HGPCA

HISTORIC GRAND PRIX CARS ASSOCIATION

HISTORIC GRAND PRIX CARS ASSOCIATION

2010 YEARBOOK 2010 YEARBOOK

Full review of 2009 season and 2010 calendar.

• HURRICANES AND COOPERS The twin passions of Tony Ditheridge • ASTON MARTIN DBR4 Driving the Dream • F1 SCARAB ‘A day late and a dollar short’ • STIRLING’S MONACO Memories of the Master

contents Race Meeting Round Up Chairman’s Letter

01

Marcus Pye Foreword

02

Silverstone VSCC

05

Monaco

06

Brands Hatch

08-09

Dijon-Prenois

10-11

Silverstone Classic

12-13

Nurburgring

16-17

Zandvoort

18-19

Goodwood

20

Spa-Francorchamps Imola Race Results

Publisher The Historic Grand Prix Cars Ass. Ltd 3.52 Canterbury Court, Kennington Park, 1-3 Brixton Road, London SW9 6DE Telephone: 0207 785 7204 HGPCA Team HGPCA Secretary at Head Office Stella Jackson Telephone: 0207 785 7204 Email: stella@hgpca.net Editor Martin Eyre Production Editor Andrew Roberts

PAGE

32

22-23

Advertising Sales Ellie Birchenhough

24-25

Contributors Steve Havelock Paul Lawrence Marcus Pye Andrew Roberts

27

Features 2012 Awards Ceremony Class Results

28-29 30

Stirling’s People

32-37

Arbuthnot Latham - Life in the Fast Lane

38-39

Old Faithful P578/1 BRM

40-44

TecMec F415

48-52

Unleashing the potential of the Lola

56-60

Race Calendar

66-67

Membership

Graphic Design & Production Rob Blayney Blayney Partnership Barn 3, Hall Farm, Sywell Aerodrome, Sywell, Northampton, Northamptonshire, NN6 0BN Telephone: 01604 671714 www.blayneypartnership.co.uk

PAGE

40

Front Cover 1938 Donington GP: Nuvolari in the Auto Union Type D. Cover artwork from the painting by acclaimed Austrian artist KLAUS WAGGER www.klauswagger.at

72

© HGPCA 2013 While every effort is made to ensure accuracy no responsibility can be accepted for inaccuracies, howsoever caused. No liability can be accepted for illustrations, photographs, artwork or advertising materials while in transition or with the publisher or their agents.

All information is correct at time of going to print.

Printed by Stephens & George Print Group • Goat Mill Road • Dowlais • Merthyr Tydfil • CF48 3TD

PAGE

56

DESIGNED & PRODUCED BY

www.blayneypartnership.co.uk

01604 671714 03

HISTORIC GRAND PRIX CARS ASSOCIATION // 2010

A NEW SEASON OF MOTOR RACING AWAITS US AND I'M DELIGHTED TO REPORT THAT THE PROSPECT STILL EXCITES ME - EVEN AFTER A LIFETIME DEDICATED TO THE SPORT.

STIRLING

MOSS 7

60 years ago the Formula One World Championship started with a Grand Prix held at Silverstone in 1950 and some of those original cars can still be seen racing around the tracks of Europe with their proud owners - all members of the HGPCA. It still gives me great pleasure to be involved in racing, whether it's supporting Formula 1, historic racing in my O.S.C.A. or following the HGPCA calendar of races, which this year visits some great circuits.

These events attract many enthusiastic spectators - all keen to see the beautifully restored historic Grand Prix cars fighting it out around these famous venues.

When it comes to Formula 1, Britain is still leading the way in engineering and on the track. Currently eight of the thirteen teams have their base here in the UK.

Photo: Andrew Roberts

Jenson Button and Lewis Hamilton, our two British world champions, make up the Formula One ‘dream team’ for 2010.

There's no doubt that these two young stars will be flying the motor sport flag around the world for Britain.

Photo: Jim Houlgrave

02

It was a sad loss for everyone involved in motor racing when Tom Wheatcroft passed away last year; he had done so much for the sport. Donington Park, his

legacy, needs a huge injection of funds to complete and faces an uncertain future, we wish it all the best.

However we still have Silverstone, a fantastic circuit 60 years on, it will host all manner of top class racing this year. I'll be there - I hope you will be too.

A Qualifying Round Of The 2013 Hero Cup, In Association With

The 25th Classic Marathon 15th - 21st June 2013

BELGIUM - LUXEMBOURG

FRANCE - SWITZERLAND - ITALY

For the Silver anniversary, the Classic Marathon will return to its spiritual home in the Dolomites, revisiting the famous passes that gave the event its place in history. The rally will start in Ypres, the Belgian capital of rallying making its way to Cortina d’Ampezzo, through Luxembourg, France and Switzerland; with overnight halts in Mulhouse, Engelberg and Bormio. This commemorative rally will aim to recreate the atmosphere that existed on the inaugural event in 1988. Limited to 75 crews a comprehensive tulip style route book will ensure that the event is accessible to crews of all abilities and a strong social scene is a highlight of the Marathon. The event is open to all cars of a type built before the end of 1981. New for 2013 is our 30 / 30 offer, for crews where both crew members are under 30 a 30% discount is available.

Enquiries: Tel. +44 (0)1656 740 275 . enquiries@craevents.eu . www.craevents.eu

marathon-advert-2013-12-232x285.indd 1

26/01/2013 15:55

Offers a wide range of traditional engineering skills in conjunction with it’s sister company Hawker Restorations which specialises in the restorations of World War I and II aircraft.

In addition to these skills we offer race preparation.

A full engine shop complete with dedicated flow bench and Dyno facility primarily rebuilding Bristol engines from fast road to full race (currently 4 on rebuild).

Current car restorations include Frazer Nash Le Mans (Monaco winner), Cooper Bristol, Jaguar C Type & BMW 328 recreation.

Hawker Restorations Limited

Moat Farm, Church Road, Milden, Suffolk IP7 7AF Tel: 01449 740544 Fax: 01449 741584 www.hawker-restorations-ltd.co.uk / www.hawker-racing.co.uk

20-21 APRIL SILVERSTONE ‘SPRING START’ (SUNDAY BROADCAST LIVE ON MOTORS TV) 8 JUNE CADWELL PARK 21 JULY MALLORY PARK 18 AUGUST PEMBREY 29 SEPTEMBER SNETTERTON Races for Pre 1961 Front Engined Racing Cars at all meetings. 1950s Sports Racing Cars at Silverstone, Pembrey and Snetterton. F3(500) at Silverstone, Cadwell, Mallory and Snetterton. Front-engined Formula Junior at Silverstone and Mallory Park.

