Brooklands Bulletin Issue 73 Jan/Feb 2022

brooklands bulletin

Embiricos Bentley: Brooklands’ role in shaping this pioneering streamliner

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Clutch & Gearbox

Cooling & Fuelling

Electrical

Engine & Mechanical

Steering & Suspension

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Welcome

Brooklands had a huge influence on motorsport, aviation, and the development of cars and motorcycles when the track was originally open. As a museum now, it continues to inspire and educate. However, it’s easy to overlook how Brooklands also gently altered the course of history beyond its perimeter, which is why this issue’s features proved so fascinating to prepare.

Prime among these is the Embiricos Bentley, a car built to explore the newly emerging science of aerodynamics in the 1930s. This car was tested at Brooklands, which was used by many car manufacturers and motoring magazines for this purpose. The work carried out here helped to decide how the Embiricos car was finished before it headed on its grand tour of Europe.

There’s a more direct link with the BSA Gold Star motorcycle, which took its name from the award given to Wal Handley when he broke the 100mph barrier on his Empire Star. An amazing feat that gave rise to one of the most famous names in motorcycling.

The Hawker Audax is one of the lesserknown aircraft of the period, though it was built at Brooklands and made its first flight here. Perhaps not the most glamourous flying machine, the Audax proved to be a sturdy workhorse throughout its career.

All of these tales show the impact of Brooklands and those who worked here. Today, we are fortunate to have you, our Members, and so many others at Brooklands to carry on this impressive work. All that remains for me to say is I wish you a very happy, successful New Year.

Alisdair Suttie Editor Brooklands Bulletin

Become a Member

Brooklands Members is the official support organisation for Brooklands Museum and is dedicated to raising funds for the preservation of the historic Brooklands site.

Members receive the Bulletin six times per year and enjoy free admission to the Museum, except when major events are taking place, in which case additional charges may apply. Club Level Members have access to the Clubhouse Bar on Thursday, Friday and Sunday lunchtimes.

For full details of membership benefits, contact the Members Administrator, Sarah Dover 01932 857381 ext 226; or wwwbrooklandsmembers.co.uk where you can find the latest news on Brooklands.

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Front Cover photo: Gareth Tarr

Lord Parkinson visit marks culture grant award

Brooklands Museum has received a grant of £432,000 in the third part of the Government’s Culture Recovery Fund. On the day the award was announced, Lord Parkinson of Whitley Bay visited the Museum, pictured on the right with Andrew Lewis and Tamalie Newbery.

‘Brooklands is packed with pieces from motoring and aviation history,’ said Lord Parkinson during his visit. ‘It’s fantastic to see how the grant is helping Brooklands to stay open so it can continue to do what it does with so much passion and changing people’s lives by inspiring new generations.’

Brooklands Museum Director Tamalie Newbery said: ‘The support from the Cultural Recovery Fund has enabled Brooklands Museum to survive the financial impact of the pandemic. The many, many people who care about Brooklands and the work the Museum does in its community are extremely grateful for this third tranche of support.

‘It is vital to organisations like ours that rely on visitor income and donations. We were delighted to see visitors returning to the Museum over the summer, however support is still greatly needed for the coming months and this award will help to bridge the gap.’

Darren Henley, Chief Executive of Arts Council England, added: ‘This continued

Welcome in the New Year at Brooklands

investment from the Government on an unprecedented scale means museums can carry on playing their part in helping to drive economic growth, boosting community pride and promoting good health. It’s a massive vote of confidence in the role our cultural organisations play in helping us all to lead happier lives.’

Brooklands honours Amanda McLaren

Brooklands Museum was delighted to be chosen by McLaren Automotive as the venue for a dinner in honour of Amanda McLaren, brand ambassador for McLaren Automotive and the daughter of company founder Bruce McLaren.

The dinner marked Amanda’s return to New Zealand after seven years in the UK. A star exhibit was the 1929 Austin Seven that Bruce McLaren won his first race with aged just 15 in 1954.

The car was kindly supplied for the dinner by McLaren Automotive.

More than 1000 classic cars of all ages and types are expected to fill the Brooklands Museum site. Visitors will also be able to enjoy the Museum’s exhibitions from 10am, and there will be live music and a winter barbeque to keep you warm. There will also be other food outlets available and the Members’ Restaurant will be open from 9am, with prebooking required for lunches.

