’s
key marques, and more unusual
bolides such as Canadian
artisan Bill Sadler’s eponymous
Chevrolet V8-motivated
creations which made
transatlantic forays and won the
Brighton Speed Trials 30 miles to
the east before heading home.
Stirling Moss enhanced his
peerless venue and event CVs
driving factory Aston Martin
DBR1s in 1958-59, beginning
four straight TT victories
completed with Ferrari 250 GTs.
Many of the shorter-format
retrospectives have engendered
stunning racing across a
spectrum of cars, but 2019’s
full-blooded battle raged from
flagfall to the chequer. Roger
Wills – pedalling the 2-litre Lotus
15, above, which fellow New
Zealanders Bruce McLaren and
Syd Jensen had raced for Noddy
Coombs in the 1958 TT –
qualified on pole precisely 61
years later. The following
afternoon Wills, twice a Le Mans
24 Hours participant, staved off
Sam Hancock’s svelte NART
Ferrari 246 S Dino (a Sussex
winner thrice running with Tony
Dron in 2001-03 and with Bobby
Verdon-Roe in 2015) by 0.28sec.
The snarling Lister-Jaguars
of Jon Minshaw (2018’s victor
in Phil Keen’s hands) and
Dutchman David Hart were
in the mix throughout. Wills’s
success was a triumph for
chassis agility over grunt. The
last time a Lotus 15 powered by
a Climax FPF had prevailed was
in 2000 when 1988 IndyCar
champion Danny Sullivan
earned the coveted cigar.
May 2023 Motor Sport 75
 GOODWOOD 75th
herculean encounter in the
In 2013, Goodwood witnessed a
rain-sodden TT, with Simon Hadfield
1: HADFIELD WALKS ON
WATER FOR TT WIN, 2013
If somebody with vivid
imagination had written the
script nobody would have
believed it. In Aston Martin’s
100th anniversary year a
hallowed representative of the
marque which won the World
Sportscar Championship at
Goodwood in 1959
scored its only win in the
Revival’s RAC Tourist Trophy
Celebration race.
Owned by German
Wolfgang Friedrichs, Project
212 was entered for the 1962
Le Mans 24 Hours by David
Brown’s factory team, crewed
by Graham Hill and Richie
Ginther. Hill qualified fourth,
and led the first lap, but a
fractured oil line ended their
race. Outgunned by
increasingly exotic company,
DP212 was not in the sprint
for pole 51 years later. F1
mechanic turned top historic
racecar restorer Simon
Hadfield was content with
eighth, from which Friedrichs
(2003 Spa Six Hours winner
with Hadfield and David Clark
sharing his DP214 replica]
would launch a well-proven
game plan. Fourteenth after
the frenetic first lap, Wolfgang
was among the first in when
the pit window opened.
Hadfield was into the top
10 within eight laps, making up
ground rapidly, when he was
76 MOTOR SPORT MAY 2023
winning in the Aston DP212
astounded to see Tom
Kristensen’s Jaguar E-type
spinning into Lavant’s gravel
bed. Simon almost joined Tom,
skating into the greensward,
from which he rejoined as the
safety car was deployed.
Meanwhile, relayed by
journalist Chris Harris, mighty
in the unique Lister-Jaguar
Le Mans Coupé, Anthony Reid
led comfortably.
Surely Reid (third at
Le Mans in 1990 in a private
Porsche 962C with Tiff
Needell and David Sears)
would make a 20sec
advantage stick? Now in a
deluge, Hadfield had other
ideas. Having halved the
deficit in four laps, then again
next time round, he no longer
gauged the chase from the
trackside screens. He could
see his prey, or its spray.
The Aston growled under
my commentary tower, to a
tumultuous cheer from the
grandstand. Believing it to be
a lap down, Reid said he’d let
Hadfield past, then spun at
Woodcote trying to match his
pace. Ten years on, those
present are still talking about
it, especially those spectators
2023
whose hands Hadfeld shook
Goodwood
over the fence having climbed
Events:
onto the grass bank before the
Members’ Meeting
garland ceremony. “I wanted April 15 - 16
to give something back and Festival of Speed
thank them for staying,” he July 13-16
said. “The stars aligned today.” Revival
September 8-10
 Today, Goodwood’s
trio of annual motor
sport extravaganzas
Glorious are a honeypot for
racing heroes. Here,
Goodwood some of the most
decorated drivers tell
memories Rob Widdows what
Goodwood means to
them and why it’s
such a special place

Tom Kristensen
Having won Le Mans nine times, the Great
Dane headed for historics, becoming a crowd
favourite at the Goodwood Revival where, in
2011, he won the Tourist Trophy race sharing
a Shelby Cobra Daytona Coupé with Kenny
Brack. Sliding the Cobra through pouring rain
Kristensen showed us his huge natural talent.
“I love the Revival, the cars, the dressing up,
the incredible atmosphere,” he says. “That’s
why I keep going back to Goodwood.”
In 2017, the Festival of Speed celebrated
the 20th anniversary of his first win at Le Mans
when, at the last minute, he was drafted into
the Joest team to drive their TWR Porsche
WSC-95 alongside Michele Alboreto and
Stefan Johansson. They won by a lap, beating
the works teams from Porsche, BMW and
Nissan, and Kristensen put in the fastest lap.
Gathered in the paddock was a collection
of cars that he’d driven as well as many of his
Audi team-mates. “I drove the R8 from 2000
up the hill,” says Tom. “That was special for
me. That was my first year with Audi and my
ADAM BERESFORD, ALAMY

first win for the team. Allan McNish drove the

sister R8 on the hill and it was a very happy
celebration. That’s what Goodwood does so
well, bringing so many people together,
reuniting us with the cars we raced.”

MAY 2023 MOTOR SPORT 77

 For Richard Attwood,
Goodwood has magical
qualities and he’s
remains a regular at the
track; Attwood (4) lines
up beside Giancarlo
Baghetti at Easter 1964
Richard Attwood
Richard Attwood raced at Goodwood in
period and is still racing there today. It was
also where he had his first experience of
driving on a circuit, passing a ‘competence’
test that allowed him to race.
“My first race was at Goodwood at the
Members’ Meeting in April 1959, in my
Standard 10. Goodwood is so neat,
different from all other circuits, like
Mallory or Brands, and it’s the most
challenging track of them all. That was part
of the attraction for me. Goodwood had
something magical, a real driver’s track,
and it still has that magic today. My father
had taken me to races there as a boy, so
maybe that was also part of the attraction
for me when I started out. I won my first
Goodwood race, in a Formula Junior
Cooper, in 1961.”
The Easter meeting in 1964 was his first
Formula 1 race with BRM, coming fourth
in the old ‘stack pipe’ car. This was when
he became aware of the Duke of Richmond
who invited all the Formula 1 drivers for a
drinks reception at Goodwood House,
a gesture that topped anything else at
other race meetings.
78 MOTOR SPORT MAY 2023
“Most of us had never been to the
house before. I remember a big grand
piano in the room, a wonderful setting,
very special. Graham Hill was there of
course, BRM’s number one driver, and he
was at the centre of it all as ever. I think
Charles, the present Duke, must have been
there because he’s since told me about
getting Graham’s autograph while at the
party and Graham cheekily telling him
to go away.
“I’ve told Charles, ‘Please, never, ever
change the track, never let anyone make
you change this great circuit.’ The speeds
the current drivers are doing round there
are so much faster than in my era. I watch
these guys, the Le Mans winners. They’re
so precise, so fast, not all over the grass.
It’s impressive and beautiful to see.”
Evergreen Attwood, now in his eighties,
has declared he will continue to race at the
Revival for as long as he is invited.
Nick Mason
Nick Mason brought two of his cars to the first
Festival of Speed in 1993: his Ferrari GTO and
his V16 BRM. Over the past 30 years the Pink
Floyd drummer has been a hugely loyal
supporter of both the Festival and the Revival,
often sharing his beloved GTO with some
legendary professional drivers at the circuit.
“I know a lot of older enthusiasts came
specially to see the BRM,” he says. “It had that
effect on people. I don’t remember much about
taking the car up the hill except that I got to
the finish line which was a triumph in itself.
The V16 was unbelievably complicated.
“The Ferrari GTO was great, such a good
car for that sort of event. Those GT cars had
been competitive at the circuit and you could
drive them there and back on the road. With
a hillclimb you take what you’re given and
Goodwood is quite fast. Some of it is deceptive.
You think the flint wall would be the most
alarming bit, but the corner that catches
everyone out is Molecomb. All sorts who
should know better have had accidents there.”
Mason is one of a few who have driven the
Auto Union Grand Prix car up the Festival hill,
an experience he savours to this day.
“I never expected to be allowed to drive
that car. Audi knew I had experience of driving
and racing old cars and they were worried that
the ‘young Turks’, the Audi team drivers, were
too used to rev limiters and would destroy the
cars. If they’d offered the drive to a journalist,
they told me, then they would have pleased
only one of them and annoyed 20 others.
“The Festival of Speed has changed just as
the world, and all sports events, have changed
but Charles Richmond continues to immerse
people in the whole motor sport experience
GETTY IMAGES, GRAND PRIX PHOTO, GMA, ALAMY, JAYSON FONG
and that’s what we all love about it.”
Opportunity of a lifetime... Nick Mason driving
an Auto Union at the 2013 Festival of Speed

The final international race
at Goodwood was the
Sunday Mirror Trophy for
Formula 2 cars, April 11,
1966. Jackie Stewart was
there with Tyrrell Racing
Gordon Murray
“When I heard about the Festival of Speed in
1993 I told George Harrison about it. We decided
to drive down there in our Rockets, the first
time the Rocket would be seen in action in
public,” remembers Gordon Murray, whose
McLaren F1 also made its competitive debut at
the event. Since then Murray has launched both
his T.50 and T.33 supercars at the circuit.
“Back in ’93 Charles had said we could park
the Rockets behind the House. We bumped into
him and George said he’d love to drive up the
hill. Charles said he could make that happen,
so George went up in his Rocket and he
absolutely loved it.”
The McLaren F1, driven by Jonathan
Palmer, was second-fastest car, beaten only by
a Surtees TS20 Formula 1 car.
“I was watching and I remember thinking,
‘That looks quick, I just hope he keeps it on the
black stuff,’” says Murray. “Jonathan had done
a lot of the high-speed development work in
the F1 so I wanted him in the car.”
Gordon Murray came to the UK in 1969 but
as a teen in South Africa he could draw all
the UK and European circuits and name the
corners, and knew about Goodwood’s history.
“The Festival blew everyone away. What
really jumped off the page for me that first year
was how close you could get to the cars and
GOODWOOD 75th
Sir Jackie Stewart
Triple world champion Sir Jackie Stewart first
went to Goodwood in 1953 to watch his brother
Jimmy race an Ecurie Ecosse C-type. Jimmy
won his race that day and little did Jackie know
that years later he would be back at Goodwood
for a test with Ken Tyrrell.
“It was the first English circuit I’d been to
and being there with my brother was fantastic,”
he remembers. “I got into the pits and the
paddock, collected so many autographs. Every
time I go to Goodwood now I think about those
days and, of course, the day that changed my
life in January 1964 when Ken Tyrrell gave me
a test in a Formula 3 Cooper.
“The track manager Robin McKay had seen
me set a new lap record in 1963 and he’d told
Ken that he should give me a trial run. So I went
down to Goodwood and it went well. I beat the
time Bruce McLaren had done earlier. John
Cooper told Ken, ‘You need to sign this lad,’ so
I knew I’d made an impression.”
In 1965 Jackie was back at Goodwood, this
time as Graham Hill’s team-mate at BRM for
the International Trophy on Easter Monday.
“In the race it was close at the front, Clark,
Hill and I battling for the lead, but the camshaft
failed. The best part of that day was sharing
the lap record with Jim Clark: 1min 20.4sec,
and that record stands for ever as it was the
last Formula 1 race there. The circuit has played
an important part in my racing career.”
The Gordon Murray T.50 made its public
debut at the Members’ Meeting in 2021
bikes, and walk into the paddock shelters, speak
to the people, nobody hassled you. There were
no barriers, no places you weren’t allowed. That
really works for me, and the pleasure of all that
never goes away. The Festival brings the fans
closer to the cars, the bikes, the drivers and
riders than anywhere else. That’s very special.
For me, Goodwood is it, and the Revival is the
best day’s motor racing in the world.”
MAY 2023 MOTOR SPORT 79
 GOODWOOD 75th

A Formula 3 screamathon
amid the daffs – the Derek
Bell Cup at the 73rd
Goodwood Members’
Meeting, 2015
Derek Bell
Derek Bell was brought up on a farm just a few
miles from Goodwood and, as a member of
Bognor Regis Motor Club, he volunteered as a
marshal at the circuit. Throughout his teens
and early twenties he’d dreamed of competing
there, and eventually fulfilled his ambition.
“On March 14, 1964 my mate John Penfold
and I drove our Lotus 7 to the circuit where I’d
entered a five-lap handicap race for sports cars,”
remembers Derek. “I’d never raced before,
there was rain, the Lotus wasn’t prepared for
racing, but I made a good start. I never saw
anyone else, ahead or behind, and won by
20sec. I still have the prize, an engraved folding
alarm clock, to remind me of that day.”
That victory was the first tentative step on
a ladder that led to success in Formula 3 and
Formula 2 and by 1968 he was on the grid for
the Italian Grand Prix in a Ferrari. “Unbelievable
– just four years after my first ever race.”
Derek moved on to sports cars, winning
the World Sportscar Championship twice with
five wins at Le Mans and three at the Daytona
24 Hours. “Goodwood has been such an
important place for me, growing up so close to
the circuit, and racing at the early Revivals was
an incredible experience, bringing back many
memories. It’s a wonderful track, exactly as it
was when I started out. A true classic circuit.”

Damon Hill August and came to the Revival straight from

Damon Hill took part in the first Festival of
Speed and raced both a bike and a car at the
first Revival, triggering memories of his father
Graham who raced at Goodwood so successfully
in the 1950s and ’60s.
“It was Barry Sheene’s fault that I went to
the first Revival,” says Damon. “He tended
to drag you into situations that you ought
not to be in. He found me a competitive bike,
the Italian Grand Prix at Monza.
“Eddie was very supportive about me doing
the bike race. I think he’d have been quite
happy if I’d fallen off and broken my arm, then
he could have replaced me, which he was
always trying to do that year,” he says, laughing.
“Nick Mason volunteered me for the drive in
his Ferrari GTO. I’d seen images of my dad
racing the car. There was something majestic
MATT ALEXANDER, ALAMY, CORBIS VIA GETTY IMAGES

a 500cc Manx Norton, and said, ‘Come on, it
will be fun, let’s have a go.’ I agreed as long as
I could start at the back of the grid and ride
round, not racing anybody. I hadn’t raced a
bike for 15 years but I loved being back on
one and felt a lot safer than I did in the Ferrari
GTO I drove that weekend. I never saw Barry
in the race as he was up at the front but he was
happy that I’d had a go.”
Damon was racing for Jordan in Formula 1
that year, had won the Belgian Grand Prix in
about those GT cars. In the Tourist Trophy race
I remember looking in my mirrors and thinking,
‘That’s Stirling Moss!’ Amazing.
“I thought the Revival was such a brilliant
idea, to go back in time, and it really brings that
era of racing alive.”
Last year the Revival celebrated Graham
Hill’s 1962 world championship, with Damon
taking the wheel of his father’s BRM. He drove
Graham’s John Coombs Jaguar Mark 1 at the
first Festival of Speed and remains a patron.