We look for W forward ward to welcoming the HGPCA HGPC CA and itits ts members to SIL VEERSTTON ONE ‘SPRING ‘SPR RIN I G START’ STTART’ SILVERSTONE April, year. o 20-21 A on pril, and to all of ourr events this year

hill climbs and sprints

RACE MEETINGS

Close, competitive, quality Club racing , at the UK s best venues.

5 MAY CURBOROUGH SPEED TRIALS 12 MAY WISCOMBE PARK HILL CLIMB 1 JUNE HAREWOOD HILL CLIMB (BARC) 15-16 JUNE BROOKLANDS DOUBLE TWELVE MOTORSPORT FESTIVAL 7 JULY SHELSLEY WALSH HILL CLIMB (MAC) 3-4 AUGUST PRESCOTT SPEED HILL CLIMB 17 AUGUST PEMBREY SPRINT 14-15 SEPTEMBER LOTON PARK HILL CLIMB 26 OCTOBER AUTUMN SPRINT, GOODWOOD ome Pre 1961 Did you know that the VSCC welcomes 3(500)s Pre 1961 1961 Sports Sp ng Racing Cars, F3(500)s, Racing Spor and GTT Cars at the he majority Cars, Pre 1966 Sports spe events? Contactt the Competitions Competition of our speed Depar tm tme for moree details. details Department

THEE VINTAGE VINTAGE SPOR SPORTS-CAR TS-CAR CL CLUB UB The Old P Post ost Office West West Street Chip Chipping pping Nor Norton ton Oxfordshire OX7 5EL EL e inf info@vscc.co.uk fo@vscc.co.uk t 01608 644777 7 f 01608 644888

THE VSCC IIS S SUPPORTED D BY BY

www.vscc.co.uk ww ww.vscc.co.uk Photo: Dennis nnis Rushton Graphics: Silver Fox ox Creative

SILVERSTONE CLASSIC The definitive festival for all car enthusiasts

26th-28th July 2013 FIRMLY ESTABLISHED AS THE WORLD’S BIGGEST CLASSIC MOTOR RACING FESTIVAL, THIS SUMMER’S SILVERSTONE CLASSIC WILL BUILD ON THE RECORDBREAKING SUCCESSES OF RECENT EVENTS. THE THREE-DAY AUTOMOTIVE EXTRAVANGANZA WILL FEATURE UNRIVALLED RACING GRIDS FEATURING THE FULL SPECTRUM OF CLASSIC MOTOR SPORT, AN EXCEPTIONAL LINE UP OF CLASSIC CAR DISPLAYS AND SPECIAL PARADES, AN AMAZING ARRAY OF INTERACTIVE FAMILY ENTERTAINMENT PLUS OUTSTANDING LIVE MUSIC FROM RENOWNED CLASSIC ROCK BANDS IN THE EVENINGS.

The greatest classic racing festival on Earth The latest Silverstone Classic is all set to be another record breaker with an amazing programme of 24 races. Highlights include double-header showdowns for HGPCA pre1961 and pre-1966 F1 grids, Grand Prix Masters, F2/F5000s, Group C prototypes and Super Touring cars. To house so much priceless motor sport history, grids will again fill both Silverstone’s National and new Wing paddock complexes. The non-stop racing schedule is staged on the full GP circuit with many races boasting fully-subscribed 58car grids. “It all adds up to another incredible line-up of races,” enthused Nick Wigley, event director. “With more than 1000 entries, the Silverstone Classic is now not only the world’s biggest classic motor racing festival but also the largest race meeting staged anywhere on the globe.”

Unrivalled classic car displays and parades Following world record celebrations for E-Type Jaguar in 2011 and the Ferrari F40 supercar in 2012, the Silverstone Classic is gearing up to honour some equally evocative automotive milestones in 2013. Saturday will witness a special on-track parade of 100 past and present Aston Martins to celebrate the famous British company’s centenary.

Then, on Sunday, an equally mouthwatering parade of 911 Porsche 911s will mark 50 years of the iconic German sportscar. As if that wasn’t enough more than 100 motor clubs will also be out in force displaying in excess of 7000 classic cars over the weekend.

Pop and soul legends top live music bill One of Britain’s most famous bands – The Hollies – top the live music bill at this summer’s Silverstone Classic. Formed in the early 1960s, the group enjoyed no fewer than 30 singles in the UK charts and is still going strong today. Friday evening’s line-up features another illustrious band, this time from the silver screen. The ‘Stars from The Commitments’ includes original cast members from the BAFTA winning musical film The Commitments.

Festival-goers will also be treated to music from four of the finest tribute bands performing familiar favourites from Pink Floyd, Led Zeppelin, the Eagles and Guns N’ Roses.

Access all areas Continuing the event’s hugely popular and widely acclaimed ‘access all areas’ policy, all tickets (which this year must be purchased in advance) include free entrance to racing paddocks, trackside grandstands and the live music concerts on Friday and Saturday evenings. Prices for adults start from just £30 (plus fees) with considerable savings on offer for car clubs and festival-goers spending the full action-packed weekend at Silverstone.

GREAT VALUE, WORLD RECORDS, UNRIVALLED FAMILY ENTERTAINMENT FOR TICKETS AND THE LATEST EVENT INFORMATION GO TO: WWW.SILVERSTONECLASSIC.COM

Events // 2013 Race Meetings Round up

15

A month after the Belgian Grand Prix, which saw the biggest start shunt of the Formula One season, HGPCA drivers made it cleanly through la Source.

21-23 SEPTEMBER : 20TH SPA SIX HOURS

John Surtees, a sensational second to Clark in his first four-wheeled race (a Formula Junior event, driving Ken Tyrrell’s Cooper) at Goodwood in 1960, made his GP debut as Jimmy’s team-mate at Monaco a few weeks later! The seven-time World Motorcycle titlist went on the win the Formula 1 World Championship with Ferrari in ’64, a feat which remains unique - but, unfathomably, for which “Big John’ has yet to be knighted..

E

ven in shortened 4.3-mile form, Francorchamps is the greatest driver’s circuit on the Word Championship calendar, the one competitors most look forward to. During the HGPCA’s focal era, from the 1920s to 1965, the terrifying old road circuit’s length shrank from 9.2 and 8.7 miles. A minnow compared to Belgium’s Bastogne courses of 1902-’07, the lap length of which grew from 53 to 73 miles before reverting to original!

While a Ferrari 158 has yet to permeate HGPCA circles, we are fortunate to see two Lotus 25s regularly.