Members enjoy free entry to the Classic Gathering, while others can check ticket prices on the newly improved website at: www.brooklandsmuseum.com

There will be multiple gates open for entry, so please check in advance for parking directions and which gate you should use on the day. Pre-booking of tickets is highly recommended as the Classic Gathering is hugely popular.

The Museum provides hand sanitising stations around the site and the latest government guidelines will be followed at this event.

The traditional Brooklands New Year’s Day Classic Gathering is one of the biggest events of its kind in the UK and the gates open from 9am on 1 January to help you see in 2022 in the best possible style.

Students get hands-on with Brooklands’ aircraft

Spooky driving tests

The Vintage Sports-Car Club Driving Tests were run on Halloween, having been postponed from the traditional January date due to Covid restrictions. Some competitors and cars acknowledged the significance of the date, such as the spider on the front of the 1938 Allard pictured. Luckily, the scariest thing about the day was the early morning’s weather, which caused some cancelled trials as the Banking could not be used.

Peter Batty emerged as overall victor in his 1929 Ford Model T which ran in the Modified Sports Car class. The VSCC Driving Tests were sub-titled 1921 – Back to Normal, acknowledging that 100 years ago was Brooklands’ first full season after the First World War. For 2022, the Tests revert to the traditional slot on Sunday 30 January.

Laura Barclay, our Learning and Engagement Officer, and David Morrison have recently been working with Kingston College on a new initiative to allow their students to have practical hands-on experience with the Museum’s aircraft. It also allows the Museum to illustrate the physical implementation of some aircraft systems, such as hydraulics and oxygen supply, which the students had only covered in theory previously.

We’re already on our second tranche of students, who are in their final year of their course. Supported by our aircraft technical volunteer teams, they’ve been helping us with refitting the flaps on the VC10, the elevator on the Varsity, prepping slipper tanks for the Viscount, and interior repairs on the Varsity. This practical assistance is the other side of the arrangement where they help us to maintain our exhibits in return for access to the systems and the engineers who can help fill out their understanding of the practical side before they venture into the workplace.

This is a great opportunity for Brooklands, Kingston College and the students themselves, and we’ll continue working to improve this relationship. From the Museum’s side, we get a chance to educate a new generation of aeronautical engineers while highlighting to them the work we do and how they can help us in the future.

David Morrison, Heritage Engineering Manager

Message from Members’ Chairman

I had hoped that this Christmas, I would be able to refer to Covid 19 in the past tense, but recent events have ensured that is not possible. Over the last few months, it has been pleasing to see so many of you returning to visit the Museum, and I hope that this can continue, especially for the New Year’s Day Classic Gathering that is always one of the most popular events with our Members.

We have started to hold talks again in the Napier Room, and the superb atmosphere and camaraderie has been very welcome, while streamed events allow those who cannot attend in person to enjoy the evening from home. Online platforms have enabled us to continue to deliver content to Members throughout the pandemic, and although they have played a vital role, they can never replace live events. Our team has done an outstanding job in establishing a viable and usually reliable system, and Mark Jarman has posted a video on the Brooklands Members’ YouTube channel giving a behind the scenes look at the technology involved. The video, entitled Tim talking about the mechanics only lasts five minutes, but is well worth watching, and will give you an insight into how far we have come in a relatively short period of time.

The expression ‘every cloud has a silver lining’ is generally not appropriate when discussing Covid, but I think it is fair to say the

Brooklands MGs on show

The MG Montlhéry C-Type Midget that took fourth place in the 1931 Junior Car Club Double-Twelve at Brooklands was on display at the Classic Car Show in November.

Also on the stand at the NEC, Birmingham was a recreation of the R-Type (EX146). When launched in 1935, the single-seater R-Type was very advanced with independent suspension all round and at £795 was very good value. The R-Type’s first race was in May 1935 at Brooklands in the International Trophy race. The cars appeared at Brooklands many times driven by the likes of George Eyston and Doreen Evans.

pandemic accelerated the technological development required to deliver digital content to Members.

