HGPCA Yearbook

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It is a pleasure for me to introduce this the 12th edition of our HGPCA Yearbook, within which we celebrate the successes of our 2017 Racing Season and introduce the enticing prospects for the 2018 season to come. We were proud that the excellence of our 2017 racing season was recognised by Octane Magazine as Best Racing Series of the Year. In addition to the many highlights of our racing here and in Europe throughout the year we enjoyed a successful social road rally event in the North Yorkshire Moors and Dales. Prospects for the 2018 season, strongly supported by our partners at Supagard, look equally stimulating with eleven events on the calendar including the introduction of new races at the circuit Charade at Clermont-Ferrand and Copenhagen, plus a second road rally in the north of Scotland. Supporting our coverage of 2017 Events, Awards and other domestic issues in this edition of the Yearbook are three articles on a Lotus theme. This is reflected by the front cover, based on Klaus Wagger’s painting commemorating the peerless combination of Jim Clark and the Lotus 25 on their way to winning their first Drivers’ and Constructors’ World Championships 55 years ago. To add variety to the content we include a stirring account of the European travels of an Antipodean K3. We must not forget that the exciting and varied experiences that our members enjoy during the year are made possible through substantial support by our partners and friends at Supagard and through the diligent work behind the scenes at our headquarters office, led by Stella Jackson. Martin Grant Peterkin also continues to give us the benefit of his wisdom and experience of Historic race administration, contributing to the direction lead by our talented and hard working volunteer Directors. I thank you all for your invaluable contribution and wish everyone an exciting and rewarding 2018 season. Barry Cannell, Chairman

Chairman’s Message


Head Office 3.52 Canterbury Court, Kennington Park, 1-3 Brixton Road, London SW9 6DE Tel/Fax: +44(0)20 7785 7204 Email: contact@hgpca.net Web Site: www.hgpca.com President: Sir Stirling Moss Vice President: Tony Merrick Chairman: Barry Cannell Treasurer: Peter Horsman Company Secretary: Brian Horwood Administration: Stella Jackson Race/Events/Elegibility: Martin Grant Peterkin

Board Members Julian Bronson, Sir John Chisholm, John Clark OBE, Rod Jolley, Will Nuthall, Richard Parnell, Chris Wilson

Founder Members Neil Corner, Colin Crabbe, Martin Dean, Alain de Cadenet, Robs Lamplough, Patrick Lindsay, Christopher Mann, Vic Norman, Simon Phillips, Richard Pilkington, Bill Summers and Sir John Venables-Llewelyn. Thanks to the following, the HGPCA is the successful Association it is today: Paul Alexander, Richard Attwood, Martin Eyre, Brian Gilbart-Smith, Bob Gilbert CBE, Martin Grant Peterkin, Gerry Hann, Peter Hannen, John Harper, Sidney Hoole, Brian Horwood, Robin Lodge, Roger Lucas, Peter Mann, Nick Mason, Tony Merrick, Allan Miles, ‘Spike’ Milligan, Ian Nuthall, Trisha Pilkington, Ted Rollason, Kirk Rylands, Julian Sutton, Sheridan Thynne, John Ure, Paula Webb and Nick Wigley.


Publisher The Historic Grand Prix Cars Association Ltd 3.52 Canterbury Court, Kennington Park, 1-3 Brixton Road, London SW9 6DE Telephone: 0207 785 7204 Head Office Stella Jackson Telephone: 0207 785 7204 Email: stella@hgpca.net Editor Martin Eyre Assistant Editor Andrew Roberts 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 Advertising Sales Doug Howard TRMG Contributors Martin Eyre Peter Horsman Marcus Pye Andrew Roberts Photographers Jakob Ebrey Ferret Photographics Helen Gillett Jim Houlgrave Peter McFayden Simone Ott Antonio Paquete Andrew Roberts Eric Sawyer Chris Schotanus Richard Styles

Contents Chairman’s Welcome HGPCA wins top race awards



2017 Race Meetings PAGE

Silverstone VSCC Spring Start


Most Historic Czech Republic


7 8-9

Grand Prix de l’Age d’Or Dijon France


Grand Prix de France Historique Magny-Cours, France


Silverstone Classic Grand Prix Circuit


AvD Oldtimer 45th Oldtimer Grand Prix Nurburgring Germany


Zandvoort Historic Grand Prix Netherlands


Spa-Francorchamps 23rd Spa Six Hours Belgium


Estoril Classic Festival Autodromo do Estoril, Portugal


Algarve Classic Festival Portimao Portugal



2016 Awards Annual Lunch



Race Results & Annual Awards






Return of the Wanderer


Travelling with the BIRA MG K3


Classic Team Lotus


Lotus 12 : Reluctant F1 Debutante


2018 Event Calendar




Front Cover Cover artwork from the painting by acclaimed Austrian artist KLAUS WAGGER of Jim Clark’s decisive victory at Monza in his 1963 Championship year. www.klauswagger.at

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www.blayneypartnership.co.uk 01604 671714

© HGPCA 2018 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


HGPCA wins top race honours November 16, 2017 was a red-letter day for the Association. The revelation that the HGPCA had been named Race Series of the Year at the seventh annual Octane Awards – originally the International Historic Motorsport Awards – was against the odds but warmly received at a glittering dinner reception attended by the sport’s most influential people at London’s UnderGlobe. While 2017 was the HGPCA’s busiest season in terms of overseas events, it’s been no overnight success story. Almost 40 years of graft by racing and social members, an evolving steering committee, a small administrative team anchored by Martin Grant Peterkin and Stella Jackson and loyal commercial partners have built this exclusive motor club – for that is what it is – with the preservation and enjoyment of Grand Prix cars spanning five decades at its nucleus. The Association’s roots go back to the superlative Christie’sbacked Coupe du Cinquantenaire front-engined Historic car race supporting the 1979 Monaco GP, celebrating half a century since William Grover ‘Williams’ won the inaugural edition in his British Racing Green Bugatti T35B, brought the cream of the world’s racers together. Having engaged them in a sensational show it opened new dialogues. Historic Motor Racing was propelled into a new and lasting orbit. Renowned Journalist and commentator Marcus Pye who was present at Monaco and who has been an HGPCA stalwart ever since, recounts some highlights. While lucrative start money from prestigious sponsors, remained a historic racing carrot for some years the world has changed. Costs have rocketed since circuits (many in countries with transient government support but no motor sport heritage) were obliged to pay through the nose to stage F1 World Championship rounds, struggle to make a cent. The flip side is that owners still passionate about racing magnificent cars at some of the greatest circuits on the planet, do so on better surfaces, with far more expansive run-offs than in the ’80s.

‘Venues, not just the tracks, have always been vitally important to HGPCA members, where entire trips become social experiences to cherish with family and friends. Last season, events took the party faithful and welcome newcomers to the challenging former Grand Prix circuits at Dijon-Prenois, MagnyCours, Nurburgring – the AvD Oldtimer GP, at which our genial host is its co-founder Hubertus Dönhoff, who shone in a Talbot T26SS at the pioneering Monaco event in ’79 – Zandvoort and Estoril, current F1 venues Silverstone and Spa-Francorchamps, plus European classics Most and Algarve International. ‘An impressive calendar by any standards, it brought further aspirational value to those privileged to be able to celebrate the exploits of their racing heroes as custodians of their glorious and distinctive cars. For 2018 there’s a change of scenery, with races at picturesque Charade (Clermont-Ferrand), Brands Hatch, Copenhagen for the first time and Jarama, in addition to perennial favourites on a stunning programme of nine standalone events. ‘Iconic cars, peerless camaraderie, legendary ‘Red Truck’ hospitality and the best circuits form an irresistible package and priceless memories. Excitingly, as the HGPCA’s competitor demographic widens, interest in staging events continues to grow outside its traditional territories so more generations can experience a tantalising glimpse of days past, long before hybrids, halos and electric racing cars!

Supagard’s David Paterson and Terry Abbott

‘The popularity of these special events attracted some wonderful machinery, brilliantly driven by the likes of period GP driver Bruce Halford and Historic specialists Green and John Harper. As the years rolled by, however, the logistics and cost of running the earliest cars, inevitably saw them used more sparingly. Fortunately, owners of rear-engined Grand Prix and Tasman cars from the next chapter of the sport (when it still was one) such as Richard Attwood were champing at the bit to join in. Split Pre-’61 (to the end of FIA Period E) and Pre-’66 (Period F) grids are now run when possible. /5

VSCC Spring Start Silverstone National Circuit 21st - 22nd April 2017 VSCC Formula Vintage Pre-1961 and Pre-1966 Grand Prix Cars

SPRING START BLOOMS Titles may change but the Vintage Sports Car Club’s April meeting under its new race series branding Formula Vintage delivered the best possible welcome to the historic season. Preceded by the well supported HGPCA Test Day on the National Circuit with members and guests gaining valuable track time, the traditional Spring Start meeting now augmented by invited clubs in its established two-day format, saw two significant HGPCA grids of Pre-1961 and Pre-1966 cars in the packed 18-race programme.

Sam Wilson brought Sir John Chisolm’s Lotus 18 home to a fine third in the first race. Photo: Peter McFayden

Close racing from the Lotus 18 trio as Peter Horsman heads the similar mounts of Andrew Hibberd and Sam Wilson. Photo; Jim Houlgrave

First Lotus 18 win of the meeting went to Chris Middlehurst in the Charles McCabe entry. Photo: Peter McFayden

Silverstone remains at the very heart of British motor racing despite countless changes over the years to accommodate F1 requirements. Happily, Silverstone continues to honours its heritage and the various circuits remain an enduring challenge for cars and drivers to reprise the feats of yesteryear. Again for the Spring Start meeting the HGPCA entries perfectly mirrored the post-war scene, with both the Cooper and Lotus marques featuring prominently on the entry list. Practice saw Lotus 18 domination with Chris Middlehurst heading Peter Horsman, Andrew Hibberd and Sam Wilson, with Middlehurst senior in the famous Jim Clark Lotus of John Bowers fifth fastest from Barry Cannell’s interloping Brabham BT11A.

Clark memories as Andy Middlehurst in Lotus 25 R4 heads Sid Hoole in Cooper T66 F1 from Eddy Perk’s Heron F1 and Marshal Bailey in the Naylor/Wilkinson JBW F1. Photo: Peter McFayden

Driver of the Day was awarded to Andy Wills in Tony Best’s Ferrari 246 Dino BHR01.

The first pre-1966 race confirmed Chris Middlehurst’s practice pace as the white Lotus took a victorious lead at Copse from the chasing Horsman and Sam Wilson with Andrew Hibberd’s Lotus 18 completing the Lotus top four. The Cannell Brabham and Sid Hoole’s Cooper T66 F1 rounded off the top six. The second race saw Peter Horsman reprising his previous year’s win in the Lotus after Chris Middlehurst’s Charles McCabe’s Lotus retired after just four laps leaving Andrew Hibberd to pursue the rapid Horsman. Barry Cannell relishing his Brabham took a strong third podium position from Sid Hoole’s consistent Cooper. RACE MEETINGS / 7

Most Historic Grand Prix Czech Republic 12th - 14th May 2017 Pre-1961 and Pre-1966 Grand Prix Cars

MOST SATISFYING Far-flung European circuits present organisers and competitors with a host of logistical and administrative challenges but the rewards invariably repay the effort. The HGPCA weekend at the Autodrom Most in the Czech Republic broke new historic ground for this permanent road circuit of just over 2.6 miles. Post-war there was a tradition of motorcycle street racing in the city until it fell victim to safety issues but in 1983 the current track, the first permanent race facility in Czechoslovakia, was opened. Recently completely updated to FIA and FIM requirements it now provides excellent facilities for competitors and spectators alike and has met with resounding endorsement from HGPCA members and associates. The two-day format ensured two grids and ample qualifying time on this quick and challenging track.

Pulling away from the pack, Peter Horsman’s Lotus 18/21 leaves Rudi Friedrich’s Cooper T53 and a despairing field behind. Photo: Simone Ott

The pre-1961 entries included welcome appearances of Albert Streminski’s 1960 Emeryson F2/F1, the 1949 CTA of Josef Rettenmaier and John Gillett with the ex-Price Bira MG K3. The pre-1966 entry included American James King with his 1963 Brabham BT7, the Swiss Philipp Buhoffer with his Lotus 44 and Larry Kinch with the Lotus 32 Tasman of 1964. Qualifying for the pre-1961 cars saw Guillermo Fierro fastest from the Streminski Emeryson and the Klaus Lehr CM Maserati 250F while the pre-1966 grid would see the James King Brabham on pole from the Peter Horsman Lotus 18/21, with Rudi Friedrichs in the Cooper T53 and Andrew Beaumont Lotus 24 next up.

Barry Cannell’s Brabham BT11A is flanked by Andrew Beaumont’s Lotus 24 (left) and Eddy Perk’s Heron F1 (right). Photo: Simone Ott


Saturday’s racing rekindled more Modena memories, the pre-1961 race seeing Fierro’s Maserati 250F Piccolo taking the flag from Paul Grant’s Cooper-Bristol and Steve Russell’s similar Mk 2. The pre-1966 race saw James King’s Brabham left on the front row with the Horsman Lotus storming into an unassailable lead with Barry Cannell’s Brabham BT11A in vain pursuit and Rod Jolley’s Cooper T45/51 maintaining Surbiton honour. In complete contrast Sunday was wet but the pre-1961 race saw superb car control, notably from ‘rainmeister’ Paul Grant in the Cooper Bristol, ensuring that Guillermo Fierro’s conducting of the 250F had to be faultless for him to post his second victory of the weekend, with less than a second separating them. Klaus Lehr in his Cameron Millar 250F was a distant third. Pre-1966 protagonists were again led home by the Horsman/Lotus combination

but this was to be no runaway second Most victory, James King’s Brabham finishing in the closest of second places with Barry Cannell in the Brabham BT11A in the third podium position. Drivers of the Day Awards went to Paul Grant (Pre-1961) and to James King (Pre-1966).

Formula 2 Lotus 44 of Philipp Buhoffer battles Julian Bronson in Chris Wilson’s Cooper Maserati. Photo: Simone Ott

No Grid Girl ban here, as Rod Jolley looks suitably unconcerned. Photo: David Patterson

Steve Russell’s immaculately prepared and driven Cooper-Bristol Mk 2 posted a rapid third and fourth. Photo: Simone Ott

On the grid for the first of his two victories of the weekend in the Maserati 250F, Guillermo Fierro is coolly relaxed.