80 MOTOR SPORT MAY 2023

20 YEARS OF CREATIONS
AND INNOVATIONS FOR
UNIQUE TIMEPIECES

brm-chronographes.com
 GOODWOOD TT 250 GT SWB

82 MOTOR SPORT MAY 2023

Seventh heaven
Track tests don’t get any better:
the same Ferrari 250 GT SWB driven
by Stirling Moss to TT victory in 1961
on an empty Goodwood circuit.
Andrew Frankel can’t believe his luck
PHOTOGRAPHY: JAYSON FONG

MAY 2023 MOTOR SPORT 83

 GOODWOOD TT 250 GT SWB
T
here are trickier corners than
Madgwick at Goodwood, but
not many. The approach is
curved and unless you’re in
something with elephantine
amounts of downforce, some
degree of braking will be required. But it is
still quick. Really quick. And it’s crucial too,
because your exit speed determines your
pace down to Fordwater and, if you clench
hard enough and manage to do that flat, all
the way to the entry point to St Mary’s too.
There are two apexes but popular
thinking says you can and probably should
miss the first so long as you absolutely nail
the second. But between them is less of a
bump, more of a hump in the road, which
you’d be forgiven for thinking had been put
there for the express purpose of destabilising
whatever you happen to be in, which in this
case is the most valuable Ferrari 250 GT SWB
The definitive image from
this Ferrari 250 GT SWB’s
long life – Stirling Moss at
Madgwick on his way to
winning the 1961 Tourist
Trophy at Goodwood...
84 MOTOR SPORT MAY 2023
in the world. Bearing in mind the least
valuable SWB is a car worth many millions,
it does focus the mind somewhat.
But of course you don’t have to go fast.
Just soak up the sight, the sound and the
intoxicating fuel and oil smell of driving this
car around that corner. Except, today, I can’t.
There’s a picture my editor has briefed ace
automotive photographer Jayson Fong to
capture. It is a very particular image, requiring
him to stand right on the edge of the circuit
like they did when this car was new, which
is why today we have the entire Goodwood
circuit to ourselves. The picture we want to
recreate is of this very car, at this very spot,
but in late 1961, not early 2023 and with one
Stirling Craufurd Moss at its wheel.
Why is this the most valuable Short
Wheelbase of them all? Because it’s not just
Stirling’s car, but the car in which he took
his seventh and final TT victory in 1961, the
very last time he raced at Goodwood before
that accident. It is also, even by SWB
standards, in ultimate specification. For this
is not only an alloy-bodied Competizione
model, but the ultimate ‘Comp/61’ model,
probably better known as a ‘SEFAC Hot Rod’
and the only one built with right-hand drive.
It was also made by a Ferrari keen as mustard
to secure the services of Moss as a factory
driver, which is why, while most racing SWBs
had around 275bhp from their single cam,
3-litre Colombo V12 motors, the period dyno
sheet for this one recorded 299bhp at
7700rpm, as much power on three
carburettors as a decent GTO would manage
the following season on six.
Ordered for Stirling by Rob Walker,
2735GT was delivered to Le Mans with sliding
Perspex windows, blue carpets, a light grey
headlining and Rob’s familiar blue with white
THE KLEMANTASKI COLLECTION/HERITAGE IMAGES/GETTY IMAGES
 stripe paintwork. The bill was 5.5m lira.
Sharing with Graham Hill, they carved
through the field and were in third place
overall, a GT car ahead of several prototypes,
when a fan blade detached itself, severing a
radiator hose and blowing a head gasket.
Half a century later Stirling was still livid. “It
was Rob’s car but it’d been prepped and
entered by NART (Luigi Chinetti’s North
American Racing Team) and they’d left the
bloody road car fan on the engine…” But
Clockwise from top the car itself he loved, his favourite of all the
left: Veglia dial; 3-litre GT cars he drove.
Colombo V12; Stirling He then raced it at Silverstone and
Moss’s favourite; Moss
Brands Hatch, winning outright and breaking
with the 250 at
Goodwood, 1961
the GT lap record on both occasions. Then
came victory at Goodwood but if Stirling
thought it would be a repeat performance
of the previous year where in another Rob
Walker SWB (now owned by Ross Brawn) he
lapped the field while listening to the

...And more than 60 years

later here’s the same car
at the same section of
track – and a our man
with a Moss-inspired
helmet at the wheel

MAY 2023 MOTOR SPORT 85

 radio, he was soon to be disabused of that
notion, a situation which would have
delighted him. “I’m a racing driver,” he used
to say, always with the emphasis on the
adjective. Yes he liked to grind the opposition
into the dust, but he loved a real race. And
at Goodwood in 1961, he got one.
The opposition came from Mike Parkes,
by no means a professional racing driver at
that early stage of his career. But driving a
similarly specified Maranello Concessionaires
SWB, he was close to Stirling’s time in first
practice then, when Moss flew north to turn
on the Blackpool illuminations, took pole.
The race turned into a battle between
the two, Stirling seriously impressed by
Parkes’ ability to hang onto his tail, the
outcome determined not by raw speed but
just how hard Parkes had to drive to keep
up with the always effortless Moss. He wore
out his tyres faster and Stirling ran out a
quite comfortable winner.
That was followed by victory in both
heats and the finals in Nassau at the end of
“Stirling was impressed by Parkes’
ability to hang onto his tail”
86 MOTOR SPORT MAY 2023
the year. In short, he raced the car six times
and won every time he finished, which was
all bar one of them.
It was then sold to the UDT Laystall team
for which it raced twice in 1962 piloted by
Innes Ireland, retiring through brake
failure at Daytona in February and coming
fourth at Oulton Park in April, breaking the
GT lap record in the process. The car was
then sold to Chris Kerrison who crashed
heavily at the Goodwood TT, collecting in
the process the 250 GTO of John Surtees and
Jim Clark’s DB4 GT Zagato Aston Martin,
which having connected earlier in the race
had both been parked, substantially bent,
in the barrier many laps previously. It was
one of motor racing’s pricier pile-ups.
The car was sent back to Maranello to
have its body repaired but when the bill
came in it was so eye-watering the SWB was
sent instead to Drogo where a new body
superficially similar to the famed Drogo
‘Breadvan’ was created for it. Kerrison raced
it extensively through 1963 and ’64 before it
This is the sole right-hand
drive ‘SEFAC Hot Rod’.
Above from top: the ultimate
Competizione; some of the
SWB’s finest moments are
engraved on the fuel cap;
power is 1bhp shy of 300
GOODWOOD TT 250 GT SWB

was sold, going through a number of owners

until bought by Clive Beecham in 1983 who
had it rebodied as it was when new. In 2007
the car was sent to Maranello for a two-year
body-off restoration during which it was
ensured the car was identical to original
configuration in both look and mechanical
specification. All its other major components
survive save its engine which, as was often
the case back then, found its way into
another car and is today missing presumed
burned in a factory fire. Even so the motor
fitted today is SEFAC Hot Rod correct in
every respect and retains the three outsize,
twin choke 46mm Weber carburettors from
the original unit. Clive estimates it has
somewhere north of 290bhp, which in a car
weighing barely a tonne, is enough to be
getting on with.

hat is it about the

W
 
Short Wheelbase?
For a start they
mark the pinnacle
point in Ferrari GT
car engineering. By
which I don’t mean I think the GTO that
replaced it was a backward step – the very
thought is absurd – but really it’s a GT in
homologation terms alone. While the SWB
is a road-going GT adapted for racing, the
GTO is a racing car which, were it not for
the clout and tenacity of Enzo Ferrari, would
probably never have been classified as a GT.
And this SWB, this actual car, is the ultimate
development of Ferrari’s ultimate GT racer.
And because of that, we’re going to drive it
on the road first.
For Clive has not had it transported
down to Goodwood in some vault-like
transporter with armed guards in the back,
he’s driven it out of London, around the
M25 and down the A3 and A285 to meet me
at Goodwood. He won’t drive it if there’s
salt on the road, but otherwise he’s not
remotely precious about the car and has
taken it all over Europe.
It’s important to Clive that I experience
it properly on the road so I climb behind that
fabulous alloy spoked steering wheel, and
only briefly wish I had Moss-like proportions.
Head and legroom are limited to say the
least. But when you have all those gorgeous
Veglia dials to look at (speed, revs and
oil pressure in front of you, water and oil
temperature, fuel level and clock across the
centre console), you’ll put up with a bit of
discomfort. Turn the key through 180
degrees, give it a push and hear the V12 being
driven without combustion and even now,
before the first drop of fuel has ignited, it

MAY 2023 MOTOR SPORT 87

 GOODWOOD TT 250 GT SWB
sounds beautiful. Then it catches and at once
all 12 cylinders are firing. Even though it is
slightly silenced, it’s clear from the out that
this is a race engine. Even at idle there’s an
edge, a purpose, even a hint of menace amid
all that music.
The clutch is heavy but gentle and the
gearlever slots into position like you’re
loading a round into the breech of a .303
calibre Martini-Henry rifle. A GTO may have
one more ratio in its box but, having been
lucky enough to have driven both, I’d say
the shift quality of the SWB transmission is
at least a match for it.
We turn out of the circuit and onto the
road and at once the SWB hesitates. It does
not accelerate cleanly. “It’s the carbs,” says
Clive darkly. Stirling was desperate for the
car to have six Webers as had the Testa Rossa
and, indeed, as would the 250 GTO. He’d
driven a 250 Berlinetta at Sebring that year
with six carbs and had been much taken
with the set up.
Ferrari however refused, and not
unreasonably so on the grounds that the
SWB had not been homologated to run on
88 MOTOR SPORT MAY 2023
six Webers and would therefore not be able
to race as a GT if it did. We know now that
the experimental six-carb car was part of
the GTO development programme. Instead
those massive 46mm DCF 3 Webers had been
fitted, which Ferrari claimed in a personal
letter to Stirling would only be 8-9bhp down
on the six-carb engine with the attendant
benefit of “better pick up at low and average
ranges”, which on this evidence was clearly
not the case. But in the same letter Enzo did
guarantee 300bhp and turned out to be
within a single horsepower of being as good
as his word.
Before the track, it was out on the
open road. Fog would stop play
“You have to push through it,” advises
Clive, remarkably relaxed given he’s in the
passenger seat of his SWB while I figure out
how to drive his priceless car in public. “Use
all the revs. You’ll find it really comes alive
at 4500rpm…” Gulp. But the traffic and
weather are against us and as soon as we’re
up on the Sussex Downs I find myself driving
a car worth more money than I can imagine
in thick fog. Time to quit while still ahead
and return to the circuit.
It’s quite something to step out on that
track and in that car. I can hear Stirling in
my ear gently imploring, “Come on boy,
wring its neck.” So with the engine now
nicely warmed through, and for the first
time, I let the SWB cut completely loose.
Clive was right. At 4500rpm, it clears its
throat and lunges at the horizon. Even today
300bhp in a one-tonne car is going to get
your attention, but really it’s the noise, that
heart-rending howl. Rogue fan blades aside,
this engine was so reliable that at Le Mans
in 1960 the SWBs came 1-2-3-4 in their class,
the slowest coming home 17 laps ahead
of the next fastest car in the category.
 “Even today 300bhp is going to get your
attention, but really it’s the noise, that howl”

The lady Moss and Mike Parkes (No6)

were both racing SWBs at
Goodwood in 1961; Parkes
in the boot gave Moss a battle but
would finish second
How a female passenger
went to Italy in steerage
1962: Chris Kerrison and his friend Rupert
Lascelles, with Lascelles’ girlfriend Jeannie,
are taking SWB no2735 on a trailer to
Maranello for Ferrari to refurbish its
well-used powerplant. But at the Italian
border they are turned back – Jeannie has
no visa. Nothing daunted, the lads hide the
lass in the Ferrari’s boot and return to
UNIVERSAL IMAGES GROUP VIA GETTY IMAGES

the border. “The girl? Oh, she went home.”

Being Italian, the guards are more interested
in the car than illicit cargo and let them pass.
Many years later, the car’s owner
Clive Beecham reunited Jeannie,
inset, (now married to Sir Thomas
Allen) with the car in which she
made her unorthodox cross-border
trip – though this time she elected
not to clamber inside the space…

MAY 2023 MOTOR SPORT 89

 GOODWOOD TT 250 GT SWB
Madgwick is approaching and I know
what I have to do. There’s something else
I know too. Despite this car’s irreplaceable
history, its impossible-to-comprehend
value, I know too that it’s going to be fine,
thanks in significant part to the SWB’s
impeccable preparation by Tom Ransom of
Colin Clarke Engineering.
The image of Stirling in this car, at this
very spot and at that very angle is as clear
to me as the track ahead. I know exactly
where Jayson will be standing and precisely
what I must do. I issue the instruction – angle
towards the first apex but keep perhaps a
foot short of it – and the Ferrari executes
with such eagerness you could be forgiven
for thinking it had been here before. Which
of course it has. It’s exactly where Kerrison
crashed it too, but we’ll try not to think too
hard about that now.
Power on over hump, feel the back go
light, reduce the lock to compensate, let it
settle, and there, right on cue, is the slightly
hunched figure of our photographer whose
job today is far harder than mine. Aim the
car towards rather than right at him, and
let its natural trajectory describe an elegant
arc right around and past, V12 shrieking you
down towards Fordwater.
The Ferrari becomes deliciously neutral
“The image of Stirling in this car at this very
spot is as clear to me as the track ahead”
90 MOTOR SPORT MAY 2023
Getting the jump: Moss also won the 1960
TT in another Walker-run Ferrari SWB
at the right-hand curve before St Mary’s,
slithering past the very place Stirling’s
career would be ended in his next race at
this track. I mess up the entry to the left,
carrying too much speed which means not
only do I miss the kerb but the car is going
down the dip at a rather more jaunty angle
than intended. Power on, adjust steering to
suit, don’t even think about lifting and we’re
up the other side in a trice, ready for Lavant.
A bit too much understeer on turn in. Jab
of throttle. A bit more understeer; that
didn’t work. A little lift and a jab of throttle.
That’s the one and in an instant I’m gently
drifting out towards the exit and onto the
long back straight ahead. One quick shift
into fourth and it’s over to you Signor
Colombo. If there is a heaven on earth, it
exists right here.
Clive’s not merely happy, but insistent
I keep going until I feel as under the skin of
this car as I can be. I omit to mention I felt
that from the instant we took to the track.
And were it not for Goodwood’s noise
meters finally calling time, I like to think I’d
still be out there. But I’m not, I’m here at
home with the inestimable privilege of being
charged with trying to describe to you what
it was like to drive Stirling’s Short Wheelbase
as fast as I safely could around Goodwood.
And thanks to a number of factors – the
sublime nature of the Goodwood circuit,
the fact we had it to ourselves, a dry track
and Clive’s determination to make sure
I enjoyed his car to the full – I hope I have
at least achieved that.
For myself, as someone lucky enough to
have been able to call its former driver my
friend, the experience had an additional
dimension. I wasn’t even alive when he won
his final TT here, but to have had just a taste
of what he would have seen and heard,
smelled and felt in this place made that
moment one of the most bittersweet and
memorable of my career.
Thank you to Goodwood for the track,
Tom Ransom of Colin Clarke Engineering for
prepping the car and Clive Beecham for his trust.
GETTY IMAGES
 INSURANCE
FOR THE
INDIVIDUAL
Keys in the ignition. Hear it roar.
Each car a different melody, a unique mix of throttle,
turbo, temerity. Cars that purr like yours need an
insurance policy that sings in the same key.