And Australian John Bowers’ car boasts the lineage of Clark’s fabulously successful R4, recorded by historians as having been rebuilt into 33 R13 following Richard Attwood’s shunt in the ’65 Belgian GP. By then, entered

by Reg Parnell Racing, it had a BRM V8 engine.

Jim Clark was the undisputed master of Spa in the ’60s as four successive Belgian GP victories with Team Lotus attest. But he had to be patient, having bravely finished fifth in 1960’s 2.5-litre swansong after fellow Lotus 18 drivers Stirling Moss and Mike Taylor were injured in practice and team-mate Alan Stacey and Chris Bristow killed in race crashes.

In ’61, year one of the 1500cc Formula 1, Clark’s fourcylinder Lotus 21 was no match for the potent V6-engined shark nose Ferrari Dinos. Phil Hill, Wolfgang von Trips, Richie Ginther and local hero Olivier Gendebien (his, in patriotic yellow livery, the inspiration

run of four successes on the trot. Three of the last four rounds also fell to the Scot, which made him champion, 25 points clear of BRM team-mates Ginther and Hill. All seven of Clark’s wins were scored in Lotus 25 R4.

Sister chassis R6 and the model’s Type 33 evolution (R11) extended Clark’s unbeaten run at Spa through a second crown at the end of the 1.5-litre formula.

Raced on in this form, then with 2-litre BRM power, in New Zealand, R13 was eventually acquired by the Hon. John Dawson-Damer in Australia. The Lotus collector had it restored to 25 specification, in which form Andy Middlehurst has raced it for Bowers in recent seasons.

Andy Middlehurst screams John Bowers’ ex-Jim Clark Lotus 25 through Eau Rouge flat out.

Photo: Jim Houlgrave

for Jan Biekens’ 156 recreation) howled to a 1-2-3-4 result, Hill averaging over 128mph! Clark scraped 12th, after three pit stops to chase gearbox dramas.

The Coventry-Climax FWMV V8 engine, allied with Colin Chapman’s monocoque Lotus 25 chassis, helped redress the balance of power from ’62. Ferrari’s challenge crumbled with the departure of team manager Romolo Tavoni and key engineering personnel, but the rise of BRM and gritty Graham Hill denied Clark the coveted World title for another year.

Belgian, British and US Grands Prix winner in ’62, Jimmy swept the board in ’63, when victory at Spa started a

Buoyed by a splendid Goodwood Glover Trophy win over Classic Team Lotus team-mate Nick Fennell (25), Clark fanatic Middlehurst on top form. Sixth on the grid, on a power circuit, demonstrated the speed he carried through the corners to go way clear of V8 challengers Sid Hoole (Cooper T66), David Coplowe (Lotus 24) and Peter Mullen (ex-Graham Hill BRM P261).

Middlehurst made light of treacherously conditions to finish fifth in the first race, behind Jason Minshaw (exBib Stillwell Tasman Brabham BT4), sideways Rod Jolley (Cooper T45/51), Peter Horsman (ex-Tony Shelly Lotus 18/21) and Roger Wills (Cooper T51).

Switzerland’s Peter Studer bagged a maiden 1500cc four-pot win in his ex-Trevor Taylor/Jo Siffert Lotus 24 as did Malcolm Cook (Cooper T43) in the two-litre split.

Michael Gans (ERA R1B) reached Les Combes ahead of some rapid rear-engined cars.

Photo: racingpics.net

Minshaw, Horsman and versatile German Max Blees (who popped down from Aachen to race his Tasman Brabham BT7A) filled Sunday’s rostrum. Behind Jolley, Middlehurst won a terrific scrap with Wills for another class-winning fifth. Front-engined stars all weekend were Tony Wood (Tec-Mec), Tony Smith (Ferrari Dino 246) and Michael Gans (ex-Richard Seaman ERA R1B) who met on the rostrum.

Pre-1966 double winner Jason Minshaw (Brabham BT4) leads the raging pack over Raidillon. Photo: racingpics.net

Tony Wood was on class winning form with the Tec-Mec, as was Andrew Beaumont in his LDS. Photo: racingpics.net

22 Historic grand prix cars association 2013

Front-engined stars Tony Wood (centre), Tony Smith (right) and Michael Gans.

Photo: Jim Houlgrave

Jason Minshaw defends his lead as Peter Horsman looks for the inside line at La Source.

Photo: Jim Houlgrave

McGuire-Wood family group: Niamh, Eddie, Tony and Barry at Eau Rouge.

Photo: Jim Houlgrave

Meeting // 2013 racE MEEtings round up

23

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Also new were Girling disc brakes in place of the familiar large Maserati finned drums and Cooper uprights, almost certainly obtained through Stirling Moss’ fabled mechanic Alf Francis (born Alfons Kovaleski in Poland) who would later join him in business.

Former factory mechanic Giuseppe Consoli took on the job of building the car, initially in the living room of his home! Only much later was workshop space found to complete it and the rolling chassis was wheeled out for its transfer.

At seven laps, the unique Valerio Colotti-designed

Swiss motoring journalist and Maserati fanatic Hans Tanner liked what he saw, thus became involved, drawing in backing from American Gordon Pennington Jr, who had based himself in Modena’s Hotel Reale, to campaign Ferrari GT and Stanguellini Formula Junior cars in events across Europe.

Words by Marcus Pye

Tec-Mec’s Formula One World Championship career barely raised a blip on the radar. More so than many of its contemporaries, however, the

The svelte panel work of artisan Anselmo Gentilini takes shape in its initial square scuttle form in the workshop of builder Giuseppe Consoli.

Photo: Matteo Panini Collection.

fundamentals of the super-light Maserati 250F Evoluzione were sound, and deserved better.

by Juan Manuel Fangio’s second and fifth title wins of 1954 and ’57 - were eked out by bit-part players in outmoded and often parsimoniously-prepared machinery.

It was too little, too late, because, all credit to those unlikely heroes at the Cooper Car Company, motor racing had moved on. The ‘rear-engined revolution’ it led had left the establishment floundering.

Studio Tecnica Meccanica’s only Grand Prix car, which finally hit the tracks half-heartedly in 1959, is a poignant case. Colotti had high hopes as he outlined it in ’57. Conceived as the ultimate extension of Maserati’s timelessly elegant, and successful, due cento cinquante effe (250F) theme, dating back to ex-Alfa Romeo and Ferrari boffin Ingegnere Gioachino Colombo’s brainchild of 1954, it bristled with bright ideas which would have worked had the F1 world stayed still.

Post-maiden test, Jean Behra gives his initial verdict to the Tec-Mec team.

Photo: Matteo Panini Collection.