Totally at home in his Cooper T53, Rainer Ott posted a brace of sixth positions. Photo Simone Ott

Rainer Ott in the Cooper T53 and Eddy Perk in the Heron F1 revel in the rapid straights of the Most circuit. Photo: Simone Ott


Grand Prix de l’Age d’Or Dijon France 9th - 11th June 2017 Pre-1961 and Pre-1966 Grand Prix Cars

SPEED AND SUN While its French Grand Prix days may have passed into history, the 3.8km Dijon Prenois circuit continues to host international events and remains a popular national motorsport venue. With its elevation changes, coupled with fast sweeping corners that equally put a premium on both power and chassis performance, this a circuit that demands the best of both car and driver and has rightly become a firm favourite with HGPCA members.

Perfect GP nostalgia as Peter Horsman fleet Lotus 18/21 and Will Nuthall’s determined chase in Giorgio Marchi’s Cooper T53 thrilled Dijon. Photo: Simone Ott

Peter Auto’s excellently organized event attracted a high quality entry that would be mostly bathed in glorious Summer sunshine, in contrast to the previous year’s Autumnal chill. Sporadic but quickly vanishing rain had made its presence felt in Pre-1961 Qualifying, leaving parts of the circuit alternately wet and dry, but this failed to bother Julian Bronson in the Scarab Offenhauser who headed the Guillermo Fierro Maserati 250F, Rod Jolley’s Lister Jaguar Monzanapolis and Michel Wanty’s Lotus 16. Notable among the pre-war entry was Stephan Rettenmaier with his Maserati 8CM and a brace of MG K3s the Philippe Douchet example being driven from Switzerland and Melbourne’s John Gillett with the former Prince Bira car. Race time for the Pre-1961 entries delivered a mirror of the Qualifying positions with Julian Bronson battling to stay ahead of the Fierro 250F until a minor off-track excursion from the Modena car gave him valuable breathing space. Despite Rod Jolley’s progress being slowed by a brake problem he held off the flying Wanty Lotus 16 who in turn led home the Klaus Lehr Cameron Millar Maserati 250F from Albert Streminski’s Emeryson F2/F1. The second race saw the Bronson/Scarab combination reprising their victory, comfortably ahead of Fierro and Jolley in the 250F and Lister Jaguar with the Italian connection again to the fore with Klaus Lehr’s Maserati, the back-of-grid starting Ferrari Dino of Tony Best and the Maserati 250F of Graham Adelman rounding out the top six. Pre-1966 Qualifying saw Will Nuthall (Cooper T53) and Peter Horsman (Lotus 18/21) dramatically posting identical times with Sid Hoole (Cooper T61F1) and Barry Cannell (BT11A) next up. This perfectly set the scene for the first Pre-66 race, 10 / RACE MEETINGS

Surbiton trio of Rainer Ott (Cooper T53) and Alan Baillie (T71/73) are waved through by John Clark (T56). Photo: Simone Ott

Perfect ‘30s timewarp as Stephan Rettenmaier’s Maserati 8CM leads John Gillett’s ex-Bira MG K3 and Josef Rettenmaier’s Maserati 8CL. Photo: Helen Gillett

Albert Streminski’s Emeryson F2/F1 keeps close company with the Maserati 250F of Graham Adelman. Photo: Simone Ott

Pace a-plenty from the Chris Wilson Cooper Maserati in the hands of Steve Hart leading Michel Wanty in the Lotus 24. Photo: Simone Ott

the Horsman Lotus and Nuthall Cooper enjoying the closest of dices until the Lotus pilot took advantage of backmarkers to cement his lead. Behind the tenacious Nuthall, Sid Hoole (T66 F1) drove to a strong third place continuing what was becoming a Cooper benefit, with Mateo Tullio (T51), Rainer Ott (T53), Alan Baillie (T71/73) and John Clark (T56) all delivering Surbiton honours. Unfortunately the race was Red Flagged on the last lap when Michel Wanty’s Lotus 24 made contact with the Cooper Maserati driven by Steve Hart. The casualties from the first Pre-66 race meant a depleted grid on the Sunday with a half-dozen non-starters but the racing quality amply compensated. The Horsman/ Nuthall duel was again reignited with Lotus and Cooper reminding us of what F1 used to be, with the Chapman design prevailing at the flag. A delighted Mateo Tullio

brought his Cooper T51 home to third ahead of Rainer Ott’s T53 with the Cooper T71/73 of Alan Baillie and Philipp Buhoffer in the F2 Lotus 44. Drivers of the Day Awards went to Josef Rettenmaier (Front Engine cars) and Matteo Tullio (Rear Engine).

Dijon mustard came in the stunning form of Peter Horsman Lotus 18/21 and Will Nuthall’s Cooper T53. Photo: Simone Ott

Right: Podium battle between Guillermo Fierro Maserati 250F and Rod Jolley’s Monzanapolis. Photo: Simone Ott Far Right: Dijon doublevictor Julian Bronson with the 1960 Scarab Offenhauser.


Grand Prix de France Historique Magny-Cours, France 1st - 2nd July 2017 Pre-1961 and Pre-1966 Grand Prix Cars

RAINY DAYS After the glorious sunshine of Dijon, summer deserted the HGPCA runners at the Circuit Nevers Magny-Cours in the inaugural Grand Prix de France Historique. A longtime home of the French Grand Prix – now happily restored to F1 for 2018 – this event, the brainchild of old friend Lauren Vallery Masson, will alternate with the Monaco Historic in future years. The prospect of racing at the superb Magny-Cours circuit drew a numerically strong entry for the two combined grids. The damp conditions would prove something of an equalizer for the front-engine Pre-51 cars resulting in several competitors quietly relishing the challenges ahead. Practice however revealed the expected front-runners, with Will Nuthall (Cooper T53) heading Julian Bronson in the Scarab Offenhauser with Peter Horsman (Lotus 18/21) next up. Ian Nuthall (Alta) and Paul Grant (Cooper-Bristol) were reveling in the damp track, as were Nigel Batchelor (Kieft) and James Willis (Cooper T45). Race 1 saw Sam Wilson in John Chisolm’s Lotus 18 finding elusive grip and to take the flag from the increasingly impressive Will Nuthall with the Bronson Scarab next up and Peter Horsman’s Lotus in an

Julian Bronson threads the Scarab Offenhauser through the field, passing Eddy Perk’s Heron F1 and Stephan Rettenmaier’s Maserati 250F. Photo: Simone Ott

unaccustomed fourth. Nigel Bachelor and Paul Grant continued their mastery of the conditions to complete the top six. With Sam Wilson not taking the start of a still wet Race 2 Will Nuthall took full advantage and although Julian Bronson’s Scarab had taken the initial lead the Cooper assumed the lead a lap later. Peter Horsman’s Lotus remained in the third podium position, ahead of the Alta/Cooper-Bristol duel of Ian Nuthall and Paul Grant with Rod Jolley’s Lister Jaguar sixth. Again there were scintillating drives from the Batchelor Kieft and the Willis Cooper. Driver of the Day Awards went to Richard Pilkington (Front Engine cars) and Nick Taylor (Rear Engine).

Sam Wilson (Lotus 18) attacks the Lola Mk 4 of Mister John of B and the Andrew Beaumont Lotus 24 on his way to Race 1 victory. Photo: Simone Ott


Malcolm Cook (Brabham BT10), leads Marc Valvekens (Aston Martin DBR4/4), Lehr Klaus (Maserati 250F CM5) and Nick Taylor (Lotus 24) Photo: Simone Ott

Will Nuthall’s Cooper T53 has Peter Horsman’s Lotus 18/21 in its sights as Paul Grant’s Cooper-Bristol crosses up ahead of Nick Taylor’s Lotus 18. Photo: Simone Ott

Works Coopers recalled as Will Nuthall (10) lines up Rainer Ott (61) with Klaus Lehr in their wake. Photo: Simone Ott

Podium glory for Sam Wilson (centre), Will Nuthall (left) and Julian Bronson (right).


Silverstone Classic Silverstone Grand Prix Circuit 28th - 30th July 2017 Pre-1961 and Pre-1966 Grand Prix Cars


Historic racing at its best as the Maserati TecMec (17) and the Julian Bronson Scarab Offenhauser (30) lead off a mouthwatering grid. Photo: Jakob Ebrey

The Silverstone Classic, promoted by Goose Communications in the person of HGPCA member Nick Wigley, continues to go from strength to strength, attracting huge grids – our members alone accounting for 54 competitors – and an attendance of British Grand Prix proportions in what is a decidedly all-embracing and family-friendly celebration of classic motoring with its ever-popular open-all areas policy. Qualifying saw Sam Wilson and Will Nuthall vying for pole with the Lotus 18 edging out the Cooper T53, while hard on their heels was the Brabham BT11 duo of Barry Cannell and Jon Fairley from Rod Jolley (Cooper T51) and Julian Bronson (Scarab) setting the scene for the Pre-’66 Maserati Trophy. Sam Wilson’s Lotus scorched into a lead he would never relinquish but it would be the Fairley Brabham determinedly in pursuit that took second from Will Nuthall’s Cooper, with another strong performance from the Cannell Brabham. Nick Fennell rekindled Jim Clark memories in the Lotus 25, with the Bronson Scarab rounding out the top six. 14 / RACE MEETINGS

Hethel pairing to the fore as the Lotus 21 of Dan Collins holds off Andrew Beaumont’s Lotus 24. Photo: Jakob Ebrey

Sunday’s race had a full grid of 48 with the Wilson/Fairley battle quickly renewed, the Lotus having a momentary early advantage that the Brabham would have none of.

Mark Daniell (Cooper T45) keeps company with John Bussey (Cooper T43) and Nigel Batchelor (Kieft). Photo: Jakob Ebrey

More transatlantic flavour from the Eddie McGuire Scarab Offenhauser being chased by Tony Best’s Ferrari Dino, Allan Baillie’s Cooper T71/73 and the Chris Wilson Cooper Maserati driven by Andrew Smith. Photo: Jakob Ebrey

Jon Fairley’s jubilant win put 2017’s unhappy memories firmly back in the locker, his race-long dice with Sam Wilson one of the meeting’s highlights. Barry Cannell’s Brabham took third from the Lotus 25 of Nick Fennell while Julian Bronson’s fifth in the Scarab netted him victory in the Front Engine category. Emphasizing the grid’s huge variety, Andrew Beaumont’s sixth place Lotus 24 was followed home by the Maserati TecMec of Tony Wood and the Cooper T66 of Sid Hoole. Heavy metal as Geraint Owen’s Rumbling Kurtis heads Richard Smeeton in the South African LDS and the following Nick Taylor Lotus 18. Photo: Jakob Ebrey

Duel of the meeting were the two scintillatingly close battles between Sam Wilson and Jon Fairley in their respective Lotus 18 and Brabham BT11 mounts. Photo: Jakob Ebrey

Front engine podium with winner Julian Bronson, Tony Wood (left) and Jochain Folch (right). Photo: Jim Houlgrave

Drivers of the Day Awards went to Jon Fairley and Sam Wilson. RACE MEETINGS / 15

AvD Oldtimer 45th Oldtimer Grand Prix Nurburgring Germany 11th - 13th August 2017 Pre 61 & Pre 66

EIFEL CHALLENGE The Ring. The name that instantly conjures up incredible memories of great drivers. Of immortals Rudi Caraciola, Tazio Nuvolari and Fangio. Of the awesomely powerful Silver Arrows of Auto Union and Mercedes-Benz. Of Wagnerian myth with its darkly forbidding forests. Of ever-capricious weather through Sir Jackie Stewart’s ‘green hell’. And arguably the most challenging circuit of them all.

Maranello/Modena battle between Andy Willis (Ferrari 246 Dino BHR 01) and Guillermo Fierro (Maserati 250F) was Ring highlight. Photo; Eric Sawyer

The AvD’s 45th running of the Oldtimer Grand Prix welcomed huge grids of great cars and drivers, topped off by over 60,000 enthusiastic spectators with longterm invitees HGPCA given a significant role in this major European event. Nobody was surprised by the damp and drizzly low cloud for Qualifying but this proved no problem for stand-in driver Andy Willis in the Tony Best 246 Ferrari Dino or Joaqúin FolchRusinol (Lotus 16) and Guillermo Fierro (Maserati 250F). Impressively fourth fastest was new member Max Hilliard (Lotus 16) ahead of rain exponents Paul Grant and Rod Jolley. More clement conditions beckoned for the first race with Andy Willis in the Ferrari Dino and Guillermo Fierro’s Maserati 250F dicing wheel-to-wheel throughout, the Prancing Horse ultimately prevailing over the Trident. Despite gearbox problems the Joaqúin Folch-Rusinol Lotus 16 netted third place from Rod Jolley in the Monzanapolis Lister Jaguar. Completing the top six were the Hann family Cameron Millar Maserati 250F in the hands of regular driver Steve Hart and the rapid Paul Grant Cooper-Bristol. Disappointingly both Steve Hart’s 250F and Josef Otto Rettenmaier’s Maserati 8 CL would not start the second race but Alex Birkenstock in the Ferrari Dino 246 was some compensation. Those at the trackside saw the Folch Lotus 16 16 / RACE MEETINGS

Welcome Nurburgring appearance for the Maserati 8 CL boosted the pre-war entry. Photo; Eric Sawyer

HGPCA debutant Max Hilliard quickly got the measure of the Lotus 16 with a brace of fine drives. Photo; Eric Sawyer

take a seemingly unassailable lead from third on the grid but a jumped start and missed a drive through penalty, resulted in demotion to third place. This left race honours to Andy Willis and Guillermo Fierro for a second Maranello/Modena 1-2. Rod Jolley took fourth in the Lister Jaguar while Max Hilliard’s Lotus 16 continued a fine weekend. Marc Valverkens’ Aston Martin DBR 4 kept close company with Eddie McGuire’s Scarab Offenhauser, with consistent drives from Sid Hoole (Cooper T41), Ian Nuthall (Alta F2) and Paul Grant (Cooper-Bristol) completing the top ten.

Paul Grant with his faithful Cooper-Bristol impressed in the varying Nurburgring conditions. Photo: Eric Sawyer

Klaus Lehr in the Maserati 250F CM5 heads Paul Grant’s Cooper-Bristol, the Maserati 250F of Martin Halusa and Scotty Taylor’s Cooper T45. Photo; Eric Sawyer

Much as the packed racing programme and the huge club presence is a Nurburgring tradition, the friendly atmosphere is always infectious. The Rettenmaier family soiree on the Thursday made a welcome greeting for early arrivals while the popular return of the Hubertus Dönhoff Friday Barbecue has happily restored an HGPCA Oldtimer tradition.

Driver of the Day Award went to Max Hilliard.