Call our UK team on 0344 728 0366

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91 Motor Sport May 2023

 The Jaguar horror show

AFP VIA GETTY IMAGES, GRAND PRIX PHOTO

92 MOTOR SPORT MAY 2023

 JAGUAR F1

that still haunts Ford

The Blue Oval is plotting its Formula 1 return with Red Bull.
But as Maurice Hamilton explains, Ford’s last effort in
green offers a red-light warning of how it can all go wrong

MAY 2023 MOTOR SPORT 93

 F
ord and Red Bull in alliance for
2026? These two have previous,
and it didn’t end well. OK, the
colours, brand names and
personalities were different
when Jaguar Racing was
launched at the turn of the millennium. But
as it prepares to dive back into the Formula
1 cauldron Ford will be all too aware that
the waking nightmare from last time cannot
– and must not – be repeated.
Just two podiums to show after five
indifferent seasons meant Jaguar gained
nothing but notoriety from its only chapter
in grand prix racing, by becoming one of
the most high-profile failures in F1. The
British-based team would also have been
listed as the most profligate (a distinction
falling to Toyota) were it not for parent
company Ford reducing a healthy budget
that had been squandered early on. This
failure to understand F1’s unique needs was
one of two major handicaps blighting the
much-vaunted programme, the other being
a revolving door of management that made
Jaguar Racing look like an employment
bureau rather than a slick F1 team.
The paradox was that Ford’s initial F1
investment in Stewart Grand Prix in 1996
had been as sound as the workmanlike little
team which the astute Jackie Stewart then
sold to Ford three years later. Even more
ironic, Stewart’s second place at Monaco
‘The Cat is Back’: Johnny
Herbert in the Jaguar R1 at the
2000 season-opener Australian
Grand Prix. His race lasted a lap
94 MOTOR SPORT MAY 2023
and victory at the Nürburgring within 31
months of conception had led the Ford
hierarchy to assume this grand prix business
had to be easier than shifting motor cars in
showrooms around the world. It seemed
to the top level of Ford Motor Company
management in Michigan that Stewart and
his son, Paul, had done all the donkey work
and the Blue Oval was set to join Ferrari’s
Prancing Horse and the Mercedes Three-
Pointed Star as symbols of competitive
global greatness.
The fundamental failing of such a bold
belief was painfully apparent at the scene
of Jaguar Racing’s official launch in London
on the evening of Tuesday, January 25, 2000.
Ford chose Lord’s, the so-called Home of
Cricket, to mark the return of a famous
motor racing name. But the accompanying
speeches would have the same effect on
Jaguar’s projected overambition as the
entire team being bowled leg before wicket
with successive balls.
Wolfgang Reitzle stepped up to the
crease and clearly thought he was hitting a
six by speaking with intense enthusiasm
about winning races in 2000 and the
championship two years later. As recently
appointed boss of the F1 effort, the head of
Ford’s Premier Automotive Group appeared
to believe that Jaguar Racing was simply
another high-end marque to join his
recently acquired roster of Lincoln,
GETTY IMAGES, GRAND PRIX PHOTO, DPPI

Herbert’s team-mate in 2000
was Eddie Irvine, here picking
up rare points at Monaco.
Left: Herbert retired from the
French GP with gearbox issues
Niki Lauda was keen to
point out that Bobby
Rahal, left, was in charge.
Below: Irvine took the R2
to its sole podium
“There were jokes about Jaguars
with walnut dashboards”
in 2001 – Monaco
Mercury, Aston Martin and others. This great
name would supposedly carry on where
Jaguar’s competition department had left off
in the 1950s. Black and white footage of glory
days at Le Mans was used to support a self-
indulgent slogan, ‘The Cat is Back’. It was as
misplaced as Audi, should they be so naive,
choosing to talk about grand prix victories for
Auto Union in the 1930s as the driving force
behind their recent decision to go Formula 1
racing in 2026.
Jaguar’s unintentional denigration was
magnified at the first race of 2000 when
Ferrari’s emblem was carried overhead on a
gleaming Qantas Boeing 747 and ‘The Cat is
Jaguar Racing Back’ appeared on a Melbourne tram, this
chairman and CEO unfortunate symbol in dark green clanking
Neil Ressler presided slowly through the city’s streets. The Jaguar
over a stalled team R1 race cars, of a similar colour, weren’t much
better. Following the Lord’s launch of inflated
ideas, the F1 paddock was fertile ground for
silly jokes about Jaguars with walnut
dashboards and leather upholstery,
particularly when the first race ended with
clutch trouble for Johnny Herbert on the
opening lap and Eddie Irvine spinning off not
long after to avoid someone else’s accident.
The compact Stewart Grand Prix team
remained at the core, but Jaguar Racing was
JAGUAR F1
already being seen as top heavy and
increasingly bureaucratic. Neil Ressler, a
quietly avuncular man, had been responsible
for Ford’s Advanced Vehicle Technology and
an advocate for the motor giant backing
Stewart Grand Prix in 1996. Now he was
chairman and CEO of Jaguar Racing ( Jackie
Stewart, perhaps having sensed what was
coming, had declined the position, but
remained on the board). As the 2000 season
wore on, Ressler found himself presiding
over a team that had been on the up but was
now standing still.
The shackled potential was not lost on
Gary Anderson as the experienced F1 engineer
continued the role of technical director held
at SGP. Very much a hands-on operator,
Anderson was increasingly frustrated by
Ford’s doctrine of ‘Do it our way, or not at all’,
even though the company dogma usually had
as much relevance to F1 as a Fiesta boot liner
to a bargeboard.
There were, however, self-inflicted
complications such as a combined gearbox
and (Cosworth) engine oil pump system, plus
the need to use a wind tunnel 6000 miles
away in California. But that did not stop a
growing number of critics from espousing
their pet theories.
MAY 2023 MOTOR SPORT 95
 JAGUAR F1
“Herbert ended his tenure with Jaguar on
the worst possible note – a massive accident”
Under the heading Jaguar going nowhere
fast, The Sunday Times on June 23, 2000,
kicked off a withering evaluation with the
sub-heading: “Many mistakes have been
made, but signing Eddie Irvine was probably
the biggest.” For all of Irvine’s irritating
insouciance and a reported fee of $15m, it
was an unfortunate observation since, two
weeks before, the Ulsterman had given Jaguar
their first points of the season with a hard-won
fourth place at Monaco.
That would turn out to be the highlight of
2000, Jaguar claiming just one more point
with sixth in Malaysia, the final of the season’s
17 grands prix. At the same race, Herbert had
ended his tenure with Jaguar on the worst
possible note at Sepang when a rear
suspension failure caused a massive accident
96 Motor Sport May 2023
from which he was extremely fortunate to
escape unharmed.
‘Escape’ might also have been an
appropriate term when describing the
departure of Anderson, to be replaced by
Steve Nichols. The former McLaren designer
took a noticeably understated role at the
Jaguar R2 launch which, in itself, was subdued
compared to the misguided hype at Lord’s 12
months before. Ressler had been forced to
return to the USA for family reasons while,
coming in the opposite direction, the
appointment of Bobby Rahal brought a racer
and IndyCar team owner with what was hoped
to be a better understanding of the task ahead.
Nonetheless, for all his strong talk (“I wasn’t
a wanker driver; I’m not going to be a wanker
boss”), the Indy 500 winner had to accept the
Jaguar R2 and its latest Cosworth V10 as fait
accompli and, all being well, less prone to
mechanical failure than its predecessor.
R2 would indeed turn out to be more
reliable. But it was also slow. Jaguar would
finish two from the bottom of the constructors’
PAUL-HENRI CAHIER/GETTY IMAGES, GRAND PRIX PHOTO
table, almost half the points coming from third
place for Irvine at Monaco. Luciano Burti
scored no points during his brief tenure as
Herbert’s replacement, Pedro de la Rosa
taking over to claim two minor places.
No surprise, then, that Jaguar would
create more headlines off the track than on it
– particularly when Reitzle brought Niki Lauda
on board to act as the link between Jaguar
Racing, Cosworth and PI Group (the
electronics provider, also owned by Ford).
Despite Lauda going out of his way to
 Left from top: Guenther
Steiner came in as MD
in 2001; Irvine knew
the R3 was poor;
Wolfgang Reitzle was
head of Jaguar’s F1
programme. Opposite:
Herbert at Interlagos,
2000 – another DNF

Irvine with Jaguar’s technical

director Steve Nichols in pre-
season testing, Barcelona, 2002. It
was here that Irvine formed his
strong opinion of the R3, below

emphasise that Rahal was running the racing
team, it was soon clear that the three-time
world champion had his pragmatic shovel
under the American. By August, he was gone,
Rahal’s departure no doubt hastened by his
friend, Adrian Newey, reneging on a firm
agreement to leave McLaren and become
Jaguar’s technical chief (see sidebar oveleaf).
The turmoil continued when Nichols
headed for the door and Guenther Steiner
(former design chief with the Ford Focus rally
programme) was appointed managing
director. As with his predecessor, Steiner
knew the specification for the car under his
charge had long since been finalised. The
launch of R3 had an even lower profile than
that of R2, Lauda setting the tone when he
turned up in blue jeans, deck shoes, jacket,
sweater and the familiar red Parmalat hat.
Predictions for the coming season were in
short supply. Which was just as well.
Towards the end of the third week in
January 2002, I was covering the Monte Carlo
Rally when my phone rang. It was Eddie
Irvine. Calls from Irvine were rare and usually
free of small talk. The deadpan opening to
this one was no exception: “Don’t put any
money on this car. It’s shit.”
Irvine’s eviscerating summary was based
on his first run during a test at Barcelona,
his instincts telling him something was
fundamentally wrong with R3. He suspected
the front suspension was flexing. It would turn
out to be worse than that; the rigidity of the
entire chassis had been compromised by a
large hole cut in the front to improve access.
Rapid revisions were carried out; too late
to save the 2002 season. Lauda’s post-season
analysis was typically succinct. “The car was
designed all wrong. It didn’t work.”
Nonetheless, R3 had been reasonable on low
downforce tracks, as proved by sixth at Spa
and third at Monza, but not enough to elevate
Jaguar from the single-figure brigade at the
bottom of the championship. Despite scoring
all eight points, Irvine was the fall guy. And
so, too, was his boss.
On November 26, 2002, under the heading
A famous marque in the last-chance saloon,
The Guardian reported that Lauda had been
sacked, his place taken by Richard Parry-Jones.
Having arrived on the scene earlier in the
year, Ford’s chief technical officer had brought
with him Tony Purnell and David Pitchforth,

MAY 2023 MOTOR SPORT 97

 JAGUAR F1
neither of whom had impressed Lauda. “We
had a very good race team in the end,”
reflected Lauda. “The people in charge, put
there by Ford, were not so good. They didn’t
know anything about racing. I had
underestimated the British way of working
together. These guys [Purnell and Pitchforth;
engineers who had worked through the Ford
system] convinced Parry-Jones that they could
run the team. I was then told they [Ford] were
ending my contract early. OK, so pay me for
what’s left. They didn’t want to do that but,
with the help of Bernie’s [Ecclestone] lawyer,
they paid. Budget had always been a problem
with these people at Ford.”
That wasn’t strictly true. Funding in the
first year (prior to Lauda’s arrival) had been
more readily available thanks to the arguably
misguided enthusiasm of Jacques Nasser.
Ford’s president had visited the 1999
Hungarian Grand Prix where, bowled over by
the number of passionate Ferrari supporters
in red, Nasser had eager visions of Jaguar and
its racing heritage inspiring a sea of green at
racetracks around the world.
“It was typical of Ford’s thinking,” recalled
Irvine. “The F1 team was a great idea – but
badly executed. They paid way too much for
Stewart [Grand Prix]. When I was [later]
dealing in property in Miami, I remember this
deal for two houses went through and
I thought: “Jeez! Who paid that for that?” It
was Jacques Nasser. He paid nearly double
what the houses were worth – and that tells
you a lot about how he ran Ford and Jaguar.”
“Ford’s president had visions of
a sea of green at racetracks”
When Nasser retired at the end of 2001,
William Clay Ford Jr did not share his
presidential predecessor’s interest in F1.
Questions were asked about expenditure on
a team that did not carry Ford branding and,
more directly: “This guy Ed Irvine. Who’s he
– apart from being the second highest on our
payroll?” The funding for Jaguar Racing was
reduced for 2003, which was unfortunate
timing for Mark Webber who’d joined from
Minardi as Irvine’s replacement.
Initially, Webber was savouring the
elevation following his debut F1 season. Come
the British Grand Prix, he had scored points
(awarded down to eighth place) six times and
was enjoying a productive working
relationship with the latest technical director,
Mark Gillan (Irvine: “Mark was one of the best.
98 MOTOR SPORT MAY 2023
I loved working with him”). Gillan had arrived
from McLaren in 2002 in time to profit from
Ford’s belated acceptance that a wind
tunnel in England would be infinitely better
than one in California. But inconsistencies
continued. Jaguar was to remain at the bottom
of the table, a handful of points ahead of
Toyota and Jordan.
O
n the evening of Friday,
December 12, 2003, a few
members of the F1 media
were invited to dinner at
1 Lombard Street, an
upmarket restaurant in the
heart of London’s City. It was a strange affair,
mainly notable for Purnell explaining why
the promising and popular British driver
Justin Wilson (signed to replace Antônio
Pizzonia halfway through 2003) had been
dropped in favour of Christian Klien based
on a mere handful of test laps by the Austrian.
It was no coincidence that Klien was also
bringing several million much-needed dollars
from his sponsor, Red Bull. This would turn
out to be another irony – among many.
During Lauda’s time with Jaguar, he had
introduced Parry-Jones to the relatively
unknown Dietrich Mateschitz, saying the
boss of Red Bull had an eye on expansion
into the American market and was very
interested in either sponsoring the Jaguar
team in a big way or, perhaps, investing in
half of it. Ford flatly rejected the offer.
“Completely f***ing crazy,” said Lauda.
“These people would rather close down the
team than have an energy drink on their car.
This said everything about Ford and F1.”
On November 15, after five finishes in the
points and a best of two sixth places from
36 starts in 2004, Jaguar Racing was sold for
a token amount to Mateschitz. Six years later
Red Bull Racing, operating out of the same
premises in Milton Keynes, would win the
first of four successive drivers’ and Above, from top:
constructors’ championships. Newey had burning money; the
GETTY IMAGES, GRAND PRIX PHOTO
joined in 2006. Significantly, the same team same Milton Keynes
principal, chief technical director, chief base Red Bull uses
today (but expanded);
engineering officer and sporting director
Mark Webber was
remain in place today – probably because Irvine’s replacement for
there has been no interference from a 2003; Jaguar mechanics
misguided monolith some 4000 miles and at the team’s final grand
another world away. prix – Brazil, 2004

Webber spent two seasons with Jaguar.
Below: Jackie Stewart and Richard
Parry-Jones at a media briefing announcing
Lauda’s departure. Bottom: Christian Klien
hits the barrier at Monaco in 2004
Newey renege
left Rahal
high and dry
Swift action by Ron Dennis
caused friction at Jaguar
The close friendship of Bobby Rahal,
above left, and Adrian Newey, right, was
founded on the bond that occurs when
conversations between a driver and his
race engineer reach a warm fluency. The
relationship would gain an even deeper
significance for Newey in 1985 when the
March 85C, his first race car created from
scratch, was designed with Rahal in mind.
Their personal timelines would make
another unplanned convergence in 2001
when Newey reached a frosty contractual
impasse with McLaren and Rahal found
himself at Jaguar Racing in search of a
designer. The terms offered and the
opportunity for a clean start were enough
to prompt Newey to sign a letter of intent.
While Newey may have been happy
with his prospects, the same could not be
said for Ron Dennis when Adrian handed
in his notice. Ron, who looked upon his
McLaren employees as family, took it
personally and moved heaven and earth
– and anything Newey wanted – to induce
a change of heart. Dennis, along with his
wife Lisa (called in to assist with the charm
offensive), could be very persuasive, so
much so that Newey backtracked despite
the damage to both his integrity and the
relationship with Rahal. (The friendship
between the two would be strong enough
to allow for an eventual reconciliation.)
Part of Ron’s pitch had covered the
risks associated with a flaky management
structure at Jaguar. Dennis was proved
correct when Rahal packed his bags a few
months later, the Newey fiasco doubtless
contributing to his departure. It was to be
win-win for all sides – except Jaguar.
MAY 2023 MOTOR SPORT 99
Thirty years ago the
reigning Formula 1 world
champion Nigel Mansell
departed Williams for
a Wild West adventure.
But as Preston Lerner
reveals, the IndyCar
Newman/Haas dream
team of ‘Our Nige’ and
Mario Andretti didn’t turn
out quite as planned...
ANDRETTI VS MANSELL
 ‘Our Nige’, the reigning F1
world champion, makes his
IndyCar debut at Surfers
Paradise, Australia in 1993.
Right: Mansell with his ‘Red 5’
Newman/Haas Lola