Advanced as it was, against traditional practice, all front-engined machines of the late ’50s missed the technological boat on a rapidly turning tide. Too few people paid heed to the light, agile, smallercapacity rear-engined Cooper-Climaxes sneaking up on the rails. The Tec-Mec was in good company, though, for Ferrari did not react quickly enough and Lotus, Aston Martin and Scarab blundered into the same cul-de-sac. All, ironically, have now won albeit in short historic races!

Only Ferrari, 1958 F1 Constructors’ title winner Vanwall whose tricky-handling bolides demanded the extraordinary skill of Stirling Moss and Tony Brooks to tame - and BRM, for whom Joakim Bonnier’s against-the-odds ’59 Dutch GP victory was the breakthrough the marque had craved for a decade, had any influence following Moss and Maurice Trintignant’s victories in RRC Walker Racing Team Cooper-Climaxes in the first two championship Grands Prix of ’58.

Roll-out portrait of the Tec-Mec in its definitive wrap-round cockpit form.

Photo: Matteo Panini Collection.

48 Historic grand prix cars association 2013

By the start of ’58, heralded by those startling results in Argentina and Monaco Grands Prix, Officine Alfieri Maserati’s star had waned. The factory team was on the verge of pulling-out and the embers of its long 250F legacy - highlighted

If the writing was on the wall during that momentous season, the balance of power still tipped in favour of tradition. Leaving aside the Indianapolis 500 (the USA’s blue riband race included World Championship points from 1950’60, always won by old school ‘roadsters’), the ‘pullers’ still beat the ‘pushers’ 8-2.

The pendulum swung the other way in ’59, though, when BRM and Ferrari bagged three victories to the five of Jack Brabham, Moss and Bruce McLaren in Cooper T51s. But the ‘modernists’ inflicted a dramatic 8-1 drubbing in ’60, Phil Hill (Ferrari Dino 246) delighting the tifosi by landing the final championship round win for a frontengined car in the Italian GP. But the Scuderia’s last hurrah was muted, since the British teams boycotted the Monza race for fears over safety on the banking.

Set against an increasingly visible, yet inevitable, sea change, Modenese Colotti pushed on through ’58 with the design of a ‘birdcage-style’ successor to the Maserati 250F of Omer Orsi’s regime. Colotti had learned his craft over a five-year stint at Ferrari, working with the brilliant Aurelio Lampredi, rising to head of the technical office before being courted by Colombo at Maserati. There he worked under another legend, chief engineer Dott. Ing. Giulio Alfieri, on the 250F dynasty which netted eight World Championship GP victories from ’54’57, six with Fangio plus Moss’ at Monaco and Monza in ’56. While the ‘Masers’ shared a designation, the hardware was developed, often radically, season on season. Colotti masterminded the chassis and transaxle designs, and the running gear.

When Maserati quit F1 in the summer of ’58 (following Fangio’s fourth place in the French GP at Reims in ‘2533,’ currently raced in HGPCA events by Willi Balz), Valerio set up shop nearby and continued to work on the superleggera concept car - codenamed Colotti T11 - the bones of which had been on his drawing board for a year.

The project could so easily have been stillborn, but Roman journeyman driver Giorgio Scarlatti - a Maserati 250F regular - approached Valerio with ex-works engine ‘2523,’ apparently from the exMaria Teresa de Filippis chassis, and finance to build it.

Colotti revised his plans and the Tec-Mec started to take shape around a minimalist spaceframe formed of small diameter tubes, suspended by double wishbones all round, and with transverse leaf spring superceding de Dion tube at the rear.

Pennington eagerly acquired Scarlatti’s interest, and when Colotti – who had set-up Gear Speed Developments SpA with Francis to continue his racing transmission work – was eased out, formed Tec-Mec Automobili with Tanner. This enterprise’s ‘first car’, Tec-Mec 1, was no more than an aged 250F (one of several ‘2523s’) recycled with a Chevrolet Corvette V8 engine for an Australian client.

Consoli, meanwhile, finished the F1 Tec-Mec F415 in the summer of ’59, and it looked the part – if not as deliciously curvaceous as the sleekest 250Fs when it ran for the first time, body still unpainted, at the Modena ‘aerautodromo,’ a popular venue for shaking down prototypes in Italy’s racing heartland.

By using lighter gauge tubes, and more of them cross-bracing the main longerons in critical areas, such as round the cockpit, Colotti had kept its weight down, and low. Initial estimates were around 520kgs (10.4cwt) dry, a considerable saving over the last of his piccolo Maseratis.

The Tec-Mec unpainted in its initial roll-out form displays its beautiful craftsmanship.

Photo: Matteo Panini Collection.

Feature // 2013

49

Also new were Girling disc brakes in place of the familiar large Maserati finned drums and Cooper uprights, almost certainly obtained through Stirling Moss’ fabled mechanic Alf Francis (born Alfons Kovaleski in Poland) who would later join him in business.

Former factory mechanic Giuseppe Consoli took on the job of building the car, initially in the living room of his home! Only much later was workshop space found to complete it and the rolling chassis was wheeled out for its transfer.

At seven laps, the unique Valerio Colotti-designed

Swiss motoring journalist and Maserati fanatic Hans Tanner liked what he saw, thus became involved, drawing in backing from American Gordon Pennington Jr, who had based himself in Modena’s Hotel Reale, to campaign Ferrari GT and Stanguellini Formula Junior cars in events across Europe.

Words by Marcus Pye

Tec-Mec’s Formula One World Championship career barely raised a blip on the radar. More so than many of its contemporaries, however, the

The svelte panel work of artisan Anselmo Gentilini takes shape in its initial square scuttle form in the workshop Photo: Matteo Panini Collection. of builder Giuseppe Consoli.

fundamentals of the super-light Maserati 250F Evoluzione were sound, and deserved better.

by Juan Manuel Fangio’s second and fifth title wins of 1954 and ’57 - were eked out by bit-part players in outmoded and often parsimoniously-prepared machinery.

It was too little, too late, because, all credit to those unlikely heroes at the Cooper Car Company, motor racing had moved on. The ‘rear-engined revolution’ it led had left the establishment floundering.

Studio Tecnica Meccanica’s only Grand Prix car, which finally hit the tracks half-heartedly in 1959, is a poignant case. Colotti had high hopes as he outlined it in ’57. Conceived as the ultimate extension of Maserati’s timelessly elegant, and successful, due cento cinquante effe (250F) theme, dating back to ex-Alfa Romeo and Ferrari boffin Ingegnere Gioachino Colombo’s brainchild of 1954, it bristled with bright ideas which would have worked had the F1 world stayed still.