Staying with the Talks team, I am pleased to announce that Harry Sherrard, a frequent contributor to the programme, has agreed to take over following Steve Clarke’s departure. Harry inherits a strong and talented team, and I am sure that he will deliver an exciting and varied programme in the future.

This edition of the Bulletin should arrive with you before the festive season, so I will finish, on behalf of your Committee, by wishing you all a Merry Christmas and a Happy New Year with the hope that in some future Chairman’s Message I will genuinely be able to refer to Covid in the past tense!

Neil Bailey

Gareth Tarr

Gareth Tarr

MUSEUM updates

Director’s Message

As I write this message, the country is again wondering what Covid still has in store for us, as the impact the new Omicron version will have is unclear at the moment. Throughout the pandemic, the safety of everyone at the Museum has been our primary concern and we’ve continued to encourage measures that reduce the likelihood of catching Covid. Those messages have been redoubled this week as we want everyone to feel safe at Brooklands, so they can enjoy everything the Museum has to offer.

In November, we heard the Museum had received a further grant of £432,000 from the government’s Cultural Recovery Fund. This was the second largest award to a museum in this round, which is for 2021 and 2022, and again shows that Brooklands’ significance as a site and museum is gaining wider recognition. The Arts Minister, Lord Parkinson of Whitley Bay, chose Brooklands Museum to visit on the day of the announcement to highlight the government’s support for cultural organisations during the pandemic. After five months of closure in 2021, with the

Outreach

It was never going to be an easy year with the restrictions at the beginning which cancelled all our regular off-site events. Hopefully, they will be reinstated for 2022. Thanks to a few Members encouraged by Debbie Crawt, we have managed to maintain a reasonable level of income for passing over to the Museum.

These hardy souls, including Debbie, David Warr and Simon Williams, set up shop in the Paddock at any opportunity, despite the weather, to sell memberships and other items of interest. It was good to see that our Chairman Neil Bailey was also involved on several occasions. David and Simon even found time to refurbish part of the Scoreboard that was deteriorating, which was a much more onerous job than originally thought.

At present, we have Debbie as Coordinator and myself looking after the admin and plans for 2022. I would like to spend more time at the Museum, though health wobbles have prevented that. Much on the mend now, so high hopes for next year.

resulting enormous reduction in income, our financial position for the year was challenging, but this grant will help reduce losses considerably and allows us to head into next year with confidence.

In more good news, we have launched our updated website this week. The changes are designed to make it easier to find key information and reflect the visual improvements put in place around the site in the past two years. This hasn’t been a complete rebuild of the website, but it has made great improvements on a limited budget. We hope you enjoy using it.

We have continued to be active in the local community and in November I was asked to speak at the opening of the new Business Centre at Jubilee High School in Addlestone. I was delighted to have the chance to talk about the entrepreneurial people that worked at Brooklands, from the Locke Kings’ founding of the Race Track itself, through to the many automotive and aviation businesses based there over the years. It is yet another way that Brooklands’ history can inspire young people today as they embark on their careers.

Autumn has been full of activity at Brooklands. We had a very busy halfterm and this was followed by one of our largest Military Vehicle Day events ever. The calendar for next year has been published and we are looking forward to our Classic Gathering on New Year’s Day returning in force, followed by a busy season throughout 2022 with events to suit every interest and taste. We hope to see you there.

Tamalie Newbery

Very unfortunately, one of the key members, Rolie Luker who was responsible for the growth of Outreach has had to stand down due to personal reasons. It’s good to know he is always at the end of the phone if we need his advice.

We need help for next year and would ask you to consider joining the Outreach Team as a volunteer Museum

representative on or off site. If you can drive a small van, it would be useful but far from essential. We are a happy group of volunteers and look forward to continue to grow the Outreach section in 2022. For more info, please contact me on: 01372 373929; or: david. norfolk@outlook.com

David Norfolk

Tunnel info 1 Dear Sir,

On page 50 of the last Bulletin about the tunnel, it says ‘this hidden feature was originally a road-tunnel under the track, allowing vehicles onsite.’ I believe it is well documented that it was built as one large ‘cut and cover’ construction and sub-divided into three individual tunnels that were the entry and exit tunnels for pedestrians.