Bustling opening lap was a welcome reminder of the old HGPCA variety as the Sid Hoole aluminium finish Cooper T41 heads the impressive front-engine pack. Photo: Eric Sawyer


Historic Racing & Sports Car Specialists

At the Track • On the Road • In the Showroom • In the Workshop • Parts Manufactured

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Supagard - Preserving the past, present and future of motoring Supagard’s involvement with and love of motor sport began many years ago, so when John Clark OBE invited them to become a sponsor of the Historic Grand Prix Cars Association in 2016, they were delighted to accept and have since supplied both products and advice to keep these amazing pieces of motor sport history in prime condition, so their drivers and fans can keep on enjoying them for many years to come. David Paterson, Supagard Marketing Director commented, ”Our sponsorship of the HGPCA is an excellent fit for Supagard as our unrivalled expertise in paint and interior protection technology has proven to be beneficial to both Members and the Association in preserving the legacy of these amazing cars. Our team are always thrilled to attend the events and have been made extremely welcome by everyone the enthusiasm and love for these historic cars is infectious and Supagard are privileged to be a part of it.” Founded in 1988 by Brian Quinn and John Orrick, Supagard has grown to become the UK market leader in professionally applied automotive paint and interior protection products. From their state of the art premises in Glasgow, their reputation has been built through continuous focus on ensuring their products and service are the best in an ever changing market. This has been a major contributing factor to Supagard’s popularity in the trade, particularly among vehicle manufacturers who have applied their own stringent quality assurance measures before endorsing Supagard as their products of choice.

Focus on Excellence Not content with resting on their laurels, 2018 sees the launch of a chain of Supagard Centres of Excellence across the country. These centres are specialist units employing dedicated, highly trained personnel with the experience to evaluate, treat and preserve the appearance of any car. Terry Abbott, Supagard Divisional Director

explained, “Only companies who constantly strive for excellence can find solutions to exceed normal performances and achieve outstanding results they can sustain. Our Supagard Centres of Excellence offer an unrivalled service to owners of rare, valuable, classic and exotic cars which will enhance and preserve not only the appearance of the car, but also its value.” The first step in treatment is a thorough evaluation of the general condition of the vehicle to identify any areas of paintwork which may need refinement or problems which may need remedied, such as refurbishment of alloy wheels. Once the initial evaluation has been carried out, a cost agreed and any remedial work carried out, the process of bringing the vehicle’s exterior up to top notch condition begins.

journey safer whatever the weather conditions. Your vehicle’s interior will also benefit from deep cleaning before the application of fabric and carpet protection or leather preserver. This unique protective coating prevents oil and water based soiling and dye transfer while allowing the leather to breathe and keep its natural finish and flexibility. The combination of professionally applied exterior and interior treatments will make it much quicker and easier to clean your vehicle after use and eliminates the need to wax or polish - a simple wash is all that’s required to refresh it. The end result is a pristine looking vehicle which will draw attention and admiring glances wherever it goes - not only is its appearance enhanced, it’s protected and preserved too!

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James Smyth, Supagard Technical Director summed things up, “We are confident that the superb finish of the Supagard paint and interior protection products we apply in our Centres of Excellence will ensure there is no better alternative on the market to preserve your vehicle’s appearance. We invest a great deal of time and money in our formulas and are continually making tweaks and revisions to ensure that the company stays at the cutting edge of chemical technology and continues to develop new and innovative products which can be easily applied to all vehicles. Whether it’s a historic Grand Prix car, a vintage sports car, an exotic supercar or your new family car, Supagard paint and interior protection products are guaranteed to keep it looking it’s best” Supagard personnel will be on hand at every event to provide specialist advice on caring for your car’s appearance, whatever its age or pedigree and their team will be delighted to answer any questions you may have regarding paint and interior protection or give you more information about having your car treated by their experts at a Supagard Centre of Excellence.

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Zandvoort Historic Grand Prix Netherlands 1st - 3rd September 2017 Pre 61 & Pre 66 Grand Prix Cars

DUNE MAGIC Holland’s one-time F1 ‘Circuit in the Dunes’ may be much altered since the glory days of Jim Clark with the fabulous Lotus 25 that would culminate in his successful debut of the legendary Lotus 49 in 1967. But the genuinely warm Dutch welcome assuredly continues and Zandvoort remains a favourite on the HGPCA calendar. Despite its many changes, the current circuit length of 2.67 miles remains virtually identical to the original Sammy Davis design.

1963 Zandvoort timewarp as Andy Middlehurst reprises the Jim Clark Lotus 25 R4 victory in the first HGPCA race, despite the close attentions of the following Peter Horsman and Will Nuthall. Photo: Chris Schotanus

Fittingly, Jim Clark’s Zandvoort-winning Lotus 25 R4 from his 1963 Championship year returned and Andy Middlehurst brought memories to life in Qualifying, posting second fastest to the Lotus 18/21 of Peter Horsman. Will Nuthall was third in the Cooper T53 with Barry Cannell’s Brabham BT11A fourth with Rod Jolley’s Lister Jaguar Monzanapolis and Eddy Perk’s Heron F1 completing the top six. Andy Middlehurst ensured that it would be a happy Dutch return for R4 with a superb drive to the flag, leading the Horsman Lotus home by an almost eleven second margin, with William Nuthall’s Cooper almost catching Horsman in third place. Barry Cannell’s excellent drive netted fourth place for the Brabham from Rod Jolley’s Lister Jaguar, while Sid Hoole’s Cooper T66 took sixth despite the close attentions of the Max Blees Brabham BT7A.

Surbiton/Hethel sandwich as Tony Ditheridge and Brian Jolliffe in Cooper T45s, lead Erik Staes (Lotus 18/21) and Larry Kinch (Lotus 32 Tasman). Photo: Chris Schotanus

Race two saw the resumption of the Horsman/ Middlehurst battle but this time it was the Lotus 18/21 into the Tarzan corner first and into a lead that Horsman would hold by the narrowest of margins, just 0.400s, from the Lotus 25. Will Nuthall had an unusually lonely race being followed home by Barry Cannell, Sid Hoole and Rod Jolley with Andrew Beaumont’s Lotus 18 in seventh place.

Driver of the Day Awards were made to Andy Middlehurst and Peter Horsman. 20 / RACE MEETINGS

In welcome North Sea sunshine, Peter Horsman’s Lotus 18/21 and Giorgio Marchi’s Cooper T53 piloted by Will Nuthall, lead the pursuing pack. Photo: Chris Schotanus

After qualifying ninth fastest, Andrew Beaumont brought his Lotus 18 home to a strong 7th and 8th over the Zandvoort weekend. Photo: Chris Schotanus

Sound and fury as the grid gets into its stride. Photo: Chris Schotanus

Class 2 winner Luc Brandts’ 1948 Talbot Lago Photo: Chris Schotanus

Larry Kinch in the Lotus 32 Tasman has Ian Nuthall’s Alta in the closest of company. Photo: Chris Schotanus


Spa Francorchamps 25th Six Hours 15th - 17th September 2017 Pre 61 & Pre 66 Grand Prix Cars

LOTUS BLOSSOMS Nowhere else in the world epitomises the very essence of Grand Prix racing more than the ever challenging and unpredictable Circuit de Spa Francorchamps. Even though the old long circuit with its fearsome 190mph Masta Straight has passed into history, the current twisting and hilly track layout is both undeniably fast and demanding remaining an enduring favourite with current GP, Endurance and Touring Car drivers, as well as owners and drivers of historic cars. The Six Hours of Spa that HGPCA members have supported for many years draws huge and enthusiastic crowds and has become an outstanding showcase for the burgeoning historic scene. An entry of over 40 saw a rapid Qualifying session, headed by Sam Wilson in John Chisolm’s Lotus 18 that was immediately at home in the Ardennes countryside. Next up was the former Dan Gurney Brabham BT7 of Dan King in the hands of Count

Two brilliant drives in the Lotus 18 netted Sam Wilson a coveted Spa double victory in the Ardennes. Photo: Eric Sawyer

Manfredo Rossi di Montelera, making his HGPCA debut. Peter Horsman’s Lotus 18/21 had the South African Assegai-Alfa Romeo driven by Richard Tarling for second row company with fifth and sixth-fastest Miles Griffiths in the Cooper T56 and Joaquin Folch-Rusinol’s Lotus 16 next up. Front row denizen Rossi’s Brabham had a gearboxinput shaft failure before the green flag lap that left Sam Wilson’s Lotus 18 with an unchallenged start. He would take full advantage, despite the close efforts of the Horsman Lotus, until the right rear tyre parted company with its wheel at Eau Rouge, fortunately without driver injury in the subsequent off.

Paul Griffin’s Cooper T51 heads Ian Nuthall’s Alta with Charles Nearburg’s Brabham BT11 leading the chasing pack. Photo: Eric Sawyer


Wilson’s Lotus lead stretched to 40 seconds over the Folch-Rusinol Lotus 16 at the flag with the Max Blees Brabham-Climax BT7 third from Andy Middlehurst (Lotus 25 R4) with Sid Hoole’s Cooper T66 F1 and Andrew Beaumont’s Lotus 18 completing the top six.

Surbiton duo of Brian Jolliffe (Cooper T45) and Tony Smith (Cooper T51). Photo: Eric Sawyer

Non-starters depleted the second race, with Rossi and Horsman’s now healthy cars starting from the back of the grid. For Rossi however the race ended on the formation lap while Horsman’s efforts saw him fighting for sixth until gearbox failure ended his great run. Meanwhile the Wilson Lotus 18 continued its fine run of form ahead of the superbly driven Folch-Rusinol Lotus 16,

before the Lotus 25 of Andy Middlehurst displaced the frontengine car. The Griffiths Cooper T56 took a strong fourth ahead of Sid Hoole’s Cooper T66 reprising its race one position from Tom Dark’s Cooper T51.

Eddy Perk (Heron F1) edges ahead of Miles Griffith (Cooper T56), Tom Dark (Cooper T51) and Eddie McGuire (Scarab Offenhauser). Photo: Eric Sawyer

Driver of the Day Awards were made to Joaquin Folch-Rusinol (Front Engine) and Sid Hoole (Rear Engine).

Charles Nearburg’s Brabham BT11 heads the Eddie McGuire Scarab Offenhauser, Miles Griffith in the John Clark Cooper T56 and Chris Milner’s Lotus 24 P1. Photo: Eric Sawyer


Estoril Classic Festival Autodromo do Estoril, Portugal 21st - 22nd October 2017 Pre 61 & Pre 66 Grand Prix Cars

AUTUMN VINTAGE Glorious Autumn sunshine on Portugal’s Algarve coast beckoned for the first of the HGPCA season-closer meetings, with enjoyment high on the agenda for the Estoril Classic. No stranger to the Grand Prix world having hosted F1 from 1984-1996, the excellent facilities of this purpose-built circuit coupled with the traditional Portuguese welcome made this a popular choice for HGCPA regulars and guests alike.

Joaquin Folch-Rusinol’s pole-setting and race-winning Lotus 16 holds off the pursuing Rod Jolley (Cooper T45/51). Photo: Antonio Paquete

Qualifying well on this circuit with its elevation changes, hairpin turns and the long start/finish straight puts joint premiums on pace and technique. Joaquin FolchRusinol’s Lotus 16 qualified for pole with a searing practice run that put him two seconds ahead of James King’s Brabham BT7. Sid Hoole’s impressive form continued, his Cooper T66 F1 being third fastest with Barry Cannell next up in his previously owned T51, generously loaned back by owner Tom Dark. Rod Jolley, now Cooper mounted in the T45/51 shared the grid with Julian Bronson’s Scarab Offenhauser. Raceday saw a spectacle now sadly denied to F1 audiences as four drivers were vying for outright victory. Rod Jolley’s Cooper initially led from the FolchRusinol Lotus with James King and Barry Cannell next, the race order constantly changing until the penultimate lap. As if engaged in an Olympic gold medal pursuit for the USA, James King’s rapid Brabham now demoted the Folch Lotus to second, with Barry Cannell’s loaned Brabham third from Rod Jolley’s Cooper. Sid Hoole posted another smoothly driven fifth ahead of Julian Bronson’s Scarab. Sadly some mixed-up transatlantic travel arrangements meant the weekend’s second race started without the American contingent, robbing the big crowd of James King’s defence of his previous Brabham victory. Back in his familiar Cooper mount, Barry Cannell hit the front at the start, holding his lead until the eighth lap, when the Folch Lotus 16 took the place and the result. The Cannell/Dark Cooper was second with Rod Jolley’s T45/51taking the third podium position. Max Hilliard 24 / RACE MEETINGS

Paul Griffin’s Cooper T51 has Brian Jolliffe’s Cooper T45 (47) and Franck Trouillard’s Lotus 21/24 (121) for company as the trio pull away from the rest of the field. Photo: Antonio Paquete

Tom Dark loaned Barry Cannell’s (former) Cooper T51 back to him at Estoril. Two class wins and a double podium for good measure was a much-appreciated ‘thank you’. Photo: Antonio Paquete

brought his Lotus 16 home to a strong fourth, ahead of Sid Hoole’s Cooper and Julian Bronson’s Scarab, repeating the duo’s Saturday placings.

Driver of the Day Awards were made to Tony Smith (Front Engine) and Barry Cannell (Rear Engine).

Franck Trouillard’s Lotus 21/24 (121) determinedly leads the pursuing pack. Photo: Antonio Paquete

Larry Kinch (Lotus 32 Tasman) battles with Matthew Newman’s Brabham BT14. Photo: Antonio Paquete

Eddie Perk in the Heron heads Sid Hoole’s wailing FWMV engined Cooper T66 Photo: Antonio Paquete


Algarve Classic Festival Portimao Portugal 27th - 29th October 2017 Pre 61 & Pre 66 Grand Prix Cars

ALGARVE ENCORE A welcome return to Portimao for the second leg of the HGPCA season-closer meant a final challenge for competitors at this superb purpose-built complex. The track with its elevation changes, slow and high speed turns with blind corners added to the mix, tests drivers and cars alike to the maximum. Add in the warm Autumn sunshine to the heady atmosphere of the Algarve Classic Festival and you surely have the perfect historic racing mix.

Cooper T51s in tandem as Paul Griffin (7) leads Richard Wilson (14) in a Rob Walker retrospective. Photo: Antonio Paquete.