102 MOTOR SPORT MAY 2023


T
he traditional pre-season test
at Phoenix International
Raceway was usually a casual,
under-the-radar affair – no fans
to speak of, just a handful of
photographers, sport writers
and local reporters watching Indycars go
round and round in the Arizona desert. But
in January 1993, the press office at PIR was
unexpectedly flooded with press credential
requests. More than 70 media types from
seven different countries showed up. All of
them shared the same assignment – to
chronicle every move and utterance of a
rookie making his oval-track debut at the
not-so-tender age of 39.
The singular object of their attention was
Nigel Mansell, fresh from winning the
Formula 1 world championship with Williams
and now seeking a new challenge with
Newman/Haas Racing. As he watched
photographers jostle for position around
him, Carl Haas, the team’s cigar-chomping
co-owner (with actor Paul Newman), leaned
over to PR officer Michael Knight and
“I remember thinking that this is what it
must have been like when Elvis was king”
GETTY IMAGES
whispered, “I think this is going to be bigger
than we thought.”
Mansell-mania, the US edition, was go.
After winning the first race of the CART
season, at Surfers Paradise in Australia,
Mansell rode with Knight on a golf buggy to
Victory Lane. “Fans were standing on both
sides of us, waving Union Jacks and chanting
Nigel’s name,” Knight says. “And I remember
thinking that this is what it must have been
like when Elvis was king.”
Mansell was a rock star in 1993, when he
won five races, the adoration of thousands
of fans and the PPG Indy Car World Series
title. But if 1993 was what team mechanic
Tim Coffeen called Camelot, the next year
was a season in hell as the relationship
between Mansell and team-mate Mario
Andretti – himself a past Formula 1 and
IndyCar champion – turned toxic and neither
driver could compete with the Penske
juggernaut. Although both Mansell and
Andretti ran a few races after quitting
Indycars, 1994 marked the end of their
careers as front-line drivers.
ANDRETTI VS MANSELL
The Nigel & Mario Show was the product
of events that unfolded independently on
either side of the Atlantic. In search of new
worlds to conquer, Andretti’s son Michael,
the quickest driver in Indycars, signed an F1
contract with McLaren.
Meanwhile, Mansell couldn’t come to
terms with team owner Frank Williams after
winning the world championship. Haas,
looking to fill the vacancy left by Michael’s
departure, flew to Monza to court Mansell.
Newman sealed the deal by telling the
frustrated Briton, “You’ve got to come on
this Wild West adventure.”
The motor sport world was stunned and
generally thrilled, with one notable
exception – Mansell’s team-mate-to-be,
Mario Andretti. In 1983, Andretti had
brokered the marriage of Newman and Haas
with the stipulation that the team be run as
a single-car operation. Six years later, he
agreed – “almost reluctantly”, he admits – to
allow his son to join the team. But Mario
remained so fiercely competitive that he
raced Michael as hard as anybody.
MAY 2023 MOTOR SPORT 103
 ANDRETTI VS MANSELL
Flames at Phoenix in 1993 for
Mansell but he’d be back
behind the wheel two weeks
later despite his injuries
“Mansell had developed a notorious reputation
for whingeing, histrionics and political infighting”
Although the wounds he suffered
during the Mansell years still fester, the
passage of 40 years has given Andretti a
mellower perspective on the decision to
bring in an outsider. “I understand it now.
Business-wise and from a team standpoint,
it made sense,” he tells me. “But all of a
sudden Nigel was the preferred driver. I
felt like it was a little bit unfair.”
During his years in Europe, the thin-
skinned Mansell had developed a
notorious reputation for whingeing,
histrionics and political infighting. The
crew wasn’t sure what to make of him
when he arrived at the Newman/Haas shop
for his seat fitting wearing an alpaca
cardigan and tie. “Do you race with a tie
on?” crew chief Tom Wurtz asked him,
giving him the needle. Whereupon Mansell
jokingly grabbed Wurtz in a headlock and
half pulled him down into the cockpit.
104 MOTOR SPORT MAY 2023
“Nigel had personality,” Wurtz says.
“He was bubbly. He was energetic. He was
a fun-loving guy who made everybody feel
good.” Team manager Jim McGee, who’d
been an assistant to chief mechanic Clint
Brawner when Brawner tapped a young
charger named Mario Andretti to drive the
Dean Van Lines Indycar in 1964, was
another Mansell fan. “Working with Nigel
was the most pleasant experience I’ve
From left: Mario Andretti, Paul Newman,
Mansell and cigar-chomping Carl Haas
ever had with a driver,” McGee admits.
“He was a gentleman, and he motivated
the whole team.”
Although Mario was a favourite of fans
and the media, he was all business with
the crew. Michael, young and less
confident than his father, had been shy
and distant, more hired gun than team
player. Mansell, whether by design
(Mario’s contention) or by instinct, made
all the right moves to bond with his crew,
from making friendly conversation to
buying the guys leather jackets
emblazoned with the red No5 his cars had
worn at Williams and Newman/Haas.
At test sessions, Wurtz recalls, when
changes had to be made, Mansell would
ask him how long the work would take.
“If I told him it would take an hour and a
half, he’d tell me, ‘I’ll give you $500 if you
can do it in an hour,’” Wurtz says. “So I’d
 Union Jacks on show at
talk it over with the guys, and they’d agree. Nazareth Speedway,
And he’d give us the money even if it took Pennsylvania as Mansell
us an hour and a quarter.” clinches the IndyCar title at
But the overriding reason the crew his first attempt. Above: it
gelled behind Mansell was that he was the Brit’s fifth win of ’93
exhibited the quality that racers prize
more highly than any other: he could
wheel a car like nobody’s business.
“He’d tell you what he was going to do,
and you’d go, ‘Really?’” McGee says. “But
then he’d go out and do it. His driving was
enough to motivate you. He was hard on
the gas all the time.”
In the opening race of the season,
Mansell qualified on pole in Australia and
set the fastest lap en route to beating two-
time F1 world champion Emerson
Fittipaldi to the chequered flag. But
GETTY IMAGES

speculation that Mansell could walk on

water exploded two weeks later on the
daunting one-mile oval at Phoenix.

MARCH 2023 MOTOR SPORT 105

 Running a high line despite McGee’s advice,
Mansell was quickest in practice – until he
lost control in Turn 1 and backed his Lola
into the wall at 187mph. Besides knocking
Mansell unconscious, the collision put a hole
in the 5in-thick concrete barrier. “My God!”
a crewman said. “You can see that [fan’s] legs
through the wall!”
Mansell wasn’t permitted to race. In a
storybook finish, Andretti scored an
immensely popular victory after Paul Tracy
crashed while leading. “It was a bit of a gift,”
Andretti says. But considering how many
races he lost over the years through
mechanical misfortune – the phrase “Andretti
is slowing” was a previous generation’s
version of a meme – Andretti deserved a
break. And, as he puts it, “A win is a win.”
This one, his 52nd in Indycars, would be his
last in major-league competition.

ansell was hurt more badly

M
 
at Phoenix than he let
on at the time. “I got back
in the car way before
I should have and did a
lot of races with a lot of
anaesthetic in my back,” he told me several
years ago when I was co-writing a book about
Newman. Between medical sessions to drain
fluid that pooled painfully in a rupture in
his back, Mansell qualified on pole position
at Long Beach before fading to third.
Both Newman/Haas cars were fast during
the Indianapolis 500. Andretti led more laps
than any other driver but was sabotaged
when the crew ignored his instructions and
changed the tyre stagger without telling him
during a late pitstop. “I’m leading the race,
and I go into Turn 2 and almost went straight
into the wall,” he says. Hampered by
understeer, he finished fifth.
Mansell, meanwhile, was at the front of
the field when the track went green with 15
laps to go. But he got snookered on the
restart, and Fittipaldi and Arie Luyendyk
blew past. Trying to claw back the lead,
Mansell kissed the barrier on the exit of Turn
1. “Oh, I just tapped the wall,” he said calmly
over the radio. Then, while the crew was
holding its collective breath, he added,
“Everything seems to be OK.” The throttle
trace later showed that he never lifted.
Much to the surprise of IndyCar veterans,
Mansell was at his best on the ovals, not the
road courses. McGee hypothesised that his
F1 experience allowed him to use an unusual
technique to carry more speed down to the
apex. “He would free up the car by giving it
a little pitch in the middle of the corner and
then he’d come off the corner straight,” he

106 MOTOR SPORT MAY 2023


Andretti was well into his 50s
when Mansell joined him in
IndyCars. Left: Mansell leads
Michael Andretti at the 1994
IndyCar opener at Surfers
Paradise, but Michael would
win on his Ganassi debut
“Much to the surprise of IndyCar veterans,
Mansell was at his best on the ovals”
says. “He was able to get the car turned
without scrubbing off any speed. His style
was a lot like Rick Mears.”
A week after Indy, on the flat one-mile
oval at Milwaukee, Andretti outqualified
Mansell. But Mansell learned on the job,
scything through the field until sweeping
into the lead late in the race and winning by
less than a second. At the next oval, the
mildly banked Michigan International
Speedway, Andretti scored his final pole (at
234.275mph!), with Mansell qualifying
second. But they swapped positions during
the race, giving Newman/Haas a 1-2 finish.
The one-mile bullring at Loudon, New
Hampshire, was the site of Mansell’s finest
GETTY IMAGES
hour. In a spectacular race full of epic slicing
and dicing, Mansell lost a bunch of positions
after a disastrous pitstop. “No worries, lads,”
Mansell radioed. “We will make it up on the
track.” And he did. With four laps to go, he
elbowed his way past Tracy for the win on
his 40th birthday. Later that year, in the
penultimate race of 1993, Mansell clinched
the CART title with a magisterial victory from
pole on yet another oval, at Nazareth,
Pennsylvania, Andretti’s home turf.
While Mansell celebrated, Andretti
stewed. Getting beaten by a rookie was bad
enough. Andretti also didn’t get along with
his team-mate. Andretti came from the AJ
Foyt/Parnelli Jones school of tough-guy
stoicism. Mansell, on the other hand, always
seemed to be limping, wincing or falling
utterly exhausted out of his car. “Some of it
might have been a bit theatrical,” Wurtz says.
“But he was a showman, and he knew how
to attract fans.”
ANDRETTI VS MANSELL
Andretti also didn’t appreciate what he
saw as the calculated way Mansell had
charmed the team, and he was convinced
that his team-mate was benefiting from
development upgrades before he got them.
“It was ugly,” Coffeen recalls. “There were
tough feelings between the drivers, and it
spilled over to the crews.”
Newman was torn between his
professional respect for Mansell and
his personal friendship with Andretti. As
Andretti recalls, “Paul came to me a couple
of times and said, ‘Why can’t you two get
along?’ I said, ‘It takes two. He’s a tremendous
talent, no question, but he’s totally divided
the team. We used to be able to sit
down after practice and discuss things. But
he looks at my worksheets and I can’t look
at his. When he wins a race, he buys gifts
MAY 2023 MOTOR SPORT 107
 ANDRETTI VS MANSELL
for my mechanics. That’s all underhanded
stuff. How the hell can I get along with a
guy like that?’”
But Andretti had been around long
enough to know the score. As long as Mansell
was winning races, he’d be the number one
driver. With Mansell as the centrepiece of
the team, Andretti foresaw a future
of diminishing returns. “I was 54 years old,”
he says, “and I didn’t want to overstay.” So
he announced that he would retire at the
end of the next season.
Mansell declined to be interviewed for
this story. When I spoke with him nearly a
decade ago, he had almost nothing to say
about Andretti. He followed the same pattern
in Mansell: My Autobiography in 1995, written
with James Allen. Mansell used the book to
settle scores with rivals ranging from Nelson
Piquet and Alain Prost to media types who
covered him in Formula Ford. But hardly a
word, good or bad, was written about
Andretti. Draw your own conclusions.
“Nigel didn’t feel like he wanted to continue,
so he bailed out. It left a very bad taste”
108 MOTOR SPORT MAY 2023
Although Newman/Haas went into the
new year with high expectations, the season
went south almost immediately. The Lola
T94/00 was outclassed by the Penske PC23,
which won 12 of 16 races, while Michael
Andretti – back in CART after his calamitous
sojourn in F1 – won twice in the brand-new
Reynard. Newman/Haas failed to score a
single victory for the first time in its history.
The team bottomed out at Loudon, where
Mansell and Andretti touched wheels,
sending Mario into the fence.
In defeat, Andretti contends, Mansell
revealed his true colours as a frontrunner
with no stomach for fighting the good fight.
By mid-season, there was a sense that he
was just mailing it in. “When things started
going not so well for him, he started trashing
the team,” Andretti says. “Nigel didn’t feel
like he wanted to continue [in Indycars], so
he bailed out. It left a very bad taste.”
Wurtz insists that Mansell never stopped
trying hard in the Newman/Haas car. But he
acknowledges that off-track developments
started to take a toll.
“The atmosphere changed radically,”
Wurtz recalls. “There was talk on the shop
floor that Formula 1 wanted Nigel back. At a
certain point, I guess he thought, ‘Carl and
Mario don’t want me, so what am I doing
here?’ It was sad for us because we had
been looking forward to a couple more
years racing with Nigel.”
After the death of Ayrton Senna at Imola,
CORBIS/VCG/AFP/SPORTS ILLUSTRATED VIA GETTY IMAGES
Bernie Ecclestone was eager to bring Mansell
back into the F1 fold, even if it meant paying
a lot of money to “unravel” – Mansell’s word
– contracts with Newman/Haas. Mansell ran
a one-off grand prix for Williams in France
in June, and after the IndyCar season ended,
he did three more races for his old team,
inheriting a win in Australia when Michael
Schumacher drove into Damon Hill to secure
his first championship.
Despite being fêted repeatedly during
his “Arrivederci, Mario!” tour, Andretti

Mario’s final IndyCar
outing, Laguna Seca, 1994.
Below: partners at ’93
testing, Phoenix
Mansell returned to F1 in
1994. Below: Le Mans
‘winner’ Mario in ’95. Main:
Mansell at the 1993 Indy 500
suffered through a miserable season, failing
to lead a single lap and posting DNFs in half
of his races. But nobody accused him of
pulling the ripcord. As Coffeen says, “I never
saw Mario Andretti in a race car when he
didn’t have that fire in his eyes.”
At Laguna Seca, on the first lap of his
final IndyCar race, Andretti dropped to the
tail end of the pack with a flat tyre. Driving
with his signature tenacity on a tight
track with limited passing opportunities, he
fought his way up back to seventh – lapping
Mansell’s ailing Lola along the way. “But with
four laps to go, the fricking engine broke,”
he says, still sounding annoyed.
Mansell signed with McLaren in 1995. But
instead of a triumphant return, he endured
the embarrassment of missing the first two
events of the season because he couldn’t fit
inside the cockpit of the MP4/10B. Then,
after two uncompetitive races, he quit
Formula 1. The final professional race of his
career was at Le Mans in 2010, where he
competed with his sons, Greg and Leo, but
the outing ended badly with a heavy crash
on his fifth lap.
Andretti, too, chased victory at Le Mans,
making four appearances there after retiring
from Indycars. In 1995, he, Bob Wollek and
Éric Hélary came up three minutes short in
a Courage C34 WSC car. “We finished second
overall, but we were first in class, and if you
win a class, you can declare yourself a
winner, right?” he says, daring me to
disagree. “I hear people say over and over,
‘He never won Le Mans.’ Well, I did win
Le Mans. I won in class. And that’s a fact.”
Mansell and Andretti were undoubtedly
oil and water. But they shared two traits in
common – an absolute faith in their own
ability and a fervent belief that, all things
being equal, they never ran a race they
shouldn’t have won. That’s what made their
pairing in 1993 and 1994 so combustible and
entertaining. Two lions in winter, brawling
until the bitter end.
MAY 2023 MOTOR SPORT 109
 The Ex - Works BMW Junior Team, Marc Surer
1978 March 782 BMW Formula 2

The First Pratt & Miller Developed Car FIA HTP

1989 Spice SE89P Chevrolet GTP 1965 Porsche 911

mitchellcurated.com
E: ben@mitchellcurated.com T: 0044 (0) 7535 148470
 THE

SHOWROOM BUYING, SELLING, AUCTIONS, MEMORABILIA

and r Only 22 Maserati Tipo 60/61
Birdcages were built but the
car made an instant
impression on track in the
hands of Stirling Moss

DEALER STAR CAR

’Cage appropriate
This toolroom Crosthwaite & Gardiner Maserati Tipo 61 recreation
might, just might, be within your budget, says Simon de Burton

T
hose who doubt that cars should
ever be described as works of
art have probably never seen
one of Maserati’s Tipo 60/61
racers built from 1959 to ’61.
By then the Trident marque
had abandoned its own grand prix racing
programme and shifted focus to building
STEFAN MARJORAM
It was with that aim that chief designer
Giulio Alfieri came up with the idea of
creating a light but strong spaceframe using
a carefully calculated arrangement of 200
small-diameter steel tubes welded together.
The resulting structure’s criss-cross of
pipework earned the nickname ‘Birdcage’
and ensured the complete car weighed little
tonne and a maximum speed that was in the
region of 170mph.
The Tipo 60 quickly proved its worth
with a maiden outing victory at the 1959
Rouen Grand Prix in the hands of Stirling
Moss, who defeated two works Lotus 15s.
This aroused interest from US buyers, who
fancied the car’s chances in the 3-litre class.

cars for privateer use – but, in order to more than 570kg which, with the 200bhp Maserati obliged by increasing the
be competitive, its products needed to be engine from the 200S fitted, made for a cylinder capacity to 2890cc which, while
technologically ahead of the game. healthy power-to weight ratio of 350bhp per other necessary engine mods added 29kg