The track facilities were designed on the assumption that anything up to 30,000 people would attend race meetings and the majority would come on the train, particularly from the London area. This was the basis that local horse racing tracks operated on at the time, such as Sandown Park, Kempton Park, and Hurst Park, with the tracks all being within easy walking distance from stations served by Waterloo train services. Being near to Weybridge station was therefore a vital factor in the suitability of the Brooklands site.

Of the three tunnels, two were operated in parallel and one on its own. The tunnel entrances were separated by the metal railings along the approach paths on either side of the tunnels. I understood this was so that on the morning of race meetings the twin tunnels were for track Entry and the single one for track Exit, and this was reversed in the evenings. Outside the track, the tunnel entrances today form part of the end of the back gardens of one or more houses on Locke King Road.

In reality, Brooklands never achieved the anticipated attendance figures, whether spectators came by car or train. However, car ownership grew rapidly. In 1907, there were about 60,000 cars in the UK and that number doubled by around 1912, but by the end of the Brooklands era in the 1930s, car ownership stood at well over one million. Maybe the tunnels were used by vehicles at some later point after the track was built.

Brooklands Olympics

I think the tunnels were well used because there was always a high proportion of people arriving on foot and the tunnels were the only way in. In reality they are quite narrow so the early estimates of numbers might well have overwhelmed them.

I’ve just re-read the book about the Locke Kings and, in 1906, Hugh told the local paper that he hoped for 100,000 to 200,000 spectators, although that was maybe an annual total over say 10 meetings.

This was possibly backed up by a statement of the Clerk of the Course in one of the legal trials against Locke King in 1908 that the track would ‘make money’ if they got 10,000 to 20,000 spectators for each of 10 meetings. It seems generally accepted the track never made any substantial money for the Locke Kings, so maybe the typical attendance was around the 10,000 mark.

Best regards,

Steve McCarthy

I was surprised to see Motor Racing included. The draft states: ‘To be Held on the Brooklands Racing Track at Weybridge.’ It continues:

1. Flying Kilometre for Racing Cars (1093.6 yards)

2. About 9 miles (14.4 kilometres) (3 times round the course) Touring Racing Cars. Cars to be not more than 30hp, and to carry 280lbs weight in addition to the driver and mechanic.

Dear Sir,

As a West Londoner by birth, I developed an interest in the 1908 Franco-British Exhibition at the site known as the Great White City in Shepherds Bush. Associated with the Exhibition is the 1908 London Olympic Games that mostly took place in the White City Stadium built within the exhibition grounds. Within my assorted collection related to the Exhibition is a book titled A Guide to London 1908 - In remembrance of the Olympic Games

The book contains a draft of the programme of proposed events by the British Olympic Council and sanctioned by the International Olympic Committee at their meeting in the Hague in May 1907. The draft is sent to competing nations for suggested alterations to be returned before July 1907. Many events were of the time and no longer included, such as the Tug-ofWar. Flying Machines including models was a proposed event, as was Motor Boats to be held at Southampton Water.

3. About 14 miles (22.5 kilometres) (5 lbs in weight, including times round the course) for Racing Cars not exceeding 2600 lbs in weight, including driver and mechanic.

My limited research says the proposed Motor Racing events did not take place. I wonder if the Museum has any records of discussions with the British Olympic Council and can explain why the event was dropped?

Kind Regards

Robert Oldfield

LETTERS

Unipower at Brooklands

The next generation

Dear Sir,

I saw your short piece about my Unipower GT in the NovemberDecember Bulletin in the Members’ Matter section. The car is chassis 1 of 71 or so, and the only one in regular use on UK roads. Attached is a shot of it at Brooklands in Feb 2020.

Incidentally, you might be interested to know that my Grandfather, J Duncan Ferguson, was a timekeeper at Brooklands so there’s a nice circularity to his grandson’s car being seen here.

Regards, Tim

Carpenter

Prop explanation

Dear Sir,

Further to your request in the letters page 10 of the NovemberDecember Bulletin, I can elaborate on my donation

In the 1970s and early 1980s, I was a member of an aircraft archaeology group named the Air Historical Group. We researched mainly Second World War crash sites in the Home Counties. We heavily researched the Vickers raid on 4 September, 1940 and via Public Record Office records and eye witness reports found the crash site of a Messerschmitt Bf 110 at East Horsley very close to Ken Tyrrell’s famous Woodshed.