Post-maiden test, Jean Behra gives his initial verdict to the Tec-Mec team.

Photo: Matteo Panini Collection.

Advanced as it was, against traditional practice, all front-engined machines of the late ’50s missed the technological boat on a rapidly turning tide. Too few people paid heed to the light, agile, smallercapacity rear-engined Cooper-Climaxes sneaking up on the rails. The Tec-Mec was in good company, though, for Ferrari did not react quickly enough and Lotus, Aston Martin and Scarab blundered into the same cul-de-sac. All, ironically, have now won albeit in short historic races!

Only Ferrari, 1958 F1 Constructors’ title winner Vanwall whose tricky-handling bolides demanded the extraordinary skill of Stirling Moss and Tony Brooks to tame - and BRM, for whom Joakim Bonnier’s against-the-odds ’59 Dutch GP victory was the breakthrough the marque had craved for a decade, had any influence following Moss and Maurice Trintignant’s victories in RRC Walker Racing Team Cooper-Climaxes in the first two championship Grands Prix of ’58.

Roll-out portrait of the Tec-Mec in its definitive wrap-round cockpit form.

Photo: Matteo Panini Collection.

48 Historic grand prix cars association 2013

By the start of ’58, heralded by those startling results in Argentina and Monaco Grands Prix, Officine Alfieri Maserati’s star had waned. The factory team was on the verge of pulling-out and the embers of its long 250F legacy - highlighted

If the writing was on the wall during that momentous season, the balance of power still tipped in favour of tradition. Leaving aside the Indianapolis 500 (the USA’s blue riband race included World Championship points from 1950’60, always won by old school ‘roadsters’), the ‘pullers’ still beat the ‘pushers’ 8-2.

The pendulum swung the other way in ’59, though, when BRM and Ferrari bagged three victories to the five of Jack Brabham, Moss and Bruce McLaren in Cooper T51s. But the ‘modernists’ inflicted a dramatic 8-1 drubbing in ’60, Phil Hill (Ferrari Dino 246) delighting the tifosi by landing the final championship round win for a frontengined car in the Italian GP. But the Scuderia’s last hurrah was muted, since the British teams boycotted the Monza race for fears over safety on the banking.

Set against an increasingly visible, yet inevitable, sea change, Modenese Colotti pushed on through ’58 with the design of a ‘birdcage-style’ successor to the Maserati 250F of Omer Orsi’s regime. Colotti had learned his craft over a five-year stint at Ferrari, working with the brilliant Aurelio Lampredi, rising to head of the technical office before being courted by Colombo at Maserati. There he worked under another legend, chief engineer Dott. Ing. Giulio Alfieri, on the 250F dynasty which netted eight World Championship GP victories from ’54’57, six with Fangio plus Moss’ at Monaco and Monza in ’56. While the ‘Masers’ shared a designation, the hardware was developed, often radically, season on season. Colotti masterminded the chassis and transaxle designs, and the running gear.

When Maserati quit F1 in the summer of ’58 (following Fangio’s fourth place in the French GP at Reims in ‘2533,’ currently raced in HGPCA events by Willi Balz), Valerio set up shop nearby and continued to work on the superleggera concept car - codenamed Colotti T11 - the bones of which had been on his drawing board for a year.

The project could so easily have been stillborn, but Roman journeyman driver Giorgio Scarlatti - a Maserati 250F regular - approached Valerio with ex-works engine ‘2523,’ apparently from the exMaria Teresa de Filippis chassis, and finance to build it.

Colotti revised his plans and the Tec-Mec started to take shape around a minimalist spaceframe formed of small diameter tubes, suspended by double wishbones all round, and with transverse leaf spring superceding de Dion tube at the rear.

Pennington eagerly acquired Scarlatti’s interest, and when Colotti – who had set-up Gear Speed Developments SpA with Francis to continue his racing transmission work – was eased out, formed Tec-Mec Automobili with Tanner. This enterprise’s ‘first car’, Tec-Mec 1, was no more than an aged 250F (one of several ‘2523s’) recycled with a Chevrolet Corvette V8 engine for an Australian client.

Consoli, meanwhile, finished the F1 Tec-Mec F415 in the summer of ’59, and it looked the part – if not as deliciously curvaceous as the sleekest 250Fs when it ran for the first time, body still unpainted, at the Modena ‘aerautodromo,’ a popular venue for shaking down prototypes in Italy’s racing heartland.

By using lighter gauge tubes, and more of them cross-bracing the main longerons in critical areas, such as round the cockpit, Colotti had kept its weight down, and low. Initial estimates were around 520kgs (10.4cwt) dry, a considerable saving over the last of his piccolo Maseratis.

The Tec-Mec unpainted in its initial roll-out form displays its beautiful craftsmanship.

Photo: Matteo Panini Collection.

Feature // 2013

49

EVENTS // 2009 Race Meetings Round up

JUN 5-7 JUNE: COPPA INTEREUROPA

MONZA

For only the second time in 12 years, the amazing monza track in italy was back on the hgPca schedule. steePed in motor racing history and still the venue oF the italian grand Prix, monza is an outstanding track sited in a royal Park on the outskirts oF milan.

Although teams face a long haul to get to Monza, the trip is unquestionably worthwhile for this is a place to spend a few days either side of the race weekend. The setting is unrivalled and the circuit has an aura of it's own, inspired by the passion of the local enthusiasts, the 'tifosi', over decades of Formula 1 glory.

For Lotus 18 racer Paul Smeeth, it was a memorable weekend and he was awarded the 'driver of the day' award among the rear-engined cars. ‘I knew it had to be my lucky weekend when someone at an autoroute cafe gave me the coordinates for the Monza entrance gate and we got into and out of Switzerland without having to pay any duties on the Lotus 18, although the Swiss officials tried hard,’ said Paul. ‘And little did I realise that the 18, with its delicate positive stop box, was going to keep running all weekend!

‘The first thing for a newcomer to get used to at Monza is the infuriatingly slow chicanes and the very long straights joining together the high-speed corners. Brilliant; and it suits the 18 with its powerful engine pretty well.

The early heritage of the track remains, as the original banking – too steep to stand on – can be found in places amidst the Italian families camped out for a weekend of racing nostalgia.

This is the track that has hosted the Italian Grand Prix almost every year since 1950, and it simply exudes atmosphere. Fittingly, the cars of the HGPCA era raced here extensively in period. But Monza is a punishing track, for the very speeds mean that many cars can benefit from a higher final drive ratio for this event. It is easy to over-rev an engine and do considerable damage.