MAY 2023 MOTOR SPORT 111

 THE SHOWROOM Dealer
The Crosthwaite & Gardiner
Tipo 61 Birdcage recreation
project started in 1989; this
was the third of a trio,
completed in 2004

in weight, also endowed the
car with an extra 50bhp.
The first example of the
new Tipo 61 went to Lloyd
‘Lucky’ Casner in the US for his
Camoradi team, with Moss taking the
chequered flag at the 1960 Cuban GP in one
of the three other Tipo 61s that Casner
subsequently bought.
The Birdcage concept proved itself in
numerous events, leading to the design being
adapted to a mid-engined configuration in
the Tipo 63, 64 and 65 models – yet the Tipo
61 remains the quintessential version.
But with 60 and 61s having been built in
just 22 examples between them, originals
are rare and seldom on the open market,
which is why the celebrated
historic car engineering duo
of Dick Crosthwaite and John
Gardiner – makers of more than
half a dozen replica Auto Union
Type Ds for Audi – embarked on a
project in 1989 to build a run of three exact
‘toolroom copies’ of a Tipo 61.
The example offered by William I’Anson
on behalf of its owner is the third and final
of those, having been completed in 2004 to
the order of the late competition car
collector Rodney Smith, who recruited Mark
Gillies to race it in VSCC and HGPCA series.
After Smith’s death the car was bought
by US enthusiast Paddins Dowling before
being acquired around five years ago by the
current owner, who has used it at the GRRC
Sprint and at RAC concours events.
Being sold with current FIA HTP papers
and a useful spares package, it represents a
decidedly rare chance to experience a Tipo
61 that could fairly be described as being just
how the originals were when they left the
Maserati factory almost 75 years ago.
And although William I’Anson prefers to
reveal the price only ‘on application’, we
can tell you that it’s a good deal less money
than you might expect.
2004 MASERATI TIPO 61
TOOLROOM COPY
For sale with William I’Anson, Cirencester, £POA.
williamianson.com

DEALER NEWS

Superswede’s March is a Monza legend

● The last time MARCH
saw victory in F1 was at
Monza in 1976 with this
761, inset right, now on
● As it’s the centenary of
the Le Mans 24 Hours,
perhaps owning a bona
fide bruiser from La Sarthe
MARC GOOSSENS and
was raced in the Sebring 12
Hours in ’04. More recently
it won last year’s Endurance
and will concentrate on
bikes. “We’ll be expanding
and improving everything
from motorcycle servicing
London estimates 200,000
drivers will be affected.
STEFAN MARJORAM, SPEEDMASTER, ASCOTT COLLECTION

sale at SPEEDMASTER in
Wetherby. It was driven by
RONNIE PETERSON for
his first GP win in two
years; in fact Superswede
solely raced Chassis 6
before his manager
Staffan Svenby took
ownership. Rebuilt, it’s
now ready for dozens of
historic events. £POA.
is timely. This RILEY &
SCOTT MARK IIIC, below,
was placed seventh on the
grid at Le Mans 2003 by
Racing Legends title. It’s on
sale, £POA, at ASCOTT
COLLECTION in France.
● NIGEL MANSELL’s
Jersey dealership THE
MANSELL COLLECTION
is now a two-wheeled
only endeavour. It has
closed its MITSUBISHI and
HYUNDAI departments
to bringing in new brands,”
said the company website.
● Grim news for hard-up
Londoners set to be hit by
the ULEZ zone expansion
this summer. AUTO
TRADER reports there are
just 5150 ULEZ-compliant
cars below £5000 on sale
in the capital; Transport for
● DVLA has announced its
BANNED LIST of ’23
registrations. Among the
usual pulled profanity-laden
sequences are politically
sensitive messages. Out go
RU23 UKR, YE23 WAR and
EU23 BAD. Senior DVLA
members meet twice a year
to ditch offensive plates. LG

IF YOU HAVE ANY INDUSTRY NEWS OR TIPS CONTACT LEE.GALE@MOTORSPORTMAGAZINE.COM

112 MOTOR SPORT MAY 2023

 N OW AVA I L A B L E

2004 Courage C65 AER - LMP2 £ 495,000

Perfect for Peter Auto’s Endurance Racing Legends or Masters Endurance Legends, this ex-works Courage C65 is the most successful of its kind with a class pole-position
and podium finish at Le Mans, a class victory at the Sebring 12 Hours, a Le Mans Endurance Series championship title, multiple wins in both the European and American
Le Mans Series and three participations in total at Le Mans. Offered in race-ready condition and accompanied by a vast spares package.

Lola B12/60 Judd - LMP1 £ POA
Built just two years ago from new parts and fitted with Judd’s naturally aspirated
640BHP, 4.4L, V8 this glorious Lola B12/60 has since claimed multiple pole positions,
race wins and fastest laps in Masters Endurance Legends for which it remains a
strong contender for overall victories. Available now in race-ready condition.
Shelby Cobra Daytona Coupé £ 275,000
Built in 2018 to FIA specification by Goodwood TT-winning Cobra-specialist, Gary
Spencer (CRC), this immaculate, well-proven recreation of the mighty Shelby Daytona
Cobra Coupé is fitted with a Peter Knight engine and race-prepared by Jordan Racing
Team (JRT) to their highest specifications. Accompanied by valid HTPs and a spare
gearbox, this race-ready example ticks every box.

1983/84 TWR Rover SD1 - Group A £ 175,000 2004 Nasamax (Reynard) Judd V10 - LMP1 £ POA
PHOTOGRAPHY: TIM SCOTT

Ex-René Metge and Jean Louis Schlesser, TWR-001 is the first of the works SD1s
prepared by Tom Walkinshaw. A seven-time winner in period and a three-time
historic touring car champion contemporarily, this Group A icon is eligible for
Peter Auto’s Heritage Touring Cup and Motor Racing Legends’ Historic Touring
Car Challenge.
The first and only car to complete the 24 Hours of Le Mans using 100% renewable
fuel (now converted for conventional fuels) this historically important car has been
fully restored by MotoHistorics and, fitted with its zero-hour 5.5L Judd V10, will
surely be a formidable force in Peter Auto’s Endurance Racing Legends or Masters
Endurance Legends. Accompanied by a vast spares package.

W W W. S A M H A N C O C K . C O M T: +44 (0)207 871 3628 SAM@SAMHANCOCK.COM

Carrera GT
GT Silver • Ascot Brown/Black GT
Bucket Seats • 19/20” Carrera GT
Centre Lock Wheels • Sports Exhaust
System • KW Hydraulic Lift Kit
No. 0063 of 1,250 Cars Built
12,018 miles • 2004 (04)
911 Turbo (993)
Arena Red • Black Leather Sports
Seats • 18” Turbo Wheels • Electric
Sunroof • Full Leather Interior • Air
Conditioning • Previously Sold &
Serviced by Paragon • 62,139 miles
1996 (P)
911 GT2 (996)
Polar Silver • Black Leather Sports
Seats • 18” GT2 Wheels • Porsche
Ceramic Composite Brakes
Carbon Interior Package
Previously Sold & Serviced by
Paragon • 21,836 miles • 2003 (03)
911 Carrera 4 GTS Targa (991.2)
Jet Black Metallic • Black Half-Leather
Sports Seats • PDK Gearbox • 20” GTS
Centre Lock Wheels • Touchscreen
Satellite Navigation • Switchable
Sports Exhaust • Sport Chrono
9,152 miles • 2018 (18)

£1,299,995 £154,995 £134,995 £104,995

911 Turbo (991.2)
GT Silver • Bordeaux Red Leather
Sports Seats • PDK Gearbox
20” Turbo III Wheels • Touchscreen
Satellite Navigation • Sport Chrono
Glass Electric Sunroof • 17,068 miles
2016 (66)
911 Carrera 2 S (992)
Guards Red • Black Leather Sports
Seats • PDK Gearbox • 20/21” Carrera
S Wheels • Touchscreen Satellite
Navigation • Switchable Sports
Exhaust • Sport Chrono • 7,605 miles
2019 (69)
911 Carrera 2 GTS (991)
Guards Red • Black Half-Leather
Bucket Seats • Manual Gearbox
20” Centre Lock Wheels • Sport
Design Exterior Package • Sport
Chrono • Previously Sold & Serviced
by Paragon • 6,939 miles • 2015 (65)
911 Carrera 2 GTS (991)
Agate Grey • Black Half-Leather
Sports Seats • PDK Gearbox
20” GTS Centre Lock Wheels
Touchscreen Satellite Navigation
Switchable Sports Exhaust • Sport
Chrono • 10,792 miles • 2015 (65)

£104,995 £95,995 £92,995 £87,995

911 Carrera 2 GTS (997)
GT Silver • Black Half-Leather Adaptive
Sports Seats • PDK Gearbox
19” GTS Centre Lock Wheels
Touchscreen Satellite Navigation
Switchable Sports Exhaust • Sport
Chrono • 14,188 miles • 2011 (11)
Cayman S (718)
GT Silver • Black Leather Sports Seats
Manual Gearbox • 20” Carrera Classic
Wheels • Touchscreen Satellite
Navigation • Switchable Sports
Exhaust • Heated Seats & Steering
Wheel • 1,452 miles • 2019 (19)
911 40th Anniversary (996)
GT Silver • Natural Black Leather
Sports Seats • Manual Gearbox
18” Carrera Wheels • Switchable
Sports Exhaust • Satellite Navigation
Previously Sold & Serviced by Paragon
49,355 miles • 2003 (53)
Boxster (986)
Arctic Silver • Graphite Grey Leather
Seats • Manual Gearbox
17” Boxster Wheels • Air Conditioning
Sports Steering Wheel • Previously
Serviced by Paragon • 26,369 miles
2001 (Y)

£81,995 £54,995 £41,995 £14,995

01825 830424 sales@paragongb.com www.paragongb.com

We have superb in-house workshop and preparation facilities. Each car is supplied fully serviced with a new MOT and our
12-month/unlimited mileage comprehensive parts and labour warranty. See more of our current stock at paragongb.com

PA R AG O N G B LT D FI VE AS HES EAST S US S EX TN20 6HY

 THE SHOWROOM Auctions
The E30 M3 Sport Evolution
was the ultimate expression
of the M-badged 3 Series in
1989-90. Left: 2.5-litre engine

AUCTION HERO

Right up your Straße

In order to keep the car competitive it
was upgraded through its lifetime, with the
Sport Evolution model being built from
December 1989 to March 1990 in just 600
One of just 600 BMW E30 M3 Sport Evolutions is up for auction units, all with 2.5-litre, 235bhp engines and
in Italy. Simon de Burton expects a high-performance sale price a top speed of 154mph.
The Brillantrot example (‘Brilliant Red’,
one of eight German-market examples in this

A
re you feeling M-powered? If
not, a trip to RM Sotheby’s Villa
Erba auction taking place
during this spring’s Villa d’Este
Concorso d’Eleganza could put
things right, because the sale
is set to include a single-owner collection of
no fewer than five BMWs spanning more
than 30 years of the marque’s M in-house
performance division.
The cars on offer are a 2022 M4 CSL, a
2016 M4 GTS, a 2010 M3 GTS and a 2003 M3
CSL. But it’s the fifth and final car that’s most
likely to have the world’s M power fans
KENO ZACHE ©2022 COURTESY OF RM SOTHEBY’S
required to be built in 5000 examples and
featured upgrades over the standard car that
ranged from the 192bhp S14 engine to a dog-
leg Getrag gearbox, special brakes, a glued-in
windscreen and a GRP boot lid.
In full race specification the E30 M3
proved hugely successful during its five-year
production run, with career highlights
including five class wins at the Nürburgring
24 Hours, four at the Spa 24 Hours and seven
Japanese Touring Car Championship
Division 2 victories – with two of those titles
for Roland Ratzenburger.
colour) on offer with RM Sotheby’s spent
several years in the care of the Schmidt
family of Germany’s Schmidt Motorsport
Technik, the formidable DTM team that once
counted Hans Stuck, Hubert Haupt and
Walter Röhrl among its drivers.
Clearly well cared for, its service book
contains 14 stamps despite the odometer
showing fewer than 60,000 miles and with
the most recent service having been carried
out in May 2022, around 18 months after it
joined the M-Power Collection.
Offered in superb condition throughout
and being sold complete with its original

drooling the most – because it’s a superb
example of arguably the most desirable
variant of the legendary E30 M3, the Sport
Evolution model.
The E30 M3 was the first BMW 3 Series
to be given the M power treatment, and its
unveiling at the 1985 International Motor
Show in Frankfurt caused a sensation.
Introduced to homologate the model for
DTM and Group A Touring races, it was
Lovingly looked-after Anthracite
Motorsport Design interior styling
toolkit, driver’s pack and a host of M3-related
literature and extras, it will be offered at no
reserve to the highest bidder.
Don’t expect a steal – a black example in
similar condition fetched £176,000 at
Bonhams’ Amelia Island auction in March.
1990 BMW M3 SPORT EVOLUTION
On sale with RM Sotheby’s, Villa Erba, Italy,
May 20. No reserve. rmsothebys.com

MAY 2023 MOTOR SPORT 115

 THE SHOWROOM Auctions

AUCTION PICKS

The £600K 1987 FORD SIERRA COSWORTH RS500

SOLD BY SILVERSTONE AUCTIONS, £596,250

alpha Sierra
Yes, you read that right – a Sierra Cosworth for
almost £600,000. Although it wasn’t any old
‘Cossie’ from the batch of 5500 built for Group A
homologation, but one of the coveted RS500s
upgraded by Aston Martin Tickford. With a tweaked
engine and a few minor body and suspension
modifications, the 500 examples retailed at
Simon de Burton’s sales round-up includes £19,950 in 1987 – but the fact this one was entirely
original and had covered 5200 miles meant it might

a Cossie corker and Emma Peel’s ’66 Elan have been the best in existence. The price (a world
record for the model) resulted from a bidding battle
between would-be owners in Dubai and the UK. 

2005 FORD GT 1966 LOTUS ELAN S3 1963 JAGUAR E-TYPE

SOLD BY RM SOTHEBY’S, £398,000
Ford’s decision to create a GT40 for the 21st
century to celebrate its centenary resulted in an
instant classic – and who doesn’t wish they had
bought one new when they cost around £110,000?
SOLD BY SILVERSTONE AUCTIONS, £164,250
The jewel in the crown of the Piddington Collection
was this automotive prop from 1960s TV series
The Avengers. Driven by Diana Rigg’s character
Emma Peel, the car was later given to the actress.
SOLD BY BONHAMS, £72,760
This E-type left the factory as a road-going,
right-hand-drive coupé but was converted to
semi-lightweight Roadster 37 years ago, with
aluminium bodywork and a 292bhp engine.

116 MOTOR SPORT MAY 2023

 1953/2008 JOWETT JUPITER MK II 2010 MERCEDES-BENZ SLR ‘STIRLING MOSS’ 1973 JENSEN INTERCEPTOR
SOLD BY HISTORICS, £22,640 SOLD BY RM SOTHEBY’S, PRICE NOT REVEALED SOLD BY HISTORICS, £37,356
Although designs were created for a Jowett Jupiter This was one of just 75 tuned-up versions of the This mean and moody 8.2-litre Jensen was built in
Mk II in 1952 prior to the firm’s demise, none was modern-day SLR built to celebrate the 1955 Mille tribute to the one driven by Michelle Rodriguez as
built. This unique example was made in 2008 by Miglia victory by Stirling Moss and his navigator, the character Letty Ortiz in 2013’s Fast & Furious 6.
panel-beater Allan Fishburn with original drawings.  Motor Sport’s Jenks. It had covered 93 miles. The project is said to have cost £100,000.

FORTHCOMING SALE HIGHLIGHTS

● GOODING & COMPANY, ● BONHAMS, GOODWOOD, ● BONHAMS, STAFFORD, ● RM SOTHEBY’S, ITALY/

LYNCHBURG, VIRGINIA, APRIL 7
This Estate sale will disperse the
near 90-car collection of the late
Mark Smith, a noted and
well-known enthusiast of older
Fords and pre-war cars in
general. Among the highlights of
the two-day sale – which will
take place at the Midland Motor
Museum he created from an old
Chrysler dealership – is a
superbly original 1934
Mercedes-Benz 500K Offener
Tourenwagen. It alone could
fetch up to £1.5m.
APRIL 16
Bonhams regular Goodwood
Members’ Meeting auction was
shaping up to be a bumper
affair as this issue of Motor Sport
went to press. Although set to
be a field dominated by road
cars, there will be no shortage
of competition iron, including
a 1963 Cooper Monaco T61M
with small block Chevrolet
power and the ex-Derek
Warwick/Aguri Suzuki Footwork
Arrows FA14 from the 1993
Formula 1 championship season.
APRIL 22-23
When it comes to motorcycle
auctions, rival houses have
upped their game considerably
in recent years – but Bonhams’
Stafford sales held twice yearly
for the best part of two decades
still lead the way. Among the
hundreds of two-wheelers on
offer will be an ex-Jim Redman
Honda CR72 from 1963, a 1993
Ducati 888 campaigned by Carl
Fogarty and Michael Rutter, and
the BMW M1000RR raced to TT
victory in ’22 by Peter Hickman.
SWITZERLAND, JULY
(DATES TBC)
As the name implies, The
Carrera Collection of 90-odd
cars will include the full gamut of
Porsche 911s as well as a broad
selection of the marque’s other
models ranging from early 356s
to late-model 928 grand tourers.
But it won’t be a Porsche-only
affair – Alfa Romeo, BMW,
Mercedes-Benz, Alpina and
Chevrolet are all represented in
this two-day, two-centre auction
(every lot without reserve). 