Repeating Estoril’s performance, Joaquin FolchRusinol’s Lotus 16 comfortably qualified for pole from Richard Wilson’s Cooper T51 while Tom Dark restored to the cockpit of his Cooper T51, so ably driven by Barry Cannell the previous weekend, posted third fastest. Rod Jolley (Cooper T45/51) and Julian Bronson (Scarab Offenhauser) resumed their rivalry with Eddy Perk (Heron F1) sixth quickest. Come the race, the Folch Lotus 16 duly delivered the goods with the official timing sheets showing Eddy Perk’s Heron second with Tom Dark’s Cooper T51 third. The Bronson Scarab that had been among the front-runners suffered a punctured oil pipe, the racing continuing under the Safety Car until it was finally Red Flagged. The Cooper trio of Sid Hoole (T66), Charles Gillett (T43) and Alan Baillie (T71) completed the top six. Race 2 saw Rod Jolley’s fortunes unexpectedly changing, after his inadvertent Yellow in the previous race. Seemingly having to settle for second place in the Cooper in the wake of the Folch Lotus 16 (now recovered from a grid penalty for driving too quickly in the Safety Car period) that had stormed into the lead. But Lotus reliability problems saw a failed propshaft with two laps remaining and the victory was handed to the Cooper T45/51. Eddy Perk and the Heron took second ahead of Sid Hoole’s Cooper T66. The remaining top six finishers all Cooper-mounted were Richard Wilson (T51), Charles Gillett (T43) and Paul Griffin (T51). 26 / RACE MEETINGS

Big vistas, superb facilities and a great drivers’ circuit make Portimao an enduring favourite. Photo: Antonio Paquete

Portimao circuit layout encouraged close racing groups. Photo: Antonio Paquete

Joaquin Folch’s Lotus 16 heads Rod Jolley’s Cooper T45/51. Photo: Antonio Paquete.

Driver of the Day Awards were made to Richard Wilson and Eddy Perk.

Lotus leads as the Folch 16 eases away from Richard Wilson’s Cooper T51, Tom Dark’s similar car, Rod Jolley’s Cooper T45/51 and the supporting cast of Bronson, Gillett, and Perk. Photo: A M Paquete

Podium joy for Rod Jolley (left), Joaquin Folch (centre) and Eddy Perk (right). Photo: Leslie Perk

Carrying period Monegasque national colours the Martin Halusa Maserati 250F leads the Cameron Millar Maserati 250F with Franck Trouillard’s Lotus 21/24 watching on. Photo: Eric Sawyer


Awards Ceremony

Chairman Barry Cannell welcomes members and guests to our Annual Lunch in the Mountbatten Room at the RAC Club in Pall Mall London. All photographs: Jim Houlgrave

Classes 1, 2, 3 & 4 Arbuthnot Latham’s Chris Bland with Richard and Tricia Pilkington

Class 5: Arbuthnot Latham’s Chris Bland with Ian Nuthall, Paul Grant and Martin Eyre.

Class 6: Arbuthnot Latham’s Chris Bland with Guillermo Fierro and Jane Nuthall (for Klaus Lehr)

Class 7a: Jo Greenwood (for Tony Smith), Tony Best and Joaquin Folch


Our Annual Lunch was held again at The Royal Automobile Club in Pall Mall, founded in 1897 with the aim of encouraging the development of motoring in Britain, what more appropriate venue for the HGPCA’s annual awards ceremony and lunch.

A warm welcome awaited at The Long Bar.

Class 8: Brian Jollife, Tony Bland, Julian Bronson and Marc Valvekens

Class 9: Supagard’s Terry Abbott and David Paterson with Tony Ditheridge, Brian Jolliffe and Andy Willis for Michel Baudoin

Class 7b: Supagard’s Terry Abbott and David Paterson Brian Jolliffe (for Rod Jolley), Sam Wilson and Will Nuthall

Suitably seasonal surroundings

Barry Cannell presents the Chairman’s Cup to HGPCA Treasurer Peter Horsman

Class 7c: Supagard’s Terry Abbott and David Paterson Albert Streminski and John Bussey

Alfieri Maserati presents the Maserati Trophy to Stephan Rettenmaier

Barry Cannell presents the Jack Brabham Trophy to Brian Jolliffe (for Rod Jolley)

Brian Gilbart-Smith presents John Bussey with the Alan Putt Trophy.

Arbuthnot Latham’s Chris Bland presents the Spirit of the Season trophy to Ian Nuthall.


Yearbook: 2017 Race Results Silverstone VSCC Spring Start 21st - 23rd April Overall Winner: Peter Horsman (Lotus 18/21) Class Winners: John Bussey (Cooper T43), Tony Ditheridge (Cooper T45), Eddy Perk (Heron), Sid Hoole (Cooper T66), Peter Horsman (Lotus 18/21), Andy Willis (Ferrari Dino) Driver of the Day: Andy Willis

Most Historic Grand Prix Czech Republic 12th - 14th May Front Engine Race: Overall Winner: Guillermo Fierro (Maserati 250F) Class Winners: John Gillett (MG K3), Stephan Rettenmaier (Maserati 6CM), Paul Grant (Cooper Bristol), Guillermo Fierro (Maserati 250F), John Bussey (Cooper T43) Driver of the Day: Paul Grant Rear Engine Race: Overall Winner: Peter Horsman (Lotus 18/21) Class Winners: Rod Jolley (Cooper T45/1), Julian Bronson (Cooper Maserati T51), Eddy Perk (Heron), James King (Brabham BT7), Peter Horsman (Lotus 18/21) Driver of the Day: James King

Grand Prix de l’Age d’Or, Dijon, France 9th - 11th June Front Engine Race: Overall Winner: Julian Bronson (Scarab) Class Winners: Stephan Rettenmaier (Maserati 8CM), Josef Rettenmaier (Maserati 8CL), Ian Nuthall (Alta), Guillermo Fierro (Maserati 250F), Tony Best (Ferrari Dino), Albert Streminski (Emeryson), Julian Bronson (Scarab) Driver of the Day: Josef Rettenmaier Rear Engine Race: Overall Winner: Peter Horsman (Lotus 18/21) Class Winners: William Nuthall (driving Giorgio Marchi’s Cooper T53), Tony Ditheridge (Cooper T45), Alan Baillie (Cooper T71/73), Peter Horsman (Lotus 18/21) Driver of the Day: Matteo Tullio

Grand Prix de France Historique 1st - 2nd July Overall Winner: William Nuthall (driving Giorgio Marchi’s Cooper T53) Front Engine Winner: Julian Bronson (Scarab) Class Winners: Richard Pilkington (driving Tania Pilkington’s Talbot), Ian Nuthall (Alta), Klaus Lehr (Maserati 250F), Julian Bronson (Scarab), William Nuthall (driving Giiorgio Marchi’s Cooper T53), Scotty Taylor (Cooper T45), James Willis (Cooper T45), Nick Taylor (Lotus 18), Andrew Beaumont (Lotus 24), Peter Horsman (Lotus 18/21) Drivers of the Day: Front Engine: Richard Pilkington, Rear Engine: Nick Taylor

Silverstone Classic 28th - 30th July Overall Winner: Jon Fairley (Brabham BT11/19) Front Engine Winner: Julian Bronson (Scarab) Class Winners: Paul Grant (Cooper Bristol), Klaus Lehr (Maserati 250F), Tony Wood (Maserati TecMec), Julian Bronson (Scarab), Sam Wilson (driving John Chisholm’s Lotus 18), John Bussey (Cooper T43), Charles Gillett (Cooper 30 / RACE RESULTS 2017

T43), Dan Collins (Lotus 21), Nick Fennell (Lotus 25), Jon Fairley (Brabham BT11/19) Drivers of the Day: Jon Fairley and Sam Wilson

Oldtimer Grand Prix 11th - 13th August Overall Winner: Andy Willis (driving Tony Best’s Ferrari Dino) Class Winners: John Gillett (MG K3), Richard Wilson (Talbot), Ian Nuthall (Alta), Guillermo Fierro (Maserati 250F), Andy Willis (driving Tony Best’s Ferrari Dino), Sid Hoole (Cooper T41), Rod Jolley (Lister Jaguar) Driver of the Day: Max Hilliard (Lotus 16)

Zandvoort Historic Grand Prix 1st - 3rd September Overall Winner: Peter Horsman (Lotus 18/21) Front Engine Winner: Marc Valvekens (Aston Martin DBR4) Class Winners: Luc Brandts (Talbot), Ian Nuthall (Alta), Marc Valvekens (Aston Martin DBR4), William Nuthall (driving Giorgio Marchi’s Cooper T53), John Bussey (Cooper T43), Brian Jolliffe (Cooper T45), Eddy Perk (Heron), Andy Middlehurst (driving John Bowers’ Lotus 25), Peter Horsman (Lotus 18/21) Drivers of the Day: Peter Horsman and Andy Middlehurst

Spa Six Hours 15th - 17th September Overall Winner: Sam Wilson (driving John Chisholm’s Lotus 18) Front Engine Winner: Joaquin Folch Rusinol (Lotus 16) Class Winners: Klaus Lehr (Talbot), Paul Grant (Cooper Bristol), Steve Hart (driving the Hann Family Maserati 250F), Joaquin Folch Rusinol (Lotus 16), Julian Bronson (Scarab), Sam Wilson (driving John Chisholm’s Lotus 18), Scotty Taylor (Cooper T45), Brian Jolliffe (Cooper T45), Miles Griffiths (driving John Clark’s Cooper T56), Andy Middlehurst (driving John Bowers Lotus 25), Andrew Beaumont (Lotus 18) Driver of the Day: Front Engine: Joaquin Folch Rusinol, Rear Engine: Sid Hoole

Estoril Classic 21st - 22nd October Overall Winner: Joaquin Folch Rusinol (Lotus 16) Class Winners: Stephan Rettenmaier (Alfa Romeo P3), Paul Grant (Cooper Bristol), Joaquin Folch Rusinol (Lotus 16), Julian Bronson (Scarab), Barry Cannell (driving Tom Dark’s Cooper T51), Scotty Taylor (Cooper T45), Charles Gillett (Cooper T43), Alan Baillie (Cooper T71/73), Sid Hoole (Cooper T66), Larry Kinch (Lotus 32) Driver of the Day: Front Engine: Tony Smith, Rear Engine: Barry Cannell

Algarve Classic Festival 27th - 29th October Overall Winner: Rod Jolley (Cooper T45/51) Front Engine Winner: Paul Grant (Cooper Bristol) Class Winners: Paul Grant (Cooper Bristol), Martin Halusa (Maserati 250F), Joaquin Folch Rusinol (Lotus 16), Rod Jolley (Cooper T45/51), Scotty Taylor (Cooper T45), Charles Gillett (Cooper T43), Eddy Perk (Heron), Sid Hoole (Cooper T66) Larry Kinch (Lotus 32) Drivers of the Day: Richard Wilson and Eddy Perk


Class 5 – 1952/53 2 litre Grand Prix cars

Class 7c - Pre 1961 Formula 2 cars of not more than 1.5 litres



Class 6 – 1954-58 Grand Prix cars on 16” wheels

Class 9 - Pre 1961 Grand Prix/Formula 2 cars of not more than 2 litres



Class 7a – Pre 1961 front engine Grand Prix cars on 15” wheels

Class 10 - Pre 1966 1.5 litre 4 cylinder Formula 1 cars



Class 8 – Formula Libre, Indianapolis & Intercontinental cars

Class 11- Pre 1966 1.5 litre multi-cylinder Formula 1 cars



Rear Engine Cars Class 7b - Pre 1961 Grand Prix cars on 15” wheels

Class 12 - Pre 1966 Tasman and Intercontinental 4 cylinder cars of not more than 2.7 litres



Alan Putt Trophy

Chairman’s Cup



Maserati Trophy

Arbuthnot Latham ‘Spirit of the Season’ Trophy


Jack Brabham Trophy



Return of the


Photo: Michael Turner

Peter Horsman’s Lotus 18/21 is one of the most consistent HGPCA front-runners with a fascinating Antipodean back-story.

Aintree’s final British Grand Prix start in 1962. Tony Shelly’s Lotus extreme (right) has a perfect view, as the Union Flag is poised.

Tony Shelly, Grand Prix driver in Britain, Australia and New Zealand with the Lotus 18/21. Photo: Ferret Fotographics

Peter Horsman tells of its life and times: ‘This is about my car, a 1962 Lotus 18/21. Unlike some of the cars owned by our members, I think it’s quite an unremarkable little car. Neither Jimmy Clark nor Stirling Moss drove it in period. In fact, it wasn’t even constructed by Lotus; John Dalton had a box of new bits supplied by Lotus, probably as a tax scam, which were put together with a four-pot FPF Coventry Climax by Tim Parnell, for the New Zealander, Tony Shelly, to drive in the 1962 race season, the second year of the 1.5 litre formula. ‘But honestly realising that he wasn’t as good a driver as the likes of Clark or our President, Tony had just that single season in Europe, including a retirement in the 1962 British Grand Prix, the last to be run at Aintree. At the end of 1962 he returned to New Zealand with the car. Here he installed a 2.5 litre engine to race the Lotus in (what became known as) LOTUS FEATURE / 33

So far we have established that the car is unremarkable, but that hasn’t stopped it from being remarkable to me as I have been most fortunate in being able to piece together its history. That I have been able to do this is entirely down to the enthusiasm and generosity of various Kiwi folk. ‘Firstly, the late David McKinney, a well-known Kiwi historic racing enthusiast and historian, who wrote a pretty definitive book on the Maserati 250F, volunteered to put together a complete racing history of my car which he remembered well, being raced by Shelly and subsequent owners. Not only did he put together a comprehensive list of all its European and ‘Tasman’ races, he also detailed its history post April 1966 when, under the subsequent ownership of John Riley, the monoposto was converted to sports racer form which was not unusual at the time. In this guise, it was powered by various engines (the 2.5 Climax ‘Gemco-Lotus’, then a V8 Oldsmobile “Gemco-Olds’, then Ford engines of various kinds) under the ownerships of Gary Peterson, Charles Conway and Gary McCrystal, until its last race in October 1979 with Alan Johnson at the North Island circuit, Manfeild. ‘It resurfaced as New Zealander Gray Mathias bought it and embarked upon its restoration to its 1962 state. It was from Gray that Ted Rollason bought the car, brought it to the UK in 2000 and sold it to Brian Horwood who raced it until I bought it from him in 2007. Incidentally I did spot an eBay ad for the Gemco, in rather a sorry state, a 34 / LOTUS FEATURE

John Dalton had a box of new bits supplied by Lotus … put together with a four-pot FPF Coventry Climax by Tim Parnell.

the ‘Tasman Series’ in 1963 and in subsequent seasons. Coincidentally, Tony Shelly had started out racing Morgans, just as I did. His father was a successful garage owner and in time Tony was as well, holding the agencies for Mazda and BMW in Honolulu. He died in 1998, aged just 61.