The tented paddock

One for the tifosi-Ferrari Dino

08

Photo: Steve Havelock

Above/right photo: racingpics.net

The opening bout in the pair of Pre '66 races was a straight Anglo-Italian contest as Mark Piercy fended off Enrico Spaggiari in a pair of Cooper T53s. It was always close until Spaggiari's car suffered a broken exhaust, which is a crushing handicap at Monza. Tony Smith topped the front-engined cars with a fine fourth overall in his Ferrari Dino, much to the delight of the local fans. However, a late start time for Sunday's race forced Smith to miss the second race as Piercy again defeated his Italian rival.

The first race was sensational for me, dicing with Rod Jolley in his Lister Jaguar

David Bennet’s Maserati A6GCM

Photo: Kitty Chisholm

Paul Smeeth Lotus 18 leads Miles and Jolley

Richard Parnell versus Brian Horwood Photo: racingpics.net

Alan Bailiie, Cooper T71/77

Photo: racingpics.net

HISTORIC GRAND PRIX CARS ASSOCIATION // 2010

Into Monza’s setting sun, Klaus Lehr’s Maserati 4CLT leads O’Connell’s Cooper Bristol and Bennett’s A6 GCM

Photo: racingpics.net

Monzanapolis, Sid Hoole in his lovely Cooper T66 and Peter Studer in his Lotus 32,’ recalled Paul. ‘Rod would come past and then outbrake himself at a chicane and Sid would catch up and get past on the twisty bits and then I would get past on the straights. Only a second covered three of us at the finish.

It's not very often that you get the chance to race in close company with a group of safe drivers for 20 minutes. Lovely!’

Among the front-engined cars, Jolley was fittingly top dog in the car with a very special Monza history dating to the 'Race of Two Worlds' in 1958 when raced by Jack Fairman for the Ecurie Ecosse team. However, the front-engined 'driver of the day' was Brian Horwood at the wheel of his ever-immaculate Cooper Bristol. ‘I had a very good race day but the 'driver of the day' award came as a complete surprise,’ said Horwood.

132.207 Ian Nuthall’s mm Alta leads a gaggle of Coopers through Variente Ascari

Photo: racingpics.net

09

EVENTS // 2009 Race Meetings Round up

JUL 4-5 JULY : SPA SUMMER CLASSIC

SPA-FRANCORCHAMPS

there are Few suPerlatives that have not been aPPlied to sPa-FrancorchamPs, the track widely regarded as the Finest on the modern Formula 1 calendar and one that has an incredible history. heroic drives, outstanding bravery and tragedy are all woven into the Fabric oF the circuit that nestles in the ardennes mountains in belgium, not Far From the border with germany.

For many HGPCA racers, this is another absolute highlight of the racing season and a slot within the Summer Classic meeting tends to fend off some of the more unpredictable weather for which the track is famed.

Crucially, the modern day Spa track retains the character and flavour of the original, and hugely dangerous, eight-mile road circuit. It has fast, sweeping corners and significant elevation change, typified by the daunting plunge down into Eau Rouge and up out the other side through Raidillon and onto the Kemmel Straight.

To allow as many members as possible the chance to tackle this glorious track, an Arbuthnot Latham Pre '66 grid was backed up by an RM Auctions race for HGPCA Sports Cars. Due to the massive grid capacity at Spa, the sports cars were slotted in with a varied grid of historic GT cars from Germany.

Paul Grant pressing on in the Cooper Bristol

10

The two single-seater races delivered a resounding double win for John Harper in his Brabham BT4, but it was never too easy and Ian Ashley led for much of the opening race in his LDS before Harper wriggled ahead. Sid Hoole and Alan Baillie were up at the sharp end, too, but Sunday's race did not go so well for Baillie when he was one of several drivers to be caught out when the pit lane closed.

Among them was Mark Piercy, after a catalogue of dramas in testing and the first race, and his race from the back of the grid into the top five was outstanding, earning him the 'driver of the race' award for the rearengined cars.

‘Spa is probably my favourite circuit so when we arrived in 2009, having won in 2008, expectations were high,’ said Piercy.

‘Unfortunately every time I went out on track something went wrong. First of all it was the gearbox in practice and then a driveshaft in race one. So for the second race I had to start from the pit lane. It was good fun though and

Hubert Fabri enjoys the Aston Martin DB3S

Marc Valvekens, Gordini 16 leading Wulf Goetz, Richard Pilkington and Brian Horwood.

I managed to get up to third place. Big thanks must go to Sid Hoole's men for taking the gearbox out of my Cooper Monaco back at the workshop and driving it over to Spa in time for the races.’

It was also a challenging weekend for Allan Miles in his Maserati 250F, but two stirring drives from the back of the pack earned him the 'driver of the race' award for the frontengined cars.

‘We had a very difficult weekend,’ said Miles.

‘We were warming the car up before the first race when an oil pipe let go,’ he said. With a frantic rush they got the car ready, but were too late to join the grid and had to start from the pit lane. He then raced through the order to win the class. The second race was nearly a repeat performance as Allan was badly held up by a first corner incident and dropped to the tail of the field. Once again, he battled back to the class lead, revelling in the sheer thrill of racing a 250F at Spa.

All photos: racingpics.net

HISTORIC GRAND PRIX CARS ASSOCIATION // 2010

‘Spa is just the most fabulous circuit for the car. There are so many good corners and once you get to understand and trust the 250F, it is a super car to drive. In the second race I had a great battle with Hubert Fabri in the Aston Martin and he's a very, very considerate driver.

We were able to go round corners side-byside.’

In the sports car field, Peter Horsman was peerless in the Lotus 17 Prototype, with the little machine's outrageous cornering speed humbling many more powerful cars. Michael Wanty (Lotus 11) and Richard Pilkington (Maserati 300S) led the chase of Horsman.

For Charles McCabe, this was a first taste of Spa and he ended the weekend by being announced as sports car 'driver of the day'.

‘I can recall the Lotus 18 going well, but not without lots of mechanical drama from the transaxle and fuel supply,’ said McCabe.

‘On each occasion I managed to get off track at the same corner and learned the workers names and all of the gossip that they cared to share, even though I understood none of it!

‘I had much better luck with the Cooper Bobtail. I had a good start without any mayhem on turn one then moved up to Richard Pilkington's Maserati and we diced for several laps until he fell out with a mechanical problem. The race ended on that lap under full track yellows, so we will never know! It's a fabulous, historic circuit and a new venue for my collection.’