1969 PORSCHE 911 T/R

SOLD BY GOODING & COMPANY, £350,000
This was one of three identical 911 T/Rs built
for SCCA C-Production class competition in
1969 – but its finest hour came a decade later
when it took second in class at the Sebring
BONHAMS, SILVERSTONE AUCTIONS, HISTORICS, GOODING & COMPANY/MIKE MAEZ, RM SOTHEBY’S

12 Hours for the Barrick Motor Racing team of

Jim Trueman, John Higgins and Chip Mead.

MAY 2023 MOTOR SPORT 117

 THE SHOWROOM

Motor Sport collection

ALL PRODUCTS AVAILABLE AT MOTORSPORTMAGAZINE.COM/SHOP

Editor’s choice

F1 poster
boys in
the frame
Whether hunting for gifts
or buying something for yourself,
visit the Motor Sport shop at
motorsportmagazine.com/shop
where you’ll find a miscellany of
track-friendly ideas

VINTAGE RACING POSTERS

If you’re not overly fussed by the modern age of
mass-produced posters, then we have a solution for
you. In a world of ten-a-penny designs, having something
that is truly limited edition is a must, and there’s no better
option than vintage posters. Yes, they were produced in
their numbers back in the day, but so few now survive
that they can be practically considered a protected
species, perhaps even one-of-a-kind. If that’s of interest,
take a look at some of the rare vintage offerings we
currently have up for grabs. How about an art deco-
inspired colourised offering for Goodwood from 1961,
Graham Hill in action ahead of the 1963 International
Trophy at Silverstone, or even the wonderful randomness
of Gilles Villeneuve and his Ferrari-touting Lambrusco?
Each makes for a talking point in itself.
Goodwood 1961, £895; Silverstone 1963, £300;
Villeneuve advert, £110

118 MOTOR SPORT MAY 2023

 THE
EXPERT
VIEW
COOPER AT GOODWOOD PRINT
Fitting with the theme of this issue, why not
dedicate a section of your wall to celebrating
Model behaviour
the Goodwood circuit with this print from artist
Michael Turner? It depicts John Surtees

M
barrelling into the famous final chicane aboard odels often form the centrepiece
his Yeomans Credit Racing Cooper T53 on the of most people’s collections and
way to his breakthrough Formula 1 win in the are great to display and gaze at.
1961 Richmond Trophy with Stirling Moss,
But model kits are also brilliant to build
Graham Hill and Roy Salvadori in his wake. For
added value, it’s hand-signed by both Surtees, then display, so let’s sidestep the usual
inset, and Turner. Limited to 50 prints. £149.95 ready-made scaled offerings and look
instead at model kits, which to me are one
of the great joys of the collectibles market.
In my mind, the bigger the better for
things like this, and there are some
stunning 1:8 and 1:12 scale kits out there.
BMW SPEEDO WALL CLOCK I’m an amateur model-maker and have
We’re big fans of things like this, recently just completed a 1:4 diecast of a
which are guaranteed to pep up any
racing fan’s den. Styled on the
Valentino Rossi Yamaha, inset, which
speedometer from a classic BMW – weighed in at 10kg when finished. It
which to our untrained eye looks like helped that I sold it on for a profit, but it’s
those fitted to the vintage R-series hardly a ‘business model’ I’d pursue, as it
motorbikes of the 1950s – it’s 31in
round, contains a quartz movement
would be difficult to justify the 40 hours
and is battery powered. £45 it took me to build! But it’s not about that.
There’s a personal satisfaction attached
to these things rather than a market value.
There are some brands
offering ‘partwork’ models – a
monthly subscription where
you get a bag of bits and over
the course of a year or two
build up the model. Some are
GIUSEPPE FARINA SIGNED
outstanding. There’s obvious names like
PROGRAMME
This unique presentation piece is an original DeAgostini, but others like Hachette,
programme from Goodwood’s Whit Monday Pocher and Agora make some stunning
meeting in 1951, signed by 1950 F1 world stuff, and many go beyond your usual
champion Giuseppe Farina. The Italian was
static display models by featuring electrical
taking part in the Festival of Britain Trophy
race, in which he would pilot his 1.5-litre assemblies for working lights and sounds.
Maserati to second place. £1095 Models have come a long way since
those days of ill-fitting Airfix kits that we
all remember glueing on the kitchen table.
Now they are CAD-modelled and precision
F1 CALENDAR MUG
Worried about missing any grands prix this engineered, and there are even companies
year? Relax and have a calming brew. that sell upgrades for the popular kits.
Literally, as this snazzy mug denotes the It’s a whole world of enjoyment. As a
dates and venues of the entire 2023
monetary investment, unless very rare
schedule. Don’t worry about China still
featuring on there, that’s just what it’s and vintage, I doubt anybody would buy
made out of. Oh, the delightful irony… £12 a boxed model kit these days without the
intention to actually make it, so don’t
bother sitting on stuff hoping for it to
ABOUT THE MOTOR SPORT SHOP rocket in value. You’re better off cracking
With hundreds of special and unique racing-themed products, it open and investing your time instead.
and many new items regularly added, the Motor Sport shop is
aimed at both serious and casual collectors with a wide range of Andrew Francis is director at The Signature
prices to suit your budget. Visit motorsportmagazine.com/shop Store, thesignaturestore.co.uk

May 2023 Motor Sport 119

This year Porsche celebrates its 75th anniversary
and the 911 also reaches it’s 60th birthday.
In recognition of this important milestone in Porsche history
we have been meticulously fettling some significant early examples of the marque.

The Teesdale RHD 911 SWB FIA

- Desirable colour combination of Slate Grey/ Red interior
as per Kardex
- Up to date 2.0L Cup championship winning specifications
- Fully restored by ourselves
- One of only 11 UK supplied cars

WWW.HISTORIKA.COM
INSTAGRAM.COM/HISTORIKA911
FACEBOOK.COM/HISTORIKA911
TWITTER.COM/HISTORIKA911
YOUTUBE.COM/HISTORIKA911
CALL 07836 384 999 OR 07717 212 911

COCKFIELD HALL LANE, WITNESHAM, IPSWICH, IP6 9JB UK.

AQUISITIONS // RESTORATION // PRE PURCHASE INSPECTIONS // RACE PREPARATION // RARE PARTS

1965 Porsche 911 FIA

- Genuine 1965 MY (non adjustable front strut) Porsche 911
- Being built to 2.0L Cup championship winning specifications
- Turnkey finished and ready for testing in March
- Undergoing full restoration by ourselves
- Signal Red/ Black interior as per Kardex

archive photo
DEALER GALLERY
To advertise, please call Paula Trainor on 020 7349 8479
or email paula.trainor@motorsportmagazine.com

The largest classic car showrooms in central London

A selection from 50 cars available

1935 Bentley 3.5 litre - 1966 Rover 3500 P6 Prototype - 1985 TVR 350i -
One of Two Thrupp & Maberly DHC Earliest Rover V8 in the World Only 63,000 miles from new

1990 Jaguar XJS Convertible - 1978 Ferrari 308 GTS - 1962 Bentley S2 Continental
Only 40,000 miles form new Early dry sump example by James Young - One of only 23 made

www.graemehunt.com
+44 (0)20 7937 8487 • mail@graemehunt.com

May 2023 Motor Sport 123

 1989 SPICE-CHEVROLET SE89P CHASSIS 002
THE ONLY GROUP C/GTP CAR EVER RACED BY PAUL NEWMAN
Chassis SE89P-002 was built for the 1989 season, competing as a ‘works’ car at the great American circuits, Sebring, Miami, West Palm Beach, San
Antonio, Sears Point, Tamps and Del Mar. Chassis 002 came home 11th in the Sebring 12hr, and scored poles and lead races throughout the season.
For 1990 the car was further developed, and a deal was struck to have the great Hollywood star Paul Newman take over driving duties. Newman
would be entered for Road America 500km, Wakins Glen 500km, and the 2hr of San Antonio, with a DNF, 7th and 6th respectively. SE89P chassis 002
is the only Group C/GTP car that Paul Newman ever raced. 1991 saw another full season for chassis 002, including the Daytona 24hr and Sebring
12hr. Subject to a recent bare-tub restoration, 002 has only competed at Le Mans Classic and Donington (overall win) since. Complete with a fresh
engine and spares package, the ex-Paul Newman Spice is ready to win in Peter Auto’s incredible Group C series and this year’s Le Mans Classic.
 HAMBURG | BERLIN

1993 PORSCHE 964 CARRERA RSR 3.8 1973 PORSCHE 911 CARRERA 2,7 RS TOURING
1 OF ONLY 51 BUILT, JUST 1.150 KM TOUR DE FRANCE 1973-1986

1997 PORSCHE 993 3.8 RSR 1965 MCLAREN MK 1A 1987 PORSCHE 944 TURBO CUP
NO. 10 OF ONLY 30 BUILT! EX AUGIE PABST, MULTIPLE GOODWOOD ENTRIES WINNER FRENCH TURBO CUP 1988

1927 BENTLEY 3 / 4,5 LITRE 2021 FORD GT CARBON SERIES -NEW- 2014 MERCEDES-BENZ SLS AMG GT ROADSTER
LE MANS SPEED MODEL SPECIFICATION 1 OF ONLY 50 BUILT! “FINAL EDITION”

TECHNO-CLASSICA ESSEN, 12.–16. APRIL 2023

We are looking forward to your visit in HALL 7, STAND 208.

THIESEN HAMBURG GMBH THIESEN BERLIN GMBH

AUTOMOBILE RARITÄTEN – Timm Meinrenken CLASSIC REMISE – Karl-Helmut Larkamp
Griegstraße 73 · 22763 Hamburg, Germany Wiebestraße 29 – 38 · 10553 Berlin, Germany
M +49 (0) 172 / 540 15 60 · T +49 (0) 40 / 450 343 - 0 M +49 (0)172 / 317 48 65 · T +49 (0) 30 / 345 020 - 44
sales@thiesen-automobile.com larkamp@thiesen-berlin.com
 Superperformance GT40 chassis P2262
2017 winner of Goodwood Revival Whitsun Trophy,
FIA HTP until 2026, famous owner.
See website for full details £475,000

We are selling competition, classic and super cars and always looking for good cars to buy or sell on commission

SIMON DRABBLE CARS

Tel: +44 (0)7584 243004 • Email: sd@simondrabblecars.co.uk • Visit: www.simondrabblecars.co.uk
www.racecarwarehouse.co.uk

Spice Group C1 SE90 3.5 Cosworth DFR

Fedco Team car raced Le Mans 91 First in Cat 1A class then in Japanese Group C. We acquired the car 2002 for our customer and raced with great success in Group C for
the next 10 years or so. 2016 Car extensive body off rebuild crack test certificates new fuel cell gearbox rebuild new CWP all ready to to race but health issue prevailed
leaving car unraced since. Offered for sale with current HTP valid until 2027 with option to purchase if required large spares portfolio plus 1 spare DFR engine, Gearbox,
all to price accordingly. Interesting trades considered, HFO Gp 6 2 or 3 litre cars, F2 BTCC or classic sportcar.

F1 ENGINES
FOR SALE
Hart 415T last of the
engines built
DFR F1 spec
Lamborghini 3.5
litre V12
Peugeot V103.5
F1 engine
Jaguar R1 2000 F1 March 792 Arrows A16 F1
Rolling chassis Raced in 7 GPs by Eddie Irvine and Luciano Burti. With BDG ideal Geoff Lees Trophy £59,950 spare suspension or 3rd place 1995 Australian GP with Morbidelli then sat in the
Cosworth V10 engine available to purchase. Rare opportunity to less engine £38,500 Arrows museum. Car is complete as last raced but with empty
acquire F1 Jaguar car Hart V10 engine. Spare wishbones some wheels gearbox pump
air starter kit.

Modus M7 1976 F2 car Hart 420R Chevron B16

319bhp @9300 188bft torque, rebuilt 3 races ago. Rebuilt FG400 Chassis stripped and all internal steel For sale as rolling chassis or with FVC or BMW M10 engine if required.Car has not been raced since it
stiffeners replaced. Many spares 3 set wheels £99950 was built. £129950 rolling chassis £165k with FVC or New build BMW M10

March 803 Rolling Delta T81 FF2000 1982 March 718 Formula Ford ex
Chassis Alfa fitting kit requires rebuild to go racing new to Jurg Cor Euser Benelux Championship winning car Bill Stone car
Leinhard. Currently in 813 body spec £22500. Extensive restoration car has never been run £29,950 Raced by March employee Bill Stone 70/71 seasons, undergone
also available Ralt RT3 84 ex Dave Scott needs rebuild fresh Mk9 extensive restoration new suspension body rebuilt gearbox. Ready to
gearbox VW engine install your engine £29,950

53 Bolney Grange, Stairbridge Lane, Bolney, Sussex UK • Tel/Fax: +44(0)1444 230309 • Mob:
+44(0)7711 660691
 Our passion is classic competition cars

2011 Ferrari 458 Italia GTC Pro – P.O.A. 2008 ex-AF Corse Ferrari 430 GTC F131 Evo – P.O.A.

1972 BMW 3.5 CSL Group 2 “Batmobile” – P.O.A. 2010 Aston Martin Vantage GT2 – P.O.A.

1964 Porsche Carrera GTS – P.O.A.

We have a wider variety of great cars for sale. Please call or visit our web-site for more information.
www.rmd.be – salesinfo@rmd.be – +32 (0) 475 422 790 – Schoten, Belgium
 info@adamsykes.co.uk
1981 Osella FA1B Cosworth - £349,950

This immaculate example formed part of a leading collection of Historic F1 cars

in recent years. Prepared to the collection’s customary high standards, the
Osella was raced in Masters and Historic F1 events throughout 2010. It was later
demonstrated at the 2016 Goodwood Members Meeting. Eligible to compete in
some high-profile events worldwide, including Masters Historics and the Monaco
Historique.

For further details please see our website.

For further information, please contact: e info@adamsykes.co.uk

Adam Sykes on 07429 600332 or Damon Milnes on 07802 779301 ! www.adamsykes.co.uk
Ford Capri RS3100
Built in 2020 by Ric Wood, this Cologne Capri has been raced in Peter Auto and Motor Racing Legends races over the
last 2 years. Maintained to the highest standards by JRT, the car benefits from recent engine and gearbox rebuilds and
is ready to race. A very competitive car, complete with a comprehensive spares package that includes 3 sets wheels,
spare rear axle and various other suspension, drive train and brake components, and FIA HTP papers completed in 2020.

Benetton 193 - Ford HB 3.5L V8

We are delighted to offer this ex Michael Schumacher and Riccardo Patrese Podium winning car from the 1993 F1
Season. Designed by Ross Brawn and Rory Byrne, the Benetton 193 was one of only 3 manufacturers to win a GP in 1993.
Complete and ready to run with Ford HB engine, semi-automatic gearchange and traction control as well as starting /
running equipment this is an iconic F1 car and the last car to run the iconic Camel livery. Please call for more details.