few years back but happily it said that it was on a replica chassis. ‘And then a guy called John Ellacott sought me out at the 2010 Silverstone Classic. John, a Kiwi, over from New Zealand for the meeting, he said that he well remembered the car racing there (NZ) and asked my address so he could send me a period photo. I thought nothing of it until, several months later, there was a thud as a small parcel landed through my letterbox. Not only were

there a few photographs in the parcel which I didn’t previously have, but also a 1963 Australian Grand Prix programme where the Shelly Lotus was entered and finished a fine 7th, together with a CD of the TV recording of the race with commentary by Stirling Moss, who then of course was recuperating from his 1962 Goodwood accident. Just a month previous, Shelly had given notice of intent, driving superbly in the New Zealand Grand Prix, qualifying 7th and was lying in fourth place on lap 62 out of 75 when the Climax bearings frustratingly failed. ‘I was aware that the car had been painted by the well-known motor racing artist Michael Turner. He refers to his commission by Shelly in his book (The Motorsport Art of Michael Turner), where he provides an anecdote or two in relation to his trip to the 1962 Oulton Park Gold Cup race where Tony was to finish fifth. What I was not aware of was the fact that Michael lives about three miles from me, so I towed my car

Tony Shelly and the Lotus 18/21 through Goodwood’s Madgwick Corner in April 1962, a moment brilliantly captured in Michael Turner’s evocative painting.

to his house where it reignited many happy memories of his commission from Shelly. He searched out another painting he made of the car, at the April 1962 Goodwood meeting, and I now have Giclée prints of those two paintings captioned and signed by Michael on the walls of my snug at home. He also recounted that he was after an unusual shot of the start of the 1962 British GP held at Aintree and so positioned himself at the rear of the grid to show the start from that angle. He shot off a few Kodachrome slides. This was great for me, because

Racing archeology! Panels and original race number from the Lotus 18/21’s final monoposto appearance at Pukekohe in April 1966.

world he was. The response was that he lived in Christchurch, the moulds were in relation to a ‘genuine F1 car raced in period by Tony Shelly’ and a period photo of him racing the car was attached. ‘Well’, I responded, ‘I own that car’ and so a series of emails followed. And what came out was that he thought he had some body and chassis bits from the car in his loft. A set of photos duly were emailed through and one in particular took my breath away. It was a side panel of the car painted candy apple red with a period Shell sticker and a race number ’17’. From the work David McKinney had done, I knew that my car’s last race as a monoposto prior to being converted to a sports racer was at Pukekohe on 23 April 1966. I knew that its colour was candy apple red and that its race number was 17. Quite extraordinary that these items have survived. Mark said that even if I didn’t want the moulds, he’d send me those body and

1963 Australian Grand Prix at Warwick Farm won by Jack Brabham saw Tony Shelly and the Lotus 18/21 finishing a strong 7th.

the rear of the grid was precisely the position Tony was starting his race, and I have a lovely shot of this from which one can see my car getting away and also make out the pole man Innes Ireland raising his hand as he had gear selection issues in his Lotus 21 on the warm-up lap. Michael usually attends the April VSCC Silverstone meeting and we always have a chat then. ‘Being rather sad, and I suspect bored, in 2014, I was idly Googling ‘Lotus 18/21’ when I came across an undated advert for Lotus 18/21 body moulds for sale. I thought this was unusual and, since there was an e-mail address, I loosed one off asking if they were still for sale and, amazingly, got the response ‘yes’ from a Mark Roberts. I asked about the moulds since only a few 18/21s were produced and also whereabouts in the

Classic lines of the Lotus 18/21 emphasised at speed at Oulton Park in 1962. Photo: Ferret Fotographics LOTUS FEATURE / 35


A pensive Tony Shelly and the Lotus 18/21 on the 1962 Goodwood grid, a cameo that would be recreated decades later.

Photo: Ferret Fotographics

‘So, to date, that’s it. Over the past ten years, thanks in no small measure to kind New Zealanders, my unremarkable car has provided me with considerable enjoyment both on the track and, as you may now see, off the track as well. Long may we enjoy our cars, remarkable or not!’

chassis bits in any event (‘they belong with the car’) and so I bought the moulds as well. They all now are with me. ‘The final piece of the story (so far!) is that Gray Mathias, the Kiwi restorer of the car, contacted me recently and sent me another bundle of stuff including period articles and the car’s New Zealand registration documents, relating that its road registration plate (as a single seater!!) was CY5987.

Opposite locking out of Lodge Corner in the 1962 Oulton Park Gold Cup, immortalised in Michael Turner’s painting.

Dijon 2017 - still racing competitively in Peter Horsman’s hands. Photo: Simone Ott LOTUS FEATURE / 37

Legendary racing drivers, World Rally Champions and record crowds gathered at this year’s Race Retro, powered by Motor Sport, with 23,100 attendees over the three-days, a ten-per-cent increase on 2017. Hall of Fame inductee Brian Redman was amongst the many guests at Stoneleigh Park, along with rally driver Miki Biasion, who was celebrating 30 years since his first WRC win. Both shared stories from their careers and signed hundreds of autographs for adoring fans. Other famous motoring names attending included Jimmy and Alister McRae, triple BTCC Champion Matt Neal, Jaguar test driver Norman Dewis, F1 designers John Barnard and Frank Dernie, Moto GP racer turned pundit Steve Parrish, and Rally drivers Rosemary Smith, Bron Burrell, and Tony Mason. The Motor Sport Hall of Fame Live brought together a mix of rarely seen racing and rally cars including the McLaren M14a, Dan Gurney’s last Formula One car, and a tribute to 40 years of ground effects with a display including the Lotus 79, Williams FW07, a Porsche 956, and a freshly restored Chevron B48 that had not been seen for over 30 years. There was also tributes to 30 years of Jaguar’s success at Le Mans with the winning XKR9, and four cars from Prodrive to encapsulate the career of Hall of Fame inductee David Richards. From rallying, the Miki Biasion inspired line-up including the Lancia 037, Ford Sierra Sapphire Cosworth and Lancia Delta Intergrale he drove in period. Rallying with Group B delivered ‘the best rally stage ever’ at Race Retro according to former rally champion Russell Brookes as around 80 cars, including over 20 from the Group B era, provided spectators with thrill after thrill on the bespoke stage, which had a new layout for 2018 which allowed more cars to run at the same time. Back in the halls, Silverstone Auctions had two sales over the weekend with a Competition Car Sale and Classic Car Sale, giving a combined figure of 67.3% sales rate and £3,581,974 total sales. The next Race Retro will be held on 22-24 February 2019. For the latest updates as well as all the highlights from 2018’s event, visit www.raceretro.com


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01/12/2016 13:21

Epic progress adds HGPCA highlights By Andrew Roberts

Back on the reinstated Brooklands Finishing Straight the Prince Bira MG K3 gives John and Helen Gillett a memorable taste of 1935. Photo: Allan Winn/Brooklands Museum

MG K3030 is the penultimate car of the K3 production run and arguably one of the most complete and original survivors. Built as a Mille Miglia entry that never materialised, it was acquired by Prince Chula of Siam for his cousin ‘B. Bira’ to race. Painted in the Royal Family’s pale blue horse racing colours with the famous ‘White Mouse’ racing stable motif, the K3’s British career took in both the Brooklands and Donington tracks in 1935/6, only ending with the acquisition of the famous ERA, ‘Romulus’. Sold on down-under, the K3 was entered for the 1936 Centenary Grand Prix of South Australia, and now became an Australian Grand Prix regular, appearing in the 1937, ’38 and ’39 races and post-war the 1950, ’53 and ’55 events. Highlights include second in 1938 and third in 1953, the first FIA race in Australia, with the 1955 event completing an incredible 20 years of international competition and a seven-GP career. In 1988 in the hands of longtime custodian the late

Philip Bradey, the K3 participated in a unique Motor Festival in Bangkok, Thailand, celebrating Bira’s racing life. In 1994 two MG K3s were invited to the Mille Miglia retrospective, with the Bira car finally making the Brescia start – 59 years late – in company with the Birkin ‘hare’ from the victorious 1933 event. Both cars were driven down to Italy following preparation in the UK, successfully completing the thousand miles before being driven back to England and a full event season. In 2009 John and Helen Gillett assumed the custodianship of this significant MG K3, intent on adding to its illustrious history. The world is ever shrinking and nowhere more so than in the historic racing arena. Cars moving from one continent to another are not that unusual these days and even freighting significant cars for just a single event is hardly uncommon. But to uplift a car from the other side of the world and plan the most ambitious of competition and travel schedules in both the UK and Europe for two seasons – and possibly even a third – is both unique and challenging. Bira MG K3 / 43

The HGPCA race at Dijon saw two MG K3s with the Bira car (K3030) joined by (K3026) that had been driven from Switzerland by owner Philippe Douchet. Photo: David Ogg

That gauntlet has been wholeheartedly seized by welcome visitors John and Helen Gillett of Melbourne, Victoria, who have brought their ex-Prince Bira MG K3 from its longtime Australian home back to the UK for only its third appearance on native soil, the last much-recalled visit having been in 1994. The K3 was understandably tired after its long career since it left the M.G. Car Company at Abingdon in 1934. Recognising that reliability a long way from home would be key for its Northern Hemisphere venture, John Gillett set to and ensured that once again the MG would be prepared to the most exacting standards. He recalls that almost everything required attention, starting with safety items, electrics and drive line items.

By the time the Gillett equipe landed in England in 2016 an outline programme had been established. Links with the Triple M Register of the MG Car Club and the Vintage Sports Car Club had firmed up a range of events that were ‘musts’ and where the Bira K3 would be the most welcome of guests.

With MG’s successful 1930’s road racing exploits foremost in the memory, the Emerald Isle beckoned as a launch foray. The K3 did not disappoint with a third place at Ulster’s Cultra Hill Climb, suitably enhanced by traditional Irish hospitality. Next a much-anticipated highlight was taking the K3 back to a Brooklands much changed from Bira’s final race entry in the 1936 Whitsun Meeting. Here in the VSCC Double 12 the Bira car was again competing, but sadly only in the Driving Tests although a Concours third place compensated. The famous hill climb of Shelsley Walsh followed with the K3 impressing with a Class second, the precursor of its next outing and Class victory at Prescott. The long haul to Pembrey in South Wales was taken in the K3’s stride but any end-of-season blues were quickly dispelled by the offer of Brooklands Museum Director Allan Winn to house the Bira car as an exhibit over the winter, prior to what would be a memorable 2017 season. Adding to the season’s successes the K3 was placed 7th in the Triple M Register

But significantly, the car still has all its major original components including chassis, engine, magneto, gearbox, supercharger, gearbox, steering, axles, wheels and brake drums. The body, which retains its original panels, is unrestored. Hill climbing at Prescott, a favourite of John Gillett and the MG K3. Photo: Dennis Rushton 44 / Bira MG K3

describes driving the K3 as ‘pure pleasure… on the open road the car sings.’ Prince Bira would surely have approved.

Exalted company at Brooklands Museum as the Bira MG K3 shares display space with the Record-breaking Napier Railton and a delighted John and Helen Gillett. Photo: Allan Winn/Brooklands Museum

Car of the Year Award and 5th in the Speed Championship. For 2017 the horizons were expanding. First, HGPCA warmly welcomed the Gillett equipe and the K3 as a genuine Grand Prix competitor and a fitting contrast to its pre-war Italian rivals. The Association’s events were now open to the K3, with participation at Most in the Czech Republic, at Dijon – where the Pre-1961 race saw the K3 opposition including the contemporary Maserati 8CM and 8CL – and at the legendary Nurburgring. The French tricolor also drew the K3 to the Circuit des Remparts, Angoulême, for historic street racing as well as the Bugatti Rally. One of the classic Swiss Hill Climbs is the long and challenging OllonVillars, formerly in the European Hillclimb Championship, where the supercharged K3 was given its head, in complete contrast to the relatively shorter Prescott and Shelsley Walsh to which it would return, but not before participation in the Amilcar Club of Switzerland Rally. The UK certainly saw the Bira car at its best throughout

the year. The MGCC Triple-M Register field, including K3030, for the tworace Mary Harris Trophy at Brands Hatch was at an all-time high and the K3 then tackled the ‘mini-Nurburgring’ of Cadwell Park. In between times there was the MG MMM Summer Gathering, a host of events and hundreds of K3 road miles in the UK, France, Italy and Switzerland. John

The undoubted 2017 highlight was the reinstatement of the Brooklands Finishing Straight. Now the original view is restored, thanks to what might well have been considered as ‘Mission Impossible’, namely the painstaking removal (and reconstruction) of the Grade 2 Listed Bellman hangar that reveals the Finishing Straight, unseen since 1940. This is the first part of the £8.1m Heritage Lottery-funded Brooklands Aircraft Factory and Race Track Revival Project and in the old traditions of the Track its completion was celebrated in style. This was the actual anniversary of the opening in 1907 so what better than to reprise the events of 110 years ago with a cavalcade of vehicles and then a proper demonstration on the reopened Finishing Straight with nothing held back? So here were shatteringly loud, and smoking Brooklands giants back where they truly belonged. To see a quartet of Delage GP cars that had

Racing at Brands Hatch in the Mary Harris Trophy with John Gillett and the MG K3 leading contemporary opposition. Photo: S. Broch. Bira MG K3 / 45

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triumphantly raced here in 1927, the Land Speed Record car from the same manufacturer, the PaceyHassan Special, the 27-litre ‘Babs’, the John Cobb Napier Railton, long-static museum cars coming alive again, among them the Bira MG K3, was to witness a unique spectacle. The previous two seasons have provided a host of new experiences and new friendships for both car and custodians. As John says, ‘The Triple-M movement, HGPCA and the VSCC pay great attention to the social side of our passion, making the

Unique Bira history reunited at Brooklands Museum Aviation Day with MG K3030, Maserati OSCA and the Slingsby Gull Glider. Photo: Allan Winn/Brooklands Museum.

Fun times at the Nurburgring as Helen Gillett, Rod Jolley and John Gillett celebrate. Photos: John and Helen Gillett

events pleasurable occasions for wives, partners, family and friends. We have the benefit of this friendship and lots of activities at and between race meetings. It is easy to see why these organisations are successful when visitors are treated so warmly.’ Adds John Gillett, ‘Significantly the K3 showed it is competitive with its peers through class wins at VSCC Prescott in August 2017, and MAC/ VSCC Shelsley Walsh in July 2017, and a class win in “Class 1” at the Nurburgring Oldtimer GP in August 2017, in the HGPCA pre 1961 race.’