Gorgeous Maserati 3005 of Richard Pilkington lead award winner Charles McCabe

Fine portrait of Sid Hoole’s shrill Cooper T66

Anticipation builds in the Grand Prix pit lane: Klaus Lehr, 250FCM, Paul Grant, Cooper Bristol and Alan Miles, CM250F, prepare to go on track

All photos: racingpics.net

11

MEMBERSHIP Joining the hgpca From an initial, very select 75 members, the HGPCA has developed a membership that often exceeds 350. Being ‘The International Association For Owners & Drivers Of Historic Race Cars’, membership not only exists for owners, but also for enthusiasts interested in the stewardship of these fine cars from such a rich period of motor racing history.

LIFE MEMBER

Subscription Fees on application A Life Member is a founding member who has paid a Life membership subscription fee and is recognised by the Board as having made an especial contribution, entitled to all the privileges of membership, entitled to stand for election to the Board, entitled to be invited to drive in the Association events and to vote at general meetings.

FULL MEMBER

one off Joining Fee £1000: annual Subscription £500 A Full Member is an owner of an eligible Grand Prix car, entitled to all the privileges of membership, entitled to stand for election to the Board, entitled to be invited to drive in Association events and to vote at general meetings.

ORDINARY MEMBER

one off Joining Fee £1000: annual Subscription £500 An Ordinary Member is entitled to all privileges of membership, entitled to stand for election to the Board, entitled to drive in Association events but not entitled to vote at general meetings.

ASSOCIATION MEMBER

annual Subscription £200 An Association Member is entitled to receive all privileges of Membership except the rights to stand for election to the Board, to vote at general meetings or drive in association events.

SPORTS CAR MEMBER

annual Subscription £200 A Sports Car Member is a person who is the owner / driver of an eligible sports car, entitled to all the privileges of membership and to drive in Association events designated for sports cars but not entitled to stand for election to the Board or to vote at general meetings.

HONORARY MEMBER

An Honorary Member is a person who is designated by the board for a specific period, allowed to drive in Association events, but not entitled to stand for election to the Board or to vote at general meetings.

MEMBERSHIP SECRETARY

MEMBERSHIP CONTACT INFO

STella JacKSon 3.52 canterbury court Kennington park 1-3 Brixton Road london Sw9 6De

Tel / Fax +44(0)20 7785 7204 email: conTacT@hgpca.neT www.hgpca.com

EVENTS // 2009 Race Meetings Round up

Rupert Wood T43 and Paul Grant, Cooper Bristol Photo: racingpics.net

John Cooper would have loved this Surbiton duet Roger Wills T51 and Enrico Spagiari T53 in race long combat Photo: racingpics.net

JUL 24-26 JULY : SILVERSTONE CLASSIC

SILVERSTONE

Eddie McGuire ahead of Richard Pilkington Photo: Kitty Chisholm

by any measure, the 2009 edition oF the silverstone classic was a success. over the winter there had been more uPheaval on the organisational and Promotion oF the event, and hgPca racer nick wigley was now heavily involved through his goose communications comPany.

With a huge total entry of over 700 cars, the Silverstone Classic lays claim to being the biggest event of its kind on a global scale and the HGPCA was at the heart of the action with two Pre '66 races. This huge event, with two full days of racing on the excellent Silverstone Historic Grand Prix circuit, drew an overflowing HGPCA entry, and the hopefuls had to be whittled down to 44 plus 12 reserves.

Fortunately, everyone who arrived eventually got to race at least once.

The Classic ran a few weeks over 50 years from the date of the first British round of the Drivers' World Championship at Silverstone and many of the cars in the HGPCA field typified the first 15 years of the British Grand Prix.

Saturday's race was a real barnstormer; one of the best of the packed weekend. Up front, Roger Wills and Enrico Spaggiari turned in a titanic struggle in their Coopers, threewheeling around the tighter corners as they raced seldom more than a few feet apart.

Ultimately, Wills took the flag less than

a second ahead of his rival to make his commute from Russia hugely worthwhile.

The story was similar for the second race, but Wills made a late slip and spun at Stowe on the final lap, allowing Spaggiari through to victory and aggregate victory. Ian Ashley worked hard in the 1500cc LDS-Alfa Romeo to take third on aggregate from John Harper, who scythed through the field in the second race from a lowly grid position.

Glorious Aston Martin DBR4 of Hubert Fabri Photo: racingpics.net

From the rear-engined cars, US racer Roy Walzer was awarded the 'driver of the day' award for a spirited performance in his superbly presented Brabham BT11. Although Roy can only manage one or two HGPCA events each season, he is always a welcome addition to the grid. He earned the award for showing excellent pace as he battled with Alan Baillie.

Tony said that the Silverstone Historic GP track is a great place for the Dino.

'Driver of the day' among the front-engined cars was Tony Smith with another virtuoso performance in his simply beautiful Ferrari Dino. Even with one or two corners developed to suit the modern generation Grand Prix cars,

‘It's still a good flowing circuit and you can really let the Dino go. There is a real buzz from driving the car Silverstone,’ he said. ‘It is a wonderful and unique car and we had a great season with it. It is such a joy to drive.’

Steve Russell in pursuit of John Elliott Photo: Kitty Chisholm

13

2009 AWARDS // HGPCA 2009

2009 Class Results Class 1

PRE ’35 GP CARS ON LARGE WHEELS

Class 8 TASMAN, INDIANAPOLIS AND SPECIALS

1st Stephan Rettenmaier (Maserati 8CM)

Joint 1st = Alan Miles/Gerry Hann (Maserati 250F) and Hubert Fabri (Aston Martin DBR4)

Class 2

PRE ’52 GP CARS

2nd Rod Jolley (Monza Lister Jaguar) 3rd Tony Smith (Ferrari Dino)

Joint 1st = Richard Pilkington (Talbot T26) and Klaus Lehr (Maserati 4CLT) 2nd James Willis (Pierce)

Class 9

PRE ’59 GP CARS UP TO 2 LITRES 1st Nick Eden (Cooper T45)

Class 3

1.5 LITRE VOITURETTE CARS

2nd Brian Joliffe (Cooper T45) 3rd Tony Ditheridge (Cooper T45)

1st Stefan Schollwoeck (Maserati 4CM) 2nd Michael Gans (ERA) 3rd Stephan Rettenmaier (Maserati 6CM)

Class 5

Class 10

PRE ’66 GP CARS UP TO 1.5 LITRES Joint 1st = Eric Staes (Lotus 18/21)

The Chairman’s Cup

and Alan Baillie (Cooper T71/73)

Steve and Geraldine Russell

F2 CARS

2nd Ian Ashley (LDS)

1st Paul Grant (Cooper Bristol)

3rd John Elliott (Lotus 18)