SPEEDMASTER SPECIALIST IN HISTORIC AUTOMOBILES

Tel: +44 (0)1937 220 360 or +44 (0)7768 800 773
info@speedmastercars.com www.speedmastercars.com
 2010/10 Mercedes Benz 500SL Convertible Auto
Nice Specification -
2015/65 Ferrari F12 Berlinetta
Nero Daytona with Crema Hide & Black Carpets - Lifting - Full Elec Daytona Seats
Carbon Drivers Zone/LED Steering Wheel++ - 20” Diamond Rims - F&R Park Sensors
Full Service HIstory - recent service Nov 22 @ 4,845mls -
EXTENDED WARRANTY - VAT Qualifying - Registered Dec 2015
4,900 miles only - £209,995

2022/72 Mercedes Benz AMG E53 4Matic+ Night Edn Premium+

Rubellite Red Metallic with Black Nappa - ULEZ Compliant - ‘As New Condition’ ** 484 mls only **

1972 Ferrari Dino 246 GT

‘Rare’ factory Bianco Polo Paintwork - untouched original interior of Black with Red Carpets
Original UK RHD car supplied by Sytner of Mapperley - original Bill of Sale & Books/Tool Kit
‘Concours Condition’ having undergone very light restoration
MATCHING NUMBERS - MOT Certificates verifying mileage - ONE OWNER
Covered just 34,500 miles - £499,995

Dolomite Silver w Light Grey - Elec Slide/Tilt Sunroof -

 2010/10 Mercedes Benz 500SL Convertible Auto
Nice Specification -

2022/72 Mercedes Benz AMG E53 4Matic+ Night Edn Premium+

Rubellite Red Metallic with Black Nappa - ULEZ Compliant - ‘As New Condition’ ** 484 mls only **

‘Rare’ 1961 Alfa Romeo Giulietta SZ Coda Tonda

Initially owned by Corsican Rally Driver Pierre Orsini & prepared
by Conrero to compete in Tour de France & other rallies between 1961-63
Acquired by Alfaholics for their Family Collection around 2004 & fully
restored to Concours standard with final completion in 2015
Previously Tested @ Castle Coombe & competed @ Silverstone Classic in 2017
FIA HTP valid until Dec 2027

A welcome Entrant at any International Road, Track & Rally GT Events &
Covered less than 100 mls since restoration £699,995

Dolomite Silver w Light Grey - Elec Slide/Tilt Sunroof -

 A SELECTION OF OUR CURRENT STOCK :

1965 Aston Martin DB5 Convertible One of just 81 RHD examples of the DB5
£POA Convertible built. Restored to perfection by
Aston Martin Works in 2011 with the original
engine factory upgraded to Vantage Specifica-
tions. Finished Pacific Blue over Tan Connolly
hides with a Navy Blue convertible hood.
Just 1,000 miles completed since restoration and
presented in exceptional condition throughout.
Available for viewing and demonstration now at
our Hertfordshire showrooms.

1961 Aston Martin DB4GT £POA 1960 Aston Martin DB4 Series II £475,000

T: 0208 741 8822 info@nicholasmee.co.uk nicholasmee.co.uk

 THE SHOWROOM Competitors
Moving through the mulch at
the Exmoor Trial needed the
assistance of ‘the bouncers’

HISTORIC RACING

Testing, testing... little lost, assured us we were able to get

through on the track ahead.
Back on course, we had another drama
VSCC regular Rebecca Smith starts her season at the Exmoor with fuel. We were running dry and the local
Trial, which proves a real adventure in the Ford Model A due to petrol station was closed, and with limited
a few unexpected excursions and an emergency splash ’n’ dash time to complete the hills, we had to hunt
for anybody who had broken down and
might have a spare jerry can available. We

A
 
fter a long winter break, it’s some other modified Model As that tend to had some fuel starvation issues on one
great to get back out and blow be much more competitive. We had some section, with the Model A running a gravity-
the cobwebs away, and the work to do to secure the trunk that sits at fed system, so it didn’t like it when angled
Exmoor Trial is perhaps the back, which had been bent at the end of uphill and running low. This caused us to
the best way to get back last year and was vulnerable to breaking stop at marker nine instead of the 25 that
into the swing of things. Held again, plus a few slow punctures to address. most others in our class managed on hill one.
in the middle of February, it’s a popular and However, we were soon trailering the car Luckily a broken Morris Cowley was able
busy event which this year attracted a lot of down ahead of the start.  to help, with us leaving a £20 note
newcomers – possibly thanks to a recent Top One of the things I love most “We were with the empty jerry can we
Gear TV episode spreading the message of about trials is the social element running dry helped ourselves too.
this form of motor sport, but either way, the of it. In my car I always have three I have a suspicion about a
and the
more the merrier.  passengers or ‘bouncers’, so dirty carburettor too as we had
For people not familiar with trialling, all there’s always a great team local petrol some backfiring, so that’s next on
competitors meet at a central place for atmosphere and it becomes a real station the list – as is fixing the window
scrutineering, and then go out on a loop of adventure, especially when you was closed” that one of my passengers broke
challenging hills, each providing a different end up taking the odd wrong while enthusiastically bouncing
test to the machines and their crews, and turn or two.  on a demanding hill.   
the aim is to complete all sections maxing During what turned out to be a very wet At the end of a hard day’s trialling, we
out the top 25 points, and then head and drizzly day for our tour of the hills were classified third, which we were thrilled
back to HQ, which is normally quite we got the odd bit of map-reading with! Now it’s back to work, breaking out
handily a lovely pub (or at least wrong and ended up having the spanners to prepare for the Herefordshire
is near one)!  some ‘scenic’ trips across the Trial, which promises to be
For this event we rolled local moors. At one point we its own adventure! 
out our trusty 1930 Ford stopped to let a couple of
MIKE GRIFFIN

Model A, Bess, which we run riders on their way pass by Next month: See how we do
in the standard class, unlike who, after asking if we were a in the Herefordshire Trial

MAY 2023 MOTOR SPORT 135

Ferrari F40 | 20,951 KM £1,999,995

Rosso Corsa Exterior with Rosso Cloth Interior, 17’’ Speed Line Alloy Wheels,
Rosso Cloth Racing Seats, Air Conditioning and Stereo System. Ferrari
Classiche Approved. One of 1,315 Examples Built Supplied New in Italy and
Residing in the UK since 2007. A Cat Non Adjust Car That Has Covered 20,951
KMs (13,000 miles) From New.

All Original Leather Pouch, Hand Book and Original Service/Warranty

Booklet. Ferrari Classiche Red Book. All Matching Body Numbers and Factory
Stampings. Supplied with a Full Set of F40 Schedoni Leather Luggage.

Please call for further details.

77 High Street, Lyndhurst, Hampshire, SO43 7PB

Tel. 02380 283 404 lyndhurst.ferraridealers.com
REVOLUTION OF AN

ICON

THE NEW CORVETTE STINGRAY

Chevrolet Corvette Stingray 6.2L V8 - Fuel consumption combined (mpg): 23.3.
CO2 emissions combined (g/km): 277. Energy efficiency category: M.

www.chevrolet.uk

Sandhills Lane, Virginia Water GU25 4BT

01344 842801
www.ianallanmotors.co.uk

© 2021 GENERAL MOTORS. ALL RIGHTS RESERVED. CHEVROLET®

 AS Motorsport ltd
Spring
Charity
Open Day
on April
23rd

ASM hand build bespoke versions of the R1 roadster, inspired by the Aston Martin race cars that won
Le Mans and the world Sportscar championship in 1959.
Contact us for details of commission builds and stock.
Poplar Farm, Bressingham, Diss, Norfolk, IP22 2AP
Tel: 01379688356 • Mob: 07909531816 • Web: www.asmotorsport.co.uk • Email: info@asmotorsport.co.uk

TURRINO WHEELS LTD

I-279764.indd 1 15/11/2018 13:08

For Jaguar E-Type, S1 & S2
Thanks to Morten Kjeldgaard for the use of the photo and his car

6.5 x 15 wide lip

Turrino alloy rims,
stainless centres & spokes

info@turrinowheels.com +44 (0) 1780 470460 www.turrinowheels.com

138 Motor Sport May 2023

 u
� GODIN SPORTING CARS &
MOTORCYCLES LTD

1970 TVR Tuscan V6

1 of just 101 built, Ford Essex 3.0 engine, 4 sp/ with OD. Comprehensively restored, great history, fabulous condition.............£42,995
Full detail and many pictures of this and other fine cars and motorcycles can be found at

www.anthonygodin.co.uk
Tel. 01622 814140 / 07769 970559. Viewing by Appointment only, Kent, ME185JG. UK

O F F E R E D E X C L U S I V E LY F O R S A L E B Y B O U T S E N C L A S S I C C A R S

1988 Spice C2

12 PODIUMS

• Vice-champion of the
C2 World Championship 1988
• Eligible for “Le Mans Classic”
• Excellent condition (Original configuration)
www.boutsenclassiccars.com
• Same owner since 2004 +377 93 30 80 02 classiccars@boutsen.com
• Maintained by Mecauto (Spa Francorchamps) 41, rue Grimaldi MC-98000 Monaco

May 2023 Motor Sport 139

 Melvyn
M Rutter Limited
International Morgan Sales, Service, Parts and Restoration for Morgan Cars from 1936 to Present Day

Book a test
drive today!

We are pleased to announce we now have the full Morgan range in
our showrooms and available for test drives - namely the all-new
Plus range which benefits from a host of enhancements and the
Super 3 which is the most configurable Morgan ever produced! To
test drive and order your new Morgan for the summer, please speak
to Adam and Melvyn today.
All-new Morgan Super 3
Finished in Jet Green with matching side blades and alloy wheels, Typhoon
British Green leather, 14” Moto-Lita steering wheel, Beeline navigation,
footwell heater, heated seats, yellow flyscreens, LED headlights, CAT S5
vehicle tracker and 40 miles showing. The car is unregistered and hence
OTR costs need to be added, but you can have this stunning example now
- why wait! £53,995

47 years
WE BUY MORGAN CARS, INCLUDING PROJECTS – WE COLLECT
d The Morgan Garage, Little Hallingbury, Nr Bishops Stortford, Herts CM22 7RA England d
Tel: 01279 725725 www.melvyn-rutter.co.uk Email: mr@melvyn-rutter.net

IVAN DUTTON LTD

Bugatti Type 43 Grand Sport
Original Type 38 chassis reprofiled to T43 specification,
original Bugatti front axle, rear axle and gearbox. Original
Bugatti 2.3ltr T43 engine ex-43254 and original Bugatti
supercharger. Grand Sport body panelled in aluminium.
UK registered, well sorted and ready to enjoy.
£POA

IVAN DUTT
Bugatti Type 35B
Assembled from all original major components and crucially
approved for historic status by DVLA. Built to the highest
standard by us with the pleasing patina of a well loved
original car. Just run in and ready to enjoy whether on
International Bugatti rallies, Prescott hill climb or racing with
the VSCC or HGPCA.
£POA

Peacehaven Farm, Worminghall Road, Ickford, Bucks, HP189JE

Tel: 01844 339457 • Fax: 01844 338933 • Ten minutes from M40 Junction 8a • www.duttonbugatti.co.uk
highest stan

140 Motor Sport May 2023 on Internatio

1974 Alfa Romeo Tipo 33-3/Flat 12: Rare,
fantastic race record, Ickx, Stommelen,
Reutemann, Monza, Nurburgring, Imola. Specializing in Vintage Sports, Racing and GT Cars since 1979
All orig., fresh rebuild, race ready.

1951 Ferrari 212 Inter: Vignale / Drogo, 1999 Ferrari 360 Modena: 6-sp, 21k 1960 Mercedes Benz 190SL: Matching 1985 COBRA Autokraft MK IV:
Mille Miglia 1952, 1954. Ground up resto- miles, fully serviced, outstanding numbers, Concours quality restoration. 355cid/450hp, small block, 5-sp. Con-
ration. Race and Rally ready. throughout. Ready for show or rally circuit. tinuing Shelby’s legacy. 12k miles.

1958 AC Aceca: Matching #s. 2004 Porsche GT3: Arctic Silver, 36k 1965 Porsche 356SC Cabriolet: Match- 1958 MGA Twin Cam: Rare, frame-up,
Comprehensive frame-up restoration, miles, 2 owners, carefully maintained; ing #s, 1 of 533. 3-owner, full docs, COA. show quality restoration on an iconic
RHD, Rally proven. looks, runs & drives like new. 67k miles. One repaint. Euro version. sports car.
Outstanding original throughout.

WE WILL BUY AND CONSIGN ALL FERRARI AND ALL VINTAGE SPORTS RACING & GT CARS
PARTIAL TRADES CONSIDERED - FINANCING AVAILABLE
WWW.MOTORCLASSICCORP.COM
350 ADAMS STREET, BEDFORD HILLS NEW YORK 10507 • 914-997-9133 • SALES@MOTORCLASSICCORP.COM

May 2023 Motor Sport 141

 CARS FOR SALE

CARS FOR SALE

AH Classics
Lancashire’s BEST Classic and British sports car dealership.

Pilbeam MP62/82 New Woodford 101 Trailer

• Chassis No4 • Ex Moran,Thomson, Jouhar, George and Henson. Lightweight, Wide Body, Tilt Bed With Slide Out
• Stack Dash, Koni Dampers, Rebuilt and Reengineered To Use Ramps • Locking Tow Hitch, Spare Wheel • Ideal
A Honda CBR 1100xx Superbike Engine By T S Historic of For Low Ground Clearance Cars • 14” Long 6’6”
Newbury. • Paddle Shift and Westgate Engineering LSD. • Requires Wide • 2000kg Gross Weight • In Stock Now
Some Finishing Work, Set Up & Testing £3,250 + VAT
£9,995

Ford pinto 2 litre engine Hewland Mk9 Gearbox .

205 Block. • Twin 48’s • Dry Sump • All • Heavy duty casing • 9:31 CWP • 7/8” 20
Complete Ready to Fit and Use • Can Be spline input shaft • Good Condition.
Heard Running At The Moment. £5,500
£2,995

Lotus Elan S4 SE FHC 1969 Elden FF2000 MK28 1989.

• White With Black Trim • 3 Owners • Rebuilt • Complete Car LESS Engine & Gearbox
Onto A New Spyder Chassis • Circa 2011 • £3,500
Sprint Spec Engine • TTR Driveshafts • Great Car
£27,500
WANTED FF1600 ANYTHING CONSIDERED
Shaw, Oldham, Lancashire • 07761549454
andrewhenson@btinternet.com
www.ah-classic-cars.co.uk
A A A C F

2001 ASTON MARTIN DB7

2000 ASTON MARTIN DB7
VANTAGE.In Cobalt Blue, MANUAL
6 speed, only 3 owners from new,
38,000, Full AMSH, absolutely
perfect throughout. £35,950. Tel:
01753 644599
VANTAGE Volante in Brackenbury
Green with Forestgreen and Parchment
hide interior. Factory fitted rear seat
conversion for additional luggage space
and perfect for continental touring.
£31,950 Tel: 01753 644599
B
1985 COBRA AUTOKRAFT MK IV.
355cid/450hp, small block, 5-sp.
Continuing Shelby’s legacy. 12k miles.
www.motorclassiccorp.com
D
1963 FERRARI 250GT NEMBO
SPYDER STYLE. Now available at
www.graemehunt.com. Tel. 0207
937 8487

1951 FERRARI 212 INTER. Vignale

/ Drogo, Mille Miglia 1952, 1954.
1927 DELAGE 15 S8 MODEL CAR. Ground up restoration. Race and
19581958
ACACACECA.
Aceca: Matching #s. #s.
Matching 2006 BENTLEY CONTINENTAL Now available at www.graemehunt.
FLYING SPUR. In Dark Sapphire Rally ready. www.motorclassiccorp.
C o m p r e h e n s i ve f ra me-up com. Tel. 0207 937 8487
with Saffron hide interior. One owner com
restoration,RHD, Rally proven. www.
motorclassiccorp.com from new, 52,000 miles, Total RR&B
service history. Reduced to sell at F
£19,950. Tel: 01753 644599

Tel: +44 (0)20 8688 4443

1974 ALFA ROMEO TIPO 33-3/
FLAT 12. Rare,fantastic race record,
To advertise, please call
Ickx, Stommelen,Reutemann,
Paula Trainor on
Monza, Nurburgring, Imola.All orig.,
020 7349 8479
fresh rebuild, race ready. www.
motorclassiccorp.com
1977 FERRARI 312 T2 NIKKI LAUDA
MODEL CAR. Now available at www.
1999 FERRARI
1999 Ferrari 360 Modena: 6-sp, 21k
360 MODENA.
graemehunt.com. Tel. 0207 937
6-sp, 21k miles, fully serviced, 8487
outstanding throughout.www.
2013 BUGATTI VEYRON GRAND
motorclassiccorp.com To advertise, please call
SPORT. Now available at www.
graemehunt.com. Tel. 0207 937 Paula Trainor on
8487 Advertise here 020 7349 8479

142 MOTOR SPORT MAY 2023

 CARS FOR SALE

CARS FOR SALE

2 WHEEL

MUSEUM

32 500cc/Moto GP Helmets Collection

SIGNED BY RIGER AND HEAD MECHANIC
For sale individually
Please email Rosco Holden/Holden
on tight rholden66@bigpond.com or
call 0412 992 666 with your interest,
or for a full list that’s available.
Valetino Rossi Valetino Rossi It has taken 27 years to accumulate, here is your
Kel Caruthers
chance to own this rare and unique collection,
54 Helmets in total which is the only one like it
in the world, 98% signed by the rider and head
mechanics.
All information listed on each pic and dates and
rare docuemnts in this album will come with it.
The helmets have been all over the world, from
Spain, Italy, UK, Europe, the USA to be signed,
some have taken about 3 nervous years to return.
It will include 38 GP Motorcourse Bible’s many
signed, also a compy of MotoGP Who Works In
and also Motocourse 50 years and Grandprix
Riders. To help use the proceeds of sale towards
Luchinelli Barry Sheen Marc Marquez Lorenzo the Holden On Tight, MX, Off-road and Dakar,
History an Memorabilia Museum.