Racing at the Most Historic Grand Prix, Czech Republic, a first for HGPCA and the Bira MG K3. Photo: David Ogg

There is the strong likelihood of a third European season in 2018, the K3 having been a further guest of Brooklands Museum through the Winter months, thanks to the good offices of Allan Winn. The opportunity to compete with and see this historic MG Magnette and meet its delightful custodians is certainly one not to be missed.

The Brooklands Paddock just prior to the opening of the reinstated Finishing Straight. Photo: Andrew Roberts. Bira MG K3 / 47

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Pride and Privilege:

25 Years of Classic Team Lotus Words by Marcus Pye Images by Richard Styles

For Lotus fans, 2018 is hugely significant. Sixty years ago on May 18, 1958, Colin Chapman’s ambitious little enterprise from north London arrived at motor racing’s pinnacle, making its Formula 1 World Championship debut with a pair of Type 12s in the Monaco Grand Prix. Cliff Allison was classified a distant sixth, but a remarkable fourth at Spa a month later netted Team Lotus’ first points. It was on the streets of Monte Carlo in 1960, that [HGPCA President] Stirling Moss landed the marque’s maiden GP victory. Despite being forced to withdraw from what was a very different high finance-centric F1 at the end of the 1994 season through lack of commercial sponsorship, the hallowed manufacturer’s record speaks for itself. Although Mercedes will inevitably overhaul Lotus this year, it remains fourth on the all-time roll of honour with 79 wins over three distinct eras. Of these, 74 were notched by the Chapman family’s Team Lotus works effort, the other five – the first four by Moss, the other by Jo Siffert at Brands Hatch in 1968 – in the dark blue and white Scottish colours of legendary private entrant Rob Walker. In 1993, as the sun began to set on cash-strapped Team Lotus – which had won F1 drivers’ crowns with Jim Clark (1963 and ’65), Graham Hill (’68), Jochen Rindt (1970), Emerson Fittipaldi (’72) and Mario Andretti (’78), plus seven constructors’ titles, yet not added

Clive Chapman – 25 years celebrating the achievements of Team Lotus.

to its race tally since ’87 – a new force in Historic racing emerged to perpetuate its history and heritage with the creation, by Chapman’s son Clive and associates, of Classic Team Lotus. This year CTL celebrates its 25th anniversary with the opening of a bespoke state-of-the-art preparation facility opposite the [long unrelated] Lotus Cars factory at Hethel, to which Chapman Sr had relocated his burgeoning empire in 1966. With former ‘Team’ personnel Bob Dance, Chris Dinnage and Nick Yallop working alongside Clive at its core, and mentoring new generations of mechanics on a dedicated staff running customers’ cars and others from the Chapman family’s collection, it’s a familiar presence in HGPCA and 3-litre F1 [FIA Masters] winners’ circles as it is at Monaco and Goodwood.


Despite his father’s manifold achievements with Lotus from its foundation in 1952, joining the firm whose customers has racked-up countless racing successes in nimble small-capacity sportscars, then Formula Junior single-seaters, through its formative decade was not something Clive, 55, was pre-destined to do. “My earliest memories of it were of going to the Lotus Cars factory on Saturdays now and again with dad. I’d play a game with my sisters, dialling the phone extensions then seeing who could get to the ringing one first. “I can’t remember dad doing it, but apparently if he found junk on anybody’s desk he used to put his arm across it and sweep it off. He detested clutter, which is what led him to putting angled window sills in at Ketteringham Hall. He was known as being cunning.

“I don’t really remember the 1500cc F1 cars, but having moved to Norfolk in ’66 I certainly went in to the factory as a six-year-old, at the beginning of the DFV era. There’s pictures of me at Silverstone in ’69 wearing some adorable Firestone overalls. I don’t particularly recall being there, but vividly remember being at Brands Hatch in ’70 when Jochen [Rindt] won. Everyone was expecting [Jack] Brabham to come through Clearways but he ran out of fuel [on the last lap]. “Emerson [Fittipaldi] picking me up from school one day – I don’t think it was in a Lotus – was pretty cool. I went to quite a lot of races when I was 15 and 16 with Gunnar [Nilsson] and Mario [Andretti], then Ronnie [Peterson] and Mario. Sitting in the motorhome for debriefs, I thought I was in the most exciting place in the universe, but I hadn’t really thought of joining up at that stage. “I studied mechanical engineering at UCL – dad couldn’t quite manage mechanical, he did civil – then accountancy. I did get involved with the F1 team for two or three years, at a difficult time. My father dying in 1982 was fundamental [to that], but mum decided to carry on with Team Lotus, which had always been separate from Lotus Cars. That was taken on by others. “Peter Warr and Fred Bushell carried Team Lotus on really, together with [designer] Gerard Ducarouge and Ayrton Senna coming on board. Elio [de Angelis] had remained very loyal to the team and most of the mechanics staying was key, because they all wanted to win again, which was incredible. Just keeping going was an amazing achievement really, then things started to get pretty difficult. As a family we decided somebody else should take it on. We thought

Peter Wright and Peter Collins were the ‘dream team.’ “The family was very careful to retain the rights to the history of Team Lotus, because we wanted to look after that. At the time there wasn’t really any thought of the commercial potential of its history, because there wasn’t any in those days. Historic motorsport was certainly only a fraction of what it is now. There were lots of people doing it, but very much people who owned their own cars and ran them themselves. “So I suppose that’s actually what led to the start of Classic Team Lotus. Manning Buckle in particular, who was the accountant at Team Lotus, and I thought what are we going to do now? We have

Double World Drivers Champion and Indy 500 winner Jim Clark is forever associated with Team Lotus glory. Photo: LAT Images

this fantastic collection of cars, we’ve protected the history and [now] need to look after everything. The best thing would be to start a business, offering the services of the workshop to other Lotus owners. To do that we needed to hook up with somebody who actually knew the cars. That was Chris Dinnage. “Eddie Dennis, chief mechanic at TL in the ’70s, was a huge help to the three of us, Manning, Chris and I. I think he saw what we were trying to do, [and understood] exactly what we were taking on. He’d done it before, on a far bigger scale, and probably thought he’d better give them a hand. Nick Yallop came on board fairly early on too. “The dynamic of Formula 1 had completely changed, and Peter Collins and Peter Wright just failed to get through the dip. If they could only have landed one major sponsor they might have done it. While I was starting CTL, they were trying their best to keep TL going but just fell short. After that F1 really took off, sadly without Team Lotus for the first time in 37 years.... “At CTL we had a one-car transporter and it was very much a hand-to-mouth existence. Looking back, perhaps we should have been more ambitious. Having to survive by your own efforts was all quite daunting. It wasn’t easy, but our first racing customer was Sean Walker which was really nice. His father Ian Walker had been a significant Lotus customer and had a very strong relationship with dad. I do wonder whether Ian saw what I was trying to do and thought that would be nice, with Sean and Clive. Ian’s was an important arm around my shoulder which I probably didn’t fully appreciate then. “Sean and Chris [Dinnage] got on


extremely well. Sean recognised Chris’ abilities, which speak for themselves. That was a really important bond. Eddie [Dennis] was there too. Later Joaquin Folch flew in to the Lotus test track at Hethel (a WW2 bomber station, home to the USAAF’s 2nd Air Division, flying Liberators) and acquired Sean’s Lotus 87B. There’s photograph of Joaquin sitting in the car with me and Chris and Manning outside Kett [eringham] Hall. It’s unbelievable how young we all looked.” CTL still runs the urbane Spaniard, an HGPCA race winner in his Lotus 16. Having turned out pristine and supercompetitive cars from the comparatively cramped conditions of what was Factory 6, the old prototype shop where Elan bodyshells were made – a labyrinthine single-storey complex with a quaint cottage industry feel – and the ‘giraffe house,’ a taller structure to accommodate boats, over Potash Lane from to Lotus Cars’ factory, it was inevitable that CTL would eventually have to invest in new

premises to augment or supersede its rented accommodation. Particularly with increasing demand for its services. “We’ve long needed more space to work on the cars, as effectively we have just two long corridors at the moment,” says Chapman. “That the mechanics achieved the level of reliability they did despite the limitations of the old workshop has always amazed me. There are 19 people working here now, which takes some keeping afloat. The new facility will certainly help them day-to-day, and ease the logistics of going to events. “We don’t get involved in engines or paint, but we do gearboxes and composites [bodywork] in house. While we don’t have much significant machinery we do all our own fabrication. If something needs to be made by an expensive CNC machine that needs to run 24 hours a day to pay for itself we’ll go to a specialist. Heat-treatment, shot peening, all the trick stuff is farmed out as

Team Lotus always did. If we haven’t got an original spare – we often have – the job may be handled by the same person who made the part 30-40 years ago. “Normally we do our own gearboxes. Due to the FIA changing its own rules we’ve had to alter some of the pre-’66 cars [from later Hewlands] to Colottis. Bob Dance’s original TL nickname was ‘Bob Lotti’ because he was the Colotti man. Talk about things going full circle. It’s ironic that Bob’s up to his elbows in Colotti ’boxes now. Fortunately they are now remade by PDS. “We don’t often have to reverse engineer components because we have original drawings. Some gearboxes are remanufactured because later F1 3-litre casings weren’t off the shelf items, but Hewland internals within Lotus boxes. “We’re pretty resourceful, which helps with costings, quality control and practicality. The main thing is to try and avoid doing anything in a hurry. That’s the biggest factor on price.

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We’re really tight on our overheads, but also we take an almost unnatural interest in minimising costs for our customers. The lengths we go to trying to haggle £50 off a £1000 part is unbelievable. I think everyone in historic motorsport, on the business side of things, really takes an interest in helping them. “We are all enthusiasts sharing a common interest. At the end of the day I suppose, like the customers, it’s the cars we all like most. It’s the tangible machine in the middle, an important piece of motor sport history. Whether a car is in my family’s collection or is owned by a customer everybody at CTL gets a kick out of looking after them.” That extraordinary heritage, spanning a vast spectrum of Lotus cars – from impossibly flimsy-looking spaceframe Type 12 and 16 of the 1950s through sheet aluminium monocoque designs and honeycomb and carbonfibre-tubbed rocketships of the ’80s, underpins Colin Chapman’s remarkable tradition, beloved the world over. Visiting CTL it is abundantly apparent that everybody working within its walls, inspired by photographs of spiritual leader Chapman Sr, Lotus heroes and memorabilia, including an array of incredible colourful licensed scale models of every type (available from its comprehensive online store) tracing the marque’s history, lives and breathes Lotus. The excitement of first time visitors, witnessed over many years, is palpable. “Although Lotus is in my genes, it’s bigger than that. For most of us, including me, this is our job,” says Clive. “It’s how we earn our living, feed our families. It has its moments, but most of the time it’s a normal job. The usual pressures and

bulky. A lot of engineering went in to making it like that, but it was definitely down to the bone. They put everything into making it and didn’t have anything left to sort it. At the same time Cooper was starting to beat everybody, so it must have been a pretty difficult time. But the 12 did score a World Championship point first time out at Monaco in 1958.

dramas apply. I am particularly pleased that in addition to preparing the HGPCA and Masters F1 cars as we have from the start of CTL we are doing the early [frontengined] stuff now, including Joaquin’s 16. “Dad was immensely proud of the 12. He was 28 when that picture of him sitting in it in [on the workshop wall] was taken and he created this F2 car with fantastically lightweight chassis frame – I think it weighed 17 kilos – wobbly web wheels, Lotus sequential gearbox. It’s a bit like the Eleven, just a fabulous car. The Eleven sportscar’s racing successes are what I think really established the Lotus brand and this passion that lots of people have for it. “You think of the resources that went in to making an Eleven and they were almost non-existent. It was just hard work and ingenuity from a group of people. I think it’s fair to say that dad didn’t consider the 12 to be a proper Grand Prix car. With the 16 he was still wedded to the front engine philosophy, thought it was still the way to go. Which it was in tricky conditions, as we saw with Folch at Spa and Portimao last season. “The 16 was a big stretch. Look at the chassis frame. It’s unbelievable that there’s hardly anything there. I makes the 12 look

“What’s really nice now with the 16 is that we’ve had the benefits of time and resources. Time is the big, big thing. Obviously 16s have been winning in Historics forever, but they didn’t in period. Now the positive stop gearboxes are sorted it’s a different story. The Scarab and TecMec, also period failures, are winning too. The 16 is a beautiful car. I saw three going through the swimming pool complex at Monaco six years ago and it was just gorgeous. Take the bodywork off and wow! “Cooper really showed dad the way. He was entirely pragmatic. Always was. As much as people copied him, what he was particularly good at was not just copying, but thinking, that’s a good idea but, if you did it this way it’s going to be even better.” The start of the 1500cc F1, in 1961, gave Colin Chapman the break he needed, a level playing field. He had proven how to eke maximum performance from wellhandling small-bore sportscars, now the superior dynamics of his Lotus monoposti would show rivals the way home. “I think the Le Mans victory for the Elevens were really significant too,” asserts Clive. “To get three cars home was incredible. That was a big catalyst. Selling customer cars was how the business operated. If you wanted to win in club racing you had to have a Lotus. Chapman’s trump card was Jim Clark – who he promoted to F1 in 1960 having scored his maiden single-seater win in a works Formula Junior Lotus 18, powered


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by a 1000cc Cosworthtuned Ford engine, at Goodwood earlier in the season – but the ubertalented young Scot wasn’t Team Lotus’ first World Championship race winner. That accolade had fallen unexpectedly to his compatriot Innes Ireland at Watkins Glen, New York, in October’61, in the four-cylinder Climax FPFengined tubeframe Type 21 which CTL has long prepared for Dan Collins. Naturally it buoyed the entire equipe. They were in the history books, on a roll. Galvanised from there, the monocoque 25 hammered home the advantage. Clark, the most brilliant natural driver of his era and one of the sport’s greatest, was king of 1500cc F1, notching 19 of his 25 wins – almost one third of Lotus’ total – between ’62-’65 in Type 25 and 33 chassis with their Climax FWMV V8 engines. “Jimmy was the fastest and the best, light on machinery and carried more speed than anybody else,” recalls his hallowed spannerman Bob Dance. He was mechanically very sympathetic, left more tread on his tyres, used less brake pads. Jimmy finished all 10 Grands Prix in ’63, won seven.” That Clark did not win four straight World Championships was down to heartbreaking last round dramas in both ’62 and ’64, when he was pipped to the titles by Graham Hill (BRM) and John Surtees (Ferrari) respectively. More than half a century on, historic racing aficionados can now see two Lotus 25s raced regularly by Andy Middlehurst (in Australian John Bowers’

Hewland ’boxes in the 25s [through period precedent] which is good. Nick and Andy generally run well within the limits of their cars, but both could go quicker if pushed I’m sure.” Middlehurst has a remarkable victory record at both Monaco (a hattrick) and Goodwood (five straight Glover Trophy golds) and has occasionally put one over the 2.5-litre cars in HGPCA events, such as at Zandvoort last year where he conquered Peter Horsman (2.5 Lotus 18/21) in a gripping tussle.