Trophy for sports-cars – Barry Cannell

2nd Ian Nuthall (Alta) 3rd Brian Horwood (Cooper Bristol)

Class 6

PRE ’59 CARS

‘The Spirit of Nine Hours’

Class 11

PRE ’66 GP CARS OF NOT MORE THAN

The Aubrey Finburgh Trophy

1.5 litres fitted with a V8 engine

Klaus Lehr

1st Sidney Hoole (Cooper T66)

1st David Bennett (Maserati A6GCM)

2nd David Coplowe (Lotus 24)

The Rick Weiland Trophies

2nd Marc Valvekens (Gordini 16)

3rd Andrew Wareing (BRM P261)

Front engine – Mary Grant Rear engine – Sid Hoole

3rd Jos Koster (Maserati 250F)

Class 12

PRE ’61 GP CARS

PRE ’66 GRAND PRIX AND TASMAN CARS OF NOT MORE THAN 2.7 LITRES

1st Scotty Taylor (Cooper T45)

1st Mark Piercy (Cooper T53)

2nd Wulf Goetze (Cooper T40)

2nd John Harper (Cooper and Brabham)

The Jack Davis Trophy

3rd John Bussey (Cooper T45)

3rd Giorgio Marchi (Cooper T51 driver

Charles McCabe

Class 7

30

The Alan Putt Trophy George Fowles

FEATURE // MONACO MEMORIES

STiRliNg MoSS

MONACO MEMORIES THREE OUTSTANDING VICTORIES, INCLUDING HIS FINEST IN 1961, ENSURE THAT THE MOST GLAMOROUS CIRCUIT ON THE GRAND PRIX CALENDAR REMAINS AN ALL-TIME FAVOURITE OF SIR STIRLING MOSS OBE.

Interview: Andrew Roberts

Fangio (2) and Moss (6) lead the pack in 1955.

Photo: Mercedes-Benz archive

“

Everyone wants to win the Monaco Grand Prix, it is such an important event. The great thing about Monaco is the atmosphere, because of where it is and what it stands for, making it a very friendly meeting. Everything is very definite here; you have no run off zones and never have had. I was brought up on road racing around various towns and villages throughout Europe. Going to Monaco was top of the lot. I think from the driver’s point of view that it is one of the most satisfying races to be in.

40 second lead disapated in 1959 when Cooper’s Colotti gear box failed.

Photo: Ferret Fotographics

80th Birthday celebrations at 2000 Goodwood Revival saw Moss reunited with 1961 Monaco winner.

Photo: Andrew Roberts

31

“

FEATURE // Hurricane Man

Words: Steve Havelock

THE HURRICANE MAN TONY DITHERIDGE SOURCES AND RESTORES ICONIC WORLD WAR II FIGHTERS BUT STILL FINDS TIME TO BE ONE OF THE KEENEST HGPCA RACERS. ‘It was minus fifty degrees and I was sitting in a converted wooden goods wagon in the middle of the night in Siberia surrounded by very rough, very drunk Russian soldier types.

I was trying to keep my head down and avoid eye contact.

I kept hearing explosions which was rather worrying but it turned out that it was the resin in the pine trees freezing and blowing them apart. Another time I was in a St. Petersburg night club and at the coat check-in it was rather interesting to see all the 9mm pistols poking out of the coat pockets.’

These are not extracts from a James Bond or Indiana Jones story but the real life recollections of HGPCA member Tony Ditheridge in his quests to hunt, retrieve and ultimately preserve World War II Hawker Hurricane fighters.

Restored Hurricane 11B ‘Hurribomber’ of Peter Teichman Photo: Damien Burke / HandmadeByMachine.com

36

HISTORIC GRAND PRIX CARS ASSOCIATION // 2010

Of the 14,500-ish Hurricanes built between 1937 and 1944 just eleven are flying today, seven of which were meticulously rebuilt by Tony’s company, Hawker Restorations who are currently restoring two more. Sitting behind his red leather topped desk in his photograph and reference book laden office at a secluded private airstrip near Cambridge, Tony told me ‘There are still plenty of Hurricanes left but they are often in desolate, inaccessible places. About 3,000 were sent to Russia during the War and most are still there. There are huge lakes in Siberia which froze in the winter. Pilots in difficulty would land on them but in the Spring when the lakes thawed, the aeroplanes sank. The freezing cold fresh water and silt has preserved them very well. We pulled out a Messerschmitt ME110 and it was still covered with paint, the guns were armed, the air bottles were still full and the undercarriage still worked. Getting them out of these places is fraught with problems and then when you do, the cost of re-building Tropicalised Hurricane Mk1 V undergoing rocket trials. them is enormous.

Come, I’ll show you what I mean.’ With that, we strutted off to a large grey hangar, inside of which were the skeletal airframes of two Hurricanes and alongside, ready to be installed, a pair of enormous Rolls Royce Merlin engines.

My jaw dropped. I had always been under the impression that the Hurricane, with its doped linen covering, bolted together tubular steel frame and plywood cockpit, was a fairly simple and basic aircraft having

been more of an evolution of WWI bi-plane technology than anything new, radical and exciting like the Spitfire, with its sexy, slinky looks and all metal monocoque construction. How wrong can you be? What lay before me was an engineering marvel made up of thousands and thousands of perfectly machined components, bolted, riveted and glued together with incredible accuracy.

‘THERE ARE STILL PLENTY OF HURRICANES LEFT BUT THEY ARE OFTEN IN DESOLATE, INACCESSIBLE PLACES.’

repair, replace or ignore corroded parts. In aviation, if there is any corrosion to speak of, you have to replace. You can’t just cut a bit out and weld a new piece in.

If a Hurricane has been left outside for the last fifty years all the wood and all the steel tubes and spars will need replacing. Some of the heavy forgings may be re-usable but once you remove the corrosion, you have to have them stress analysed and approved before re-use. The saving grace is that all of the joint plates and complex brackets that hold it together are made from stainless steel and once cleaned up are Hurricane centre section emphasises airframe strength. usually perfect. There are Photo: Steve Havelock thousands of small parts that

Tony explained that the Hurricane was designed to be assembled fairly quickly by relatively low skilled people but the manufacture of the parts was very time consuming. The components for the Spitfire were easier to make but it was a far more difficult aircraft to assemble. The Hurricane was also far more tolerant to damage than the Spitfire because enemy fire would often pass straight through the fabric and tubes without exploding and any such damage could be more easily repaired in the field.

So how do you restore a Hurricane? ‘Well’ explained Tony ‘it’s not like restoring an old car when you can use personal judgment to

Tony Ditheridge Photo: Steve Havelock

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