A huge thanks to my mate Johnny Kral of Kral Creations for endless hours of superb work, to also MAX 77 design and Enrico Crippa and Oberdan Tomasoni from Nolan, Pauline, David Hailwood, Mick Doohan, Aurelio Longi, Bob Heath Vistors, Paul & Kel Carruthers, Bob Toomey, Jeremy
Burgess, Freddie Sheene, Martyn Ogbourne, Pete Bensen, Marcus Holt and all the Riders and Mechanics, Families and so many more, this collection would hot have been possible without your help and support. All awesome work of Jorden Bethune, Pixpig Images.

L L M M P
&/$66,&
/$1'529(56
3DUWVWR'DWH
5HWDLO7UDGH([SRUW 2004 PORSCHE GT3. Arctic Silver,
1987 MERCEDES 420 SL. In Cream
5HVWRUDWLRQV
CLUB 0RGLILFDWLRQV
0DQXIDFWXUHV
2000 MERCEDES 320SL. In Silver
with perfect black hide interior.
with Light Tan interior. A really
well-kept 3 owner, example,
recently out of 10-year ownership.
36k miles, 2 owners, carefully
maintained; looks, runs & drives like
new. www.motorclassiccorp.com

LOTUS &RXQWU\:RUNVKRSV
5LVHJDWH1U6SDOGLQJ/LQFV3((=
7HO)D[
63,000 miles only, Mercedes
engineering at its best. Ready for
immediate use, £18,950. Tel: 01753
Ready for immediate use. Very easy
to drive. £35,950. Tel: 01753
644599
R
Tel: 01362 691144/ 644599
ZZZEULWLVK[FHQWUHFRXN
01362 694459
Email:
annemarie@clublotus.co.uk
THE ORIGINAL 1998 RANGE ROVER VOGUE HSE.
Now available at www.graemehunt.
& BEST CLUB 1958 MGA TWIN CAM. Rare,
com. Tel. 0207 937 8487
frame-up,show quality restoration
FOR ALL LOTUS
OWNERS &
on an iconic sports car. www.
motorclassiccorp.com
T
ENTHUSIASTS MGB GT FACTORY V8. Damask
• Colour Magazine red with black trim. 1974. Requires
1977 LAND ROVER SERIES 3 Full Restoration. £10,500. Tel:
• Insurance & Parts RECOVERY VEHICLE. 2 1/4 Diesel 07761 549454
• Discounts engine. Overdrive. F/W Hubs.
• Free Technical Help Stainless steel exhaust. Well
maintained. May 2023 MOT. Period
Lotus Regalia & more Harvey Frost crane. Used in period by
for only £35 per year Royal Mail Workshops at Cardiff & To advertise, please call MONTESA COTA 310 1990. From TRIUMPH TR6 CR 1974. Mimosa
Newport, then on show at London Paula Trainor on a private collection. Monoshock Yellow With Black Leather Trim.
Duck Hood and Moto Lita Wheel.
www.clublotus.co.uk Royal Mail Museum. It would be great
for events like Goodwood Revival,
020 7349 8479 suspension. Disc brakes front and
rear. Alloy swinging arm. Running Overdrive. Stainless Exhaust. Some
58 MALTHOUSE COURT Paint Blemishes. Drives Well.
DEREHAM commercial vehicle show and runs. bike in good condition. £2,200. Tel:
£10,500. Tel: 07761 549454 07761 549454 £15,995.Tel: 07761 549454
NORFOLK NR20 4UA

MAY 2023 MOTOR SPORT 143

 ART & AUTOMOBILIA / BOOKS / GARAGE / PARTS

DIRECTORY
To advertise, please call Paula Trainor on 020 7349 8479
or email paula.trainor@motorsportmagazine.com
Tel: 07887 898331

Dapper Jack POOKS MOTOR BOOKSHOP

Ties • Bow ties • Cravats •
Cummerbunds • Flat Caps
Hand Crafted in the UK
www.dapperjack.co.uk
Unique to Dapper Jack Carbon Fibre Bow Ties
garagefindsuk@gmail.com
Motoring Brochures, Books, Manuals, Programmes, Magazines
and original posters BOUGHT AND SOLD
pooks.motorbooks@virgin.net • www.pooksmotorbookshop.co.uk
Shop open: Monday–Friday 9.00am – 5.00pm
Fowke Street, Rothley, Leicestershire LE7 7PJ – Tel. 0116 237 6222
or call John’s mobile on 07808 576 837

QUALITY
Mob: 07756 862188

AUTOGRAPHS
Robert Saunders Autographs are
international dealers in quality autographs and T H E NTI
U

C
documents for pleasure and investment portfolios.
AUTHENTIC
An extensive variety of original

G
U

E
AR E
ANT
motor racing paintings,
photographs and autographed
items for sale.
T: 01327 858 167
E: info@speedsport.co.uk
www.speedsport-gallery.com To view our full inventory, visit AUTOGRAPHMAN.CO.UK

JonWilliamStables.co.uk T +44(0)1263 768768

F +44(0)1263 768336
bmw@jaymic.com
2002 Thurgarton Road, Aldborough, Norfolk, NR11 7NY, UK

Garaging CLASSIC BMW PARTS

Garaging ~
~ Carriage
Carriage Houses
Houses ~
~ Workshops
Workshops
Call us today
Call
Call us
today on 01380
us today on
01380 850965
on 01380 850965
850965
See our NEW Online Shop at www.jaymic.com
144 MOTOR SPORT MAY 2023
 GARAGE / PARTS / RESTORATION

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U.K. Concessionaires
FUEL PUMPS
FILTER KINGUsed professionally in:
Glencoe Ltd - Facet UK Concessionaire

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Test life cycle: 6,000 hrs
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ALWAYS BUY ORIGINAL EQUIPMENT

Historically original equipment with
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&NBJM
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XXXHMFODPFMUEDPVL www.glencoeltd.co.uk

MAY 2023 MOTOR SPORT 145

 GARAGE / PARTS / RESTORATION RESTORATION

W O R L D C L A S S
R E S T O R A T I O N

   


1964  2022
CELEBRATING 58 YEA RS
CELEBRATING 58 YEA RS

Tel:
Tel: +44 (0)2476
(0)2476 388
388572
572 Kelsey Close Attleborough Fields Industrial Estate Nuneaton CV11 6RS
Mob: +44 (0)7966
(0)7966 421 535
rspanels@btconnect.com
rspanels@btconnect.com
@rspanels
www.rspanels.co.uk MAY 2020 MOTOR SPORT 169
146 MOTOR SPORT MAY 2023
 GARAGE / PARTS / RESTORATION / SPECIALISTS

 PERFORMANCE CONRODS

FINITE ELEMENT ANALYSIS (FEA)

BESPOKE CRANKSHAFTS
LOW-VOLUME SPECIALISTS

• CRANKSHAFTS
• CONRODS
• CRANKCASE LINE BORING
• FEA DESIGN
• MANUFACTURED IN THE UK

01923 220370 | SALES@PHOENIXCRANKSHAFTS.COM

SALES@PHOENIXCRANK
PHOENIXCRANKSHAFTS.COM | SALES@KSHAFTS.COM | PHOE
PHOENIXCRANKSHAFTS.COM
HOENIXCRANKSHAFTS.COM
PHOENIXCRANKSHAFTS.COM | 01923 220370





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Specialists in cherished vehicle storage and transportation
Fast and reliable delivery on custom forged pistons.
• From priceless classics to family saloons • Maintenance and exercise programs
4 stroke pistons made from your sample. • UK wide covered transportation • Long and short term storage
• Descreet and secure
Call us on: (0)1462 684300 Phone: +44 (0)1279 850709
sales@cambridgemotorsport.com Unit 5 Lacre Way, Letchworth Email: info@autostorage.co.uk • www.autostorage.co.uk
www.cambridgemotorsport.com Hertfordshire, SG6 1NR PO Box 85, Great Sampford, Saffron Walden, Essex, CB10 2FX, England

  
CLASSICLANCIASPECIALISTS 



        
AURELIA•FLAMINIA•FLAVIA•FULVIA•STRATOS

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01869 248805 guardians@historit.co.uk
   
TRIUMPH,MG,MORRIS&MORE...
Omicron
Omicron Engineering
Engineering Ltd.,
Ltd., 6
6 miles
miles south
south of
of NORWICH
NORWICH
Tel:
Tel: (01508)
(01508) 570351
570351 •• Web:
Web: www.omicron.uk.com
www.omicron.uk.com

MAY 2023 MOTOR SPORT 147

 STORAGE AND TRANSPORT

Superior Car Storage

& Car Transportation
Specialised Motor Sport Services

al +44 (0)1580 753939

s www.jarcarstorage.co.uk

01580 753939
www.jarcarstorage.co.uk

Specialists in high specification car storage & enclosed car transport (UK & Europe)
2 locations – Tunbridge Wells & recently opened Ashford – a stunning, purpose designed storage facility
JAR Ashford – 2 miles M20 Jct 9 & 10 / 38 mins London St Pancras / 15 mins Eurotunnel

Official distributors of PRG Trailers,

Debon, Cheval Liberte and MOTIV
amongst many other popular brands.
Sales – Hire – Parts – Service

01789 777159 Unit 3, Bird Industrial Park

www.thetrailermarket.co.uk Station Rd, Long Marston
sales@thetrailermarket.co.uk Stratford CV37 8RP

148 MOTOR SPORT MAY 2023

 SPECIALISTS / STORAGE AND TRANSPORT

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T H E U LT I M AT E B E S P O K E
STORAGE FACILITY & HMRC APPROVED
CUSTOMS WAREHOUSE

An exceptional, high security building with

state of the art humidity and dust controlled
technology. Discreetly situated on the London
Hertfordshire border.

19-20 AUGUST 2020

T 020 3973 1520 E info@mossauto.co.uk

mossauto.co.uk

WE MANUFACTURE ANY TYPE OF HANDMADE

PANELS AND CHASSIS TO ORDER.
a
4 0 th
nniversary
We are
Wenow
aremanufacturing FIA Cobra
now Manufacturing 289s,FIA
Original andCobra
Cobra427 chassis
289i" and and
Cobra
bodies
427with suspension
Chassis and running
and Body’s gear made
with original to original
Suspension specification
and running gear.




 

 


289 cobra cutback Now door model
available ( FIA
as body and approved)
chassis package, or Roller based cars.

EST 1980
North Devon Metalcraft Ltd, Unit 6 Lauder Lane, Roundswell Business Park (West), Barnstaple North Devon, EX31 3TA








OEN!OENFUBMDPVL



MAY 2023 MOTOR SPORT 149

 Right: Jack Brabham was
never afraid to get his hands
dirty, even though his Cooper
retired with gearbox problems

Below: Jim Clark easily made

pole position in his works
Lotus 21, but an oil tank
problem sidelined him

Below right: Lotus sent the

only full works team to this
new F1 event. Innes Ireland
talks to team-mate Clark

SEND US YOUR IMAGES

If you have any images that might be suitable
for You Were There, send them to: Motor Sport,
18-20 Rosemont Road, London, NW3 6NE, or
email: editorial@motorsportmagazine.co.uk.
Hi-res digital images preferred. Original images
sent at owner’s own risk. We can’t return.

Porsche sent a single 718/2 for

Jo Bonnier who pleased his
home crowd with second place.
He also won his touring car
class in a 700cc BMW

150 MOTOR SPORT MAY 2023

 YOU WERE THERE

After flying in on the day and

missing qualifying and practice,
Stirling Moss started from the
back in his UDT Lotus 18/21 – but
carved through the pack to win

Scandinavian thriller
Björn Sandberg sent us these
shots taken by his friend
Bo Skeppstam when they
both visited Karlskoga for the
1961 Kanonloppet, Sweden’s
first F1 race. Björn recalls
seeing his first GP racers as a
great experience, though “not
the most exciting F1 cars, all
four cylinders, but technically
advanced and quick”

Above: you’ll need a lot of champagne to fill that, Stirling… Moss looks happy with a career fourth win at
the track. Left: Brabham had some works support for the private Coopers he ran in non-title events

MAY 2023 MOTOR SPORT 151

 PARTING SHOT

MARCH 20, 1971

SEBRING, FLORIDA, US
The Penske/White Racing Ferrari 512M
driven by Mark Donohue and David
Hobbs tops up during the Sebring 12
Hours. Five 512s lined up on the grid,
all fielded by independent teams. The
only factory-entered Ferrari was a
312PB with Mario Andretti and Jacky
Ickx at the wheel. No6 would be the
highest-placed Ferrari finisher, in sixth

DPPI

152 Motor Sport May 2023

May 2023 Motor Sport 153
 Telephone Mobile
01753 644599 07836 222111

1971 Aston Martin DBS V8 in Signal Red with Cream 1966 Aston Martin DB6 Vantage in Aegean Blue with 1965 Aston Martin DB6 Vantage in Fiesta Red with Black
hide interior. Totally restored, nothing left to do apart from Parchment hide interior, with 5 speed manual transmission. hide, Recently fully restored by Trinity Engineering, perfect
enjoy. Bound to appreciate £139,950 We have a choice 2 beautiful examples both of which have throughout, £315,000
been fully restored and priced from £299,000

2000 Aston Martin DB7 Vantage in Cobalt Blue, 2001 Aston Martin DB7 Vantage Volante in Brackenbury 2004 Aston Martin DB7 Vantage Coupe in Mendip Blue
MANUAL 6 speed, only 3 owners from new, 38,000, Full Green with Forest green and Parchment hide interior. with Pacific Blue and Parchment hide interior. 25,000 miles only
AMSH, absolutely perfect throughout. £35,950 Factory fitted rear seat conversion for additional luggage and perfect throughout, Excellent Service records, Touchtronic
space and perfect for continental touring. £31,950 transmission, one of the last DB7’s produced,. £32,950

1986 Aston Martin V8 Volante LHD finished in 2005 Aston Martin DB9 in Meteorite with Black Cherry 1979 Aston Martin V8 Volante in Buckingham green
Winchester blue with dark blue hide interior. 25,000 miles Hide interior. 5,850 miles only from new. LIKE NEW. with Cream hide interior, 580 engine upgrade by Stratton
only, Superb throughout £179,950 £42,500 Motor Company, Manual 5 speed transmission. Lovely
condition and good value at £165,000

2000 Mercedes 320SL in Silver with perfect black hide 2006 Bentley Continental Flying Spur in Dark Sapphire 1987 Mercedes 420 SL in Cream with Light Tan interior. A
interior. 63,000 miles only, Mercedes engineering at its with Saffron hide interior. One owner from new, 52,000 really well-kept 3 owner, example, recently out of 10-year
best. Ready for immediate use, £18,950 miles, Total RR&B service history. Reduced to sell at ownership. Ready for immediate use. Very easy to drive.
£19,950 £35,950

1955 Aston Martin DB2/4 (LHD), in British Racing Green 1998 Aston Martin V8 Coupe in Buckingham Green with 1957 Aston Martin DB MkIII in Chiltern Green with Black
and exceptionally well built by renowned French AM Parchment hide interior, Very rare, only 101 made. 38,000 hide interior with Overdrive fitted. Slightly scruffy but
specialist to fast road rally specification. Please enquire. miles only, automatic transmission, a real long distance great to drive and mechanically sound. Astoundingly good
cruiser at only £85,000 value at £149,950

Email: martin@runnymedemotorcompany.com
Visit our website at www.runnymedemotorcompany.com