R4) and Nick Fennell under the Classic Team Lotus banner. Are the jewel-like little cars difficult to run? “Well, the main issue is the engine,” says Clive. “In some respects it’s harder to run a Climax V8 than a DFV V8. There are so many DFVs around, and specialists such

as Geoff Richardson building them, that you can buy new engines off the shelf. With the Climaxes we use Tony Mantle and Chris Gilbert. Happily we can run

“Andy, always shows great mechanical sympathy, although we do have alarming pictures of him leaping over the kerbs at Monaco. In an exciting race at Goodwood Nick also scored a superb win against [past master] Martin Stretton. That wasn’t easy!

“To be entrusted with two 25s is a very special privilege. John Bowers is a really good example of an owner whose absolute priority is the car and sharing it with enthusiasts. That’s how he decides where it goes and what work is done on it. It couldn’t be in better hands.” That’s not a unique situation in the HGPCA of course, where John Chisholm enters his ex-works Lotus 18 372 – raced by Ireland, Clark and serial escapologist Trevor Taylor in period F1 and F2 races – for Sam Wilson.

“At Classic Team Lotus we’re proud to prepare everything from 16s to a Type 92, the first active [suspension] car, and


TEST TRACK & ARCHIVE A major coup for Classic Team Lotus, which renews a mutually beneficial link with the past, is a strong relationship with Lotus Cars (headquartered on the old Hethel airfield) over the road. We get on really well and, apart from storing a few cars from the family collection which are on show to visitors at the factory, they let us use the test track which is of huge benefit. That’s led to Chris Dinnage driving more Lotus F1 cars than anyone else has or ever will do I think. Recently 3 million pounds was spent on the test track. That was very good news for us. At 2.23 miles long, it’s like a billiard table now, like most circuits we’re racing on. It’s basically the old runways, which were resurfaced in the ’60s but had gradually got pretty bad – which is why the Lotus Engineering Ride & Handling’s boys became the best in the business. Classic Team Lotus also maintains Team Lotus’ archives, including comprehensive testing logs, mainly from the ’70s. “We haven’t got much before then,” says Clive, “although Bob Dance kept a daily journal. We occasionally dip into that. When Charles McCabe asked us to look after his (ex-Jim Hall/Lloyd Ruby) 18, it was duly delivered. Often when a car arrives it’s who’s available to work onto it. They all have similar levels of skill. Bob brought his journal in then. In his first six days at Team Lotus in1960 he worked on that car, assembling it for the customer. Full circle, what are the odds on that? If we get a significant car in we will try to gather together the surviving period mechanics. We’ve done reunions with type 25, 38, 49 R2, 56, etc. We’re doing it for selfish interest but they do like a get together from time to time, and recollections are fascinating.”

the T125 which is the ultimate track day car. You think the DFV cars are quick, then the owner hops into his T125 and goes six seconds a lap quicker. Tim Gardner, one of our younger mechanics and an HGPCA specialist who has prepared

they are not being prepared in the ground floor bays they’ll be kept on the first level mezzanine. The second mezzanine floor is lots of storage space, endless shelving. Then there’s a canopy over the outside so we can load and unload the transporter without getting wet. “It’s vital to the next 10-20 years of Classic Team Lotus, and should secure it’s future. Basically Chris Dinnage is the key, managing the mechanics who work on the cars. Our apprenticeship scheme has worked well, it’s been really good. On average we start one a year and maybe one in three stays on. They learn a lot. If I wasn’t around it would carry on quite successfully I think.”

Andrew Beaumont’s cars for many years, looks after it. That’s an enormous span of expertise. The Cosworth DFV ran from 1967-’85. Eighteen seasons and 155 wins, it’s got to be the greatest engine ever.” Team Lotus ran some iconic transporters in its day, from the original AEC Swift to JAH IL, the square-cut Marshalls of Cambridge-built rigid which saw it through the black and gold JPS era. Classic Team Lotus upgraded to a stunning monster artic, the trailer of which was custom-designed 10 years ago to take six cars (a mix of HGPCA and DFV types), plus spares including bulky tyres. Towed by a Mercedes-Benz tractor unit it did 30 events last season. The next phase of CTL’s development is the new headquarters, which should come on stream this summer and will be the envy of teams worldwide. “I should have done it three or four years ago really,” says Clive, “but it’s a big investment in the future. The family agreed to sell a car to fund the building, for the benefit of the collection and the business. “The facility will give us a superb raceshop environment (in terms of both layout and capacity) with dedicated fabrication shop, and will enable us to keep all the cars on site as opposed to ferrying them around constantly. When


This year, the 60th Anniversary of Team Lotus’ F1 debut debut, Classic Team Lotus is preparing and running 12 cars for the Monaco GP Historique. “That’s special,” says Chapman, “there’s more concern rather than pride at this stage. You don’t want to let yourselves down. We get additional people in, plus more resources to take some of the pressure off Chris as team manager. Twelve mechanics, one per car, take a lot of overseeing. “GT and Formula Junior racer Lee Mowle is going to be driving Andrew Beaumont’s 18 ‘415’ which will be great. Lee is really

Keith Duckworth’s all-conquering Ford Cosworth DFV that first powered the Lotus 49

enjoying Historics and I’m sure he’s going to love Monaco. Andrew’s in his other 18, Dan Collins is having another crack at getting on the podium in the ’61 USGPwinning 21, and Andy Middlehurst is in John Bowers’ 25 as usual. “In addition, we’ve just sent Emerson Fittipaldi’s Type 72 off to Amelia Island in


It’s not often that one arrives at a top race preparation company’s workshops to find a sprightly octogenarian rolling F1 wheels to a store with the ease of a guy in his 20s. Then again, Bob Dance, one of Jim Clark’s close-knit band of Team Lotus mechanics in the early ’60s, is an extraordinary fellow. Not only brilliant on the tools, the Londoner is also an inspiring and avuncular mentor to his younger colleagues. “I joined Lotus Components in Cheshunt in 1960. Having been a motor racing enthusiast throughout the ’50s that suited me fine. I’d arranged a pass-out from the army and got a bus from camp to watch Juan Manuel Fangio, Stirling Moss and Karl Kling race Mercedes in the ’55 Belgian GP on the old Spa circuit.” Nino Farina (Ferrari) chased Fangio and Moss home. the USA for the concours, and of course it’s 50 years since Jimmy died so we’re going up to Duns at the beginning of April. The Jim Clark Trust is the charity at the Goodwood Festival [of Speed] as well so no doubt there’s things we can support there which we’ll be pleased to do. “We’re not doing quite as much in the US this year: a double header at Monterey and I think Road America. The British GP support race with Masters will also be big. They want to put on a display of cars to mark 70 years of the British GP at Silverstone, so quite a few HGPCA car owners will be fighting to be part of that alongside the 3-litre cars.”

Fifty-five years on, Team Lotus’s breakthrough 1963 F1 constructors, and drivers’ double is another major landmark to celebrate, as is CTL’s silver jubilee. Encouragingly, the Chapman legacy looks set to continue for a third generation. Clive’s daughter Sophie and sons Arthur and Magnus are all regulars at events. “Sophie’s studied law but will end up in motor sport I’m sure, she’s very keen. The boys are reading mechanical engineering at Bath and Bristol respectively. They’re heavily into Formula Student but will be done in a couple of years. Should they come on board, Classic Team Lotus will hopefully have a bright future far beyond what we’re doing today.’

“At 15, I’d been a young member of the Edmonton Model Car Club. I made a model of a B-type ERA with a Frog 500 engine and raced it on a track at Picketts Lock. The first proper race event I attended was the 1950 Daily Express International Trophy at Silverstone, when the pits were on the outside of Abbey Curve. “I’d tried to get a job at Lotus Components before, when it was in Hornsey, but it was too far for me to go to work and wasn’t paying much money. So I got quite a good mechanic’s job at a Rootes agent. “When I started at Lotus I was put with Mike Costin in Lotus Developments, working on early Hewland gearboxes


as well as ZFs and Colottis. That’s how I became known as ‘Bob Lotti.’ But I really wanted to be on the Team. Actually it was easier to get a job there coming through the door than to transfer. “Eventually I was able to speak to Chapman one Saturday morning. He was in a happy frame of mind so I told him what I wanted. “What do you want to do that for, it’s a deadend job,” was his response. “I said I’d still like to try, so I was put on the Lotus Cortina team whose drivers were Jim Clark, Trevor Taylor and Jack Sears. My first race was at Oulton Park. It was fantastic, we didn’t want for anything. Jim always used to put on a great display of driving on three wheels, sometimes down to two. “In 1965 I was interviewed for the F1 team and went to Indy [the Indianapolis 500] for qualifying [but not the race]. Bobby Johns had shunted his car so Bob Sparshott and I worked like demons to fix it. That’s when I first met Mario [Andretti]. Mario was breathtaking to watch there. He ran closer to the wall than anybody. “We had the best drivers going and Colin Chapman pushed every limit with the F1 cars. “If you build it well and it stays together Jimmy will win,” he told us. Clark was very easy to talk to and work with, which helped. He was the best, so it was a very rewarding period. We were devastated when he died [in an F2 race at Hockenheim on April 7, 1968].

in to F1 as sponsor of the new March team, with Mario as one of its drivers. I joined them, thus was the first person to leave Team Lotus. I did two seasons there, with Mario, then Ronnie [Peterson] who finished second to Jackie Stewart, driving for Tyrrell, in ’71. “When Herbie Blash called to say Bernie Ecclestone has just bought Brabham and was looking for experienced mechanics I joined and did five years there with Gordon Murray’s cars. They were beautiful but Bernie didn’t waste money. At the end of ’76 Peter Warr wanted me to come back to Team Lotus, then left to join Wolf. I’d promised the old man that I was coming back so returned to Norfolk, to Ketteringham Hall. “It was like being home again, and now – 40 years on – I’m still doing three days a week, looking after

Lotus 79 of Mario Andretti 1978 World Champion.

the 25 in which Jim Clark won the ’63 championship. John Bowers, who owns it, does it right so it’s a pleasure and privilege to run the car for [Clark fanatic] Andy Middlehurst. Andy’s a first class driver, like Jimmy quick and mechanically sympathetic. That’s why we’ve had such success, winning at big events like Monaco [GP Historique] and the Goodwood Revival.”

Lotus 72 glory starts here with the chassis totally refurbished at Classic Team Lotus.

“I progressed to being chief mechanic [on the F1 team) in ’68, when Graham Hill won his second World Championship (six years after his first with BRM). Graham was a great bloke, very funny. He built up the team’s morale after the loss of Clark and Mike Spence (in a practice crash at Indianapolis in the 4wd Type 56] exactly a month later. Then Mario drove the 49B at Monza and put it on pole at Watkins Glen. “At the end of ’69 I met the powerful head of [oil treatment manufacturer) STP, Andy Granatelli who was going

Innes Ireland’s 1961 USGP winning Type 21, Team Lotus’ first GP win


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on Nelson Piquet’s car, I then worked with Martin Donnelly, Derek Warwick and Johnny Herbert. My last full season was ’91, although I did three or four races in ’92 before becoming Race Team Co-Ordinator in ’93.

in seven mechanics’ bays. We’re all very excited about moving in, finally with the facilities to take things to a new level.

“At the end of the season or the beginning of ’94 I began to help Clive with Classic Team Lotus. I could see that the writing was on the wall at Team Lotus and CTL was a good opportunity to keep involved with the brand, especially since if ‘Team’ folded there would up to 100 people would be looking for work. “After a brief sabbatical running the Autobytel Lotus Elise championship [actually for early Exige models] I came back full-time in 2003. (Former chief mechanic) Eddie Dennis came here: our friendship and relationship was really important for me and CTL. Classic Team Lotus’ Team Manager Chris Dinnage – widely known as ‘Doc’ – is another of its key personnel with green and yellow blood coursing through his veins, although the Norfolk man did not join Team Lotus until its black and gold [JPS] era. Into rallying at school with pal Phil Denney, Chris’ first step on the employment ladder was a four-year garage apprenticeship, but he was determined to join Colin Chapman’s equipe. “I’d spent five and a half years writing letters to Lotus but didn’t get a job with Peter Collins.”

“We’d been trying to get Bob (Dance) to come here for a while (via TOM’S and Bentley) but he resisted. It was a great day when we finally managed to get him back into the fold. At 83 this year, Bob still has that connection with the Team Lotus’ glory days with Jim Clark and tireless enthusiasm for the job. “The new building is going to be really good for us going forward. It’s completely purpose-built, really well thought out, with separate fabrication and machine shops and a separate ‘dirty area’ accessible from the main workshop which has room for 14 cars

“The first GP I went to was the 1978 Belgian GP, in which Mario raced Lotus 79/2 and Ronnie was in a 78. By then, I knew what I wanted to do – but it took me a while to get there. I never thought for one moment that I’d get to drive them, including Ayrton’s 97/2 mostly on the Lotus test track. When Clive tasked me with driving a 49 it was very cool. Now there’s only four models I’ve not driven. “We’re very lucky to have that facility on our doorstep. It’s enabled us to try things and learn a lot about what we can do with the cars before we get to events. I love the DFV era where I started, but variety is everything. I really like the (HGPCA) Pre-’66 cars too, and especially the breed of enthusiasts who own and drive them. They are really nice people, doing it for all the right reasons. “I’m in the right place with my career, which started out as my hobby. Classic Team Lotus is now a bigger part of it than Team Lotus was and I’m very much looking forward to its next phase. I love what I do.” Below: In 2010 Classic Team Lotus suceeded in gathering together all 35 Team Lotus F1 design types including the unique 4WD Type 63.

Perseverance paid off, however, when an interview with Bob Dance and Peter Warr in 1982 led to the offer he craved. “I started the day after Elio [de Angelis] won the Austrian GP in a Type 91 [the last team victory Colin Chapman witnessed, and greeted with his customary cap-flinging celebration) and spend the first six months on sub-assemblies. “In ’83 I was number two on Elio’s cars [by then with Renault V6 engines in place of Cosworth DFVs]. I stayed with Elio for ’84, before running the T-car for him and Ayrton Senna. Having been number one


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The design workload, which included one-off consultancy for both Vanwall and BRM that year, must have been intense in this period. Yet Chapman, a skilled driver, was finding time to race works Elevens in serious competition which included a three-car Team Lotus assault on the Le Mans 24 Hours. Heady days at Hornsey indeed. . .

1957: Introduction of new International F2 regulations The new regulations mandated for International F2 events in 1957 stipulated the use of unsupercharged 1½ litre engines fuelled by pump petrol, Avgas.

Words: Martin Eyre Photos: Cliff Allison Archive


The brief F1 Grand Prix World Championship career of Colin Chapman’s first single seater design: the Lotus 12.

“I was only interested in Formula 2 and sports cars and the Elite. I didn’t want to get involved in Formula 1, we weren’t ready for it, but the drivers were all fired up and Climax were doing bigger engines, so away we went.” As recalled by Chapman in later years. 1956: Heady days at Hornsey. Anyone visiting the Lotus works in the yard behind the Railway Hotel in Hornsey, North London, was impressed by the buzz of activity at this fledgling racing car manufacturer led by master designer Colin Chapman. Closer association brought the recognition of something different. An atmosphere of leading edge creativity attracted to the works and into an association with Chapman a team of brilliant people, all of whom would become famous in their own right.

Production work on hand was now centred on the manufacture of the new Lotus Eleven sports racing cars of which 200 were built in 1956. Meanwhile design work was going ahead on a Series 2 version of the Eleven, the creation of the Lotus 12 F2 car, Chapman’s first single-seat design, and on what was to become Lotus’ first production road car, the Type 14 Elite.

The Type 12 drafted to these regulations during the previous year and displayed on the Lotus stand at the 1956 London Motor Show with mock-up engine and transmission was a new departure for Colin Chapman. It combined significant innovation in some areas with the, by then well established, Chapman focus on light weight, low drag and superior road holding conferred by a structurally efficient space frame chassis rigidly locating sophisticated suspension at both ends. Motive power was to come from the new for 1957 Coventry-Climax FPF. A full colour cutaway illustration by Redmill of the Twelve appeared in the Eagle comic in March ’57. It revealed the dramatic simplicity of Chapman’s design concept for the tiny F2 car, as announced in prototype form, with such clarity and accuracy that it must have been drawn with the full co-operation of Lotus.

Foremost in this talented group were ex-de Haviland aerodynamicist Frank Costin and his younger brother Mike, an engine specialist who was later to found Cosworth Engineering in partnership with Keith Duckworth. Keith briefly worked in the transmission shop at Lotus in 1957. Chapman was also able to call regularly for technical advice on Harry Mundy, co-designer with Wally Hassan of the Coventry-Climax FPF engine.

Reluctant Debutante / 67

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The key to numbered parts faithfully describe all the significant components with admirable succinctness, though no emphasis was given to the fact that double wishbone front suspension, bolt on magnesium wheels, all round disc brakes (inboard at the rear) and the compact 5-speed gearbox integral with final drive were all Chapman innovations designed for it. A second prototype, the first Lotus singleseater to run, appeared on test in March at Silverstone driven by Ron Flockhart and Chapman himself. Due to delays in manufacturing the transaxle, this car had a conventional BMC gearbox in unit with the engine and a chassis mounted differential plus de Dion rear suspension. This was similar to that used on the contemporary works Lotus Eleven sports racing car but used drop gears at the differential unit to lower the central drive line to pass beneath the driver’s seat. Initial trials proved that the de Dion suspension was not up to handling the single-seater’s performance. This caused Chapman to brainstorm into existence the ‘Chapman Strut’ rear suspension that was elegant in its simplicity yet handled power and variable load condition so effectively that it was used on all subsequent cars up to and including the Type 17 sports car.

Debut of the F2 Lotus 12 was the single-car entry for Cliff Allison at the Goodwood Easter Meeting 1957.

This interim specification second prototype was raced a handful of times in England by ill-starred American Herbert MacKay-Fraser with the de Dion rear suspension before ultimately being exported to Australia, where it added colourful new chapters to its existence as the ‘Sabacat.’

All Twelves built after the second prototype embodied the results of the early testing. They featured the Chapman Strut rear suspension and always ran with the Lotus designed 5-speed transaxle. Private owners subsequently developed their own variations but all Lotus team cars ran to the same mechanical spec, barring increases in engine capacity from F2 1500cc to F1-eligible capacities of 2000cc and later 2200cc as CoventryClimax managed to find extra space within the original FPF crankcase design. Team drivers were existing Lotuscontracted personnel. Team leader was the experienced Cliff Allison who had made his single-seat debut in F3 cars in 1951 and had joined Colin Chapman in ’55 to drive the Lotus sports racers. Graham Hill was promoted from the transmission department to drive the Team cars in ’57. Ambitious to make a career as a racing driver, the Londoner would be driving single-seaters for the first time. The Lotus 12 made its F2 debut at the BARC’s traditional Goodwood Easter Monday meeting on April 22nd 1957, driven by Allison as a sole entry in the 12-lap Lavant Cup race. Drive shaft failure prevented it from finishing.

Reluctant Debutante / 69

Thereafter Chapman entered the Team cars in a restricted series of National F2 events, usually of 10-15 lap duration. Reliability issues proved to be a constant challenge, usually in the areas of structural fragility or mechanical problems with the Lotus designed 5-speed transaxle, which began to be described as the “Queerbox” in disrespectful acknowledgement of its foibles. The fortuitous arrival of gifted young engineer Keith Duckworth during 1957 brought a keen analytical mind to the transmission’s problems. Put in charge by Chapman he identified two deficiencies in the original design for which he designed simple remedies without recourse to expensive modifications. CWP failures were eliminated by redirecting the oil supply. Gear selection gremlins were improved by the installation of a positive stop mechanism which gave more precise control of the selector shuttle of the “sequential” gear change mechanism. The original system had imprecise control which allowed accurate gear selection to become problematic after very little service. Reliability began to improve towards the end of the 1957 season. The best result from that point of view was when three Lotus 12s finished the 50-lap Oulton Park Gold Cup in October. Cliff Allison made a respectable 2nd place with Graham Hill classified 11th and Keith Hall 12th.

70 / Reluctant Debutante

It had now begun to look like a viable proposition to enter Team Lotus 12s into F1 World Championship races in 1958, due to be run under CSI regulation changes favourable to the fleet little F2 cars from England.

1958: Into F1 with the Lotus 12 Revised regulations for ‘58 were a three-year extension for the 2½ litre GP formula which had already run for a four year period, 195457. Significant regulation changes now mandated compulsory use of pump fuel (Avgas) and minimum race time and distance was reduced to two hours or 300 kilometres. The Grand Prix cars that had fought out the 1957 season had been running on highconsumption methanolbased exotic fuels in F1 races of a minimum three hours or 500km.

Of necessity they had to be heavier and bulkier than a car designed to run on petrol over a considerably shorter distance. Colin Chapman was not the only British designer to reason that a current F2 car could theoretically manage the new GP distance running non-stop, without pitting for fuel or a tyre change. He also reasoned that given enough power from their Climax FPF engines, an F2 car could challenge the performance of the traditional GP cars on the basis of power to weight ratio. Figures in excess of 450hp per ton seemed possible for the Lotus 12. During 1957 Coventry-Climax was lobbied by the Lotus and Cooper designers to increase the capacity and power of its 1½ litre FPF engine. The company initially obliged with an engine of almost two litres, which proved a success for all parties. At the end of the season, with the prospect of F1 in ’58, further cajoling persuaded a somewhat reluctant supplier to make a special batch of four engines enlarged to 2.2 litres. Two each were supplied to Cooper and Lotus. These engines gave 194hp at 6250 rpm on Avgas.

At the beginning of the 1958 season Team Lotus was therefore equipped technically, if not organisationally, for International World Championship F1 racing with more powerful Type 12s. The driver pairing of Allison and Hill remained in place and steady development of the cars through 1957 in National F2 races had brought increased reliability to the gearbox/transaxle unit. Hopes were high that the Team cars could now compete at a realistic level with the 2½-litre cars of Ferrari, Vanwall and BRM. Team Lotus thus entered two 2 litre cars for the Monaco Grand Prix on May 18th. This was its first ever entry in an F1 World Championship event. There may have been some reluctance to use the relatively simple F2 cars since a far more sophisticated replacement, the Lotus 16, was already nearing completion. Its maiden appearance would be less than two months later, driven by Graham Hill at the French GP on July 7th. In the end the Lotus 12 served as Team Lotus’ sole front-line F1 machine for only the first three European rounds of ’58, the Monaco, Dutch and Belgian Grands Prix. Reliability was still not good. Hill retired from each race, but Allison scored creditable 6th places at Monaco and

Zandvoort, albeit out of touch with the leaders. On the formidable 8.7 mile road circuit at Spa, however, Cliff Allison in the 2.2 litre Lotus, thoroughly enjoying the ultra high-speed challenge, finished fourth, the only competitor on the same lap as the top three: Tony Brooks (Vanwall), Mike Hawthorn (Ferrari) and Stuart Lewis-Evans (Vanwall). Amazingly, perhaps ironically, the first three cars failed catastrophically within yards of the finish line while the Lotus 12 continued to run perfectly and could have scored Lotus’ first Grand Prix victory had the race continued for one more lap! As it was, the 12 had already become an important part of marque history: as Colin Chapman’s first single-seater design, as Team Lotus’ first entry into F1 World Championship Grand Prix racing and – through Cliff Allison’s brilliantly sensitive driving of an admittedly fragile car at Spa – the car which landed its first F1 World Championship points, awarded to the top five back then. Nick Rossi’s hospitality and generously granted access to his extensive archive of material gathered during the restoration of his Lotus 12 turned the preparation of this article into a rewarding and very enjoyable experience. Thank you Nick.

Reluctant Debutante / 71

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Accident Assessments * Litigation/Expert * Witness Consultancy


Auction Representation and Advice * Vehicle Event Management


Arena Commentaries * Presentations and Seminars * Vehicle Judging at events

We have assessed almost every type from AC and Astons through to Wolseley and Wartburg - alphabetically ! We inspect vehicles throughout the UK and worldwide, providing quality services. So whether you are new to the Historic Vehicle scene or have owned your ‘pride and joy’ for years, Classic Assessments can assist. 0044 (0)7968 167331



www.classicassessments.com 25 years of quality services 1993-2018

Harvey Bailey Engineering manufactures a range of handling kits for classic marks such as Aston Martin, Rolls Royce, Jaguar and many more comprising uprated anti-roll bars, springs and in many cases shock absorbers. All products have been developed to bring greatly improved handling, comfort and road holding. HBE bespoke manufacture suspension components have been tried and tested in all areas of the motor industry from road to racing cars, and from commercial to specialised vehicles.

Unit 4C Chestnut Industrial Estate, Bassingham, Lincolnshire, LN5 9LL Tel: 01522 788362 Email: sales@harveybailey.co.uk www.harveybailey.co.uk

Ted Walker

Ferret Fotographics Over 7 MILLION unique images available • • • • • •

Largest private collection in Europe and possibly the world All forms of Motorsport covered from 1936-2002 Black and White our speciality, colour also available Supply publishers, authors, manufacturers & photograph collectors worldwide Racing car history research available at request Collections purchased please

The Old Bull, 5 Woodmancote, Dursley, Gloucestershire, GL11 4AF, England Tel: 44 (0)1453 543243 Email: ted@ferret1.co.uk Fax: 44 (0)1453 543243 www.ferret1.co.uk THANK YOU FOR YOUR SUPPORT / 79

2018 Race Calendar HGPCA Test Day - VSCC Spring Start

Copenhagen Historic Grand Prix

Friday 20 April Silverstone National Circuit, Northamptonshire, NN12 8TN

Friday 3 - Sunday 5 August Denmark

VSCC Formula Vintage

46.AvD Oldtimer Grand Prix

Friday 21 - Sunday 22 April Silverstone National Circuit, Northamptonshire, NN12 8TN

Friday 10 - Sunday 12 August Nurburgring, Germany

Historic Tour Charade

Spa Six Hours, Spa-Francorchamps

Friday 25 - Sunday 27 May Clermont-Ferrand, France

Friday 14 - Sunday 16 September Belgium

Brands Hatch Superprix

Espiritu del Jarama

Saturday 29 June - Sunday 1 July Brands Hatch Grand Prix Circuit, UK

Friday 12 - Sunday 14 October Near Madrid, Spain

Silverstone Classic

Algarve Classic Festival

Friday 20 - Sunday 22 July Silverstone National Circuit, Northamptonshire, NN12 8TN

Friday 19 - Sunday 21 October Algarve Classic Festival, Portimao, Portugal

Membership Life Member

Associate Member

A Life Member is a founding Member or a Member recognised by the Board as having made a special contribution. Life Members are entitled to all the privileges of Membership, entitled to stand for election to the Board, be invited to drive in Association events, and vote at general meetings.

An Associate Member is entitled to receive all privileges of Membership as above, except the right to stand for election to the Board, to vote at general meetings or drive in Association events.

Full Member A Full Member is the owner of an eligible Grand Prix car, entitled to all the privileges of membership, entitled to stand for election to the Board, be invited to drive in Association events, and vote at general meetings. HGPCA race overalls are provided as part of the joining fee.

Ordinary Member 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. HGPCA race overalls are provided as part of the joining fee.


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 Stella Jackson 3.52 Canterbury Court, 1-3 Brixton Road, Kennington Park, London, SW9 6DE Tel/Fax +44(0)20 7785 7204 Email: contact@hgpca.net www.hgpca.com


Looking for the ul�mate vintage and classic rally experience? Want to explore the world’s most amazing landscapes and cultures, driving unforge�able roads and historic circuits such as Le Mans and the Nürburgring Nordschleife? You’ll find all this and more on a Rally Round driving adventure! Designed to suit experts and novices alike, our exci�ng rallies offer safe, friendly compe��on in a relaxed and highly sociable atmosphere, with plenty of �me for refreshment and sightseeing. Whether you’re looking for a luxurious alterna�ve to the rigours of racing or wish to reward a mechanic, friend or partner with the trip of a life�me, you’ll receive first-class support from our very experienced team - having organised more than 50 events worldwide we can advise you on everything from crew and car prepara�on to interna�onal shipping and insurance. Our rallies are supported by expert mechanical and medical personnel, we avoid rough terrain, night driving and trick naviga�on and we provide special assistance for novices. For more details of our forthcoming events on four con�nents visit www.rallyround.co.uk or contact the rally office - email info@rallyround.co.uk or telephone +44 (0)1252 794100

The Studio│Coachman’s Lodge│Frensham Lane│Churt│Surrey│GU10 2QQ +44 (0)1252 794100│info@rallyround.co.uk│www.rallyround.co.uk



Rally 16-21 September 2019

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