One of the recovered items from a large hole we dug was an alloy prop blade that I donated to the Museum many years ago via John Pulford, who was exhibits curator at the time. The Bf 110 was shot down by a Flight Lieutenant Cambridge from 253 Squadron. Both German crew died. We obtained a copy of the combat report that showed a time of 13.25, so just after the raid had happened. An interested visitor to our dig was the artist David Shepherd. The prop is now in a case in the Aircraft Factory. Hope this helps

Regards, Adam Hermitage

Tunnel info 2

Dear Sir, I hope you will not mind my clarifying the lovely feature about the three tunnels under the Members’ Banking. Rather than being a road tunnel under the banking, these three spectator entrance tunnels were for just that purpose. Vehicles were able to enter and leave through the single competitors’ tunnel further along the banking towards the Hennebique Bridge. This racers’ tunnel, now restored and reopened by Tiff Needell, was used as part of the track for certain events.

Intriguingly, at the start of each major event, two of the three combined tunnels

Dear Sir,

I am immensely encouraged that there are talented young persons, with commitment and a sense of responsibility, wishing to take up worthwhile careers in vehicle and aircraft restoration. I congratulate our Museum, Heritage Skills Academy and generous sponsors for providing a first-class infrastructure. Their endeavours are obviously giving much valued support to the profession of heritage engineering, at nothing less than a high level of excellence. Long may that continue.

Furthermore, permit me to express my appreciation to everyone involved in the administration of our Museum. During recent years, I have been an infrequent visitor, but have no intention whatsoever of cancelling my membership. In today’s prevalence of pessimism, justified or otherwise, Brooklands is still a very special place and a pleasure to treasure.

Yours faithfully

JJR ‘Jim’ Cockburn

Thank you for your kind words. The students and tutors at the Heritage Skills Academy are truly talented group of engineers. They are a perfect example of Brooklands’s history helping to inspire future generations. - Editor

were used for spectators entering the Motor Course, and the other was used for people who wanted to leave. At the end of each event, this system was reversed and two tunnels were for leaving spectators, the other one to be frequented by latecomers.

Because the tunnels are on an incline, with the high end under the banking’s top and the low end on the inside of the banking, the tunnels are ‘stepped’ to allow people a safe walk in or out. Many years ago, please don’t tell anyone, I explored the three tunnels with a powerful torch and an anxiously thumping heart, and walked right

to the very end, under the highest part of the banking where the fastest racing cars pounded along at 150mph. I could see daylight through an air vent and little else.

After this illicit escapade, which left me feeling guilty but also elated, I vowed to delve into the history of the spectator tunnels. I have a set of photographs showing they end-up in the back garden of a local resident. The history of all this and of Brooklands in general has gripped me like a fever ever since that day.

With kindest regards,

Andrew Wilkins

forthcoming events

2022 Museum Events

The Events List is subject to change, so please check the website: www. brooklandsmuseum.com. Email events@ brooklandsmuseum.com or telephone the Museum on: 01932 857381 for information. Test Hill, car rides and engine runs are subject to operational conditions.

Due to the Coronavirus situation, please check the website for the most up-to-date information on events. Some events may have limited capacity. Thank you for all of your support.

January

1 New Year’s Day Meeting. Enjoy a traditional Brooklands start to the New Year with this fantastic gathering of classic vehicles of all shapes and sizes.

March

27 Mini Day. Every type of Mini is welcome and it’s a chance to celebrate the huge variety of this small car. 10am-5pm.

April

10 London Bus Museum Transportfest. The biggest and best bus show in South East England, with more than 100 classic buses and coaches attending. 10am-5pm.

20-21 HERO London to Lisbon Rally. Scrutineering and the start of this tough 2200-mile trial, with competitors flagged off from Brooklands from 10am.

24 MG and British Marques Day. From Alvis to Wolseley, with plenty of MG in the middle. Action includes a Cavalcade and Test Hill. 10am-5pm.

29 TR Register Meeting. Owners of Triumph ever-green sports car gather at Brooklands.

30 Italian Car Day. If it’s Italian and on wheels, it will be at Brooklands, with demonstration runs and Test Hill offering a challenge. 9am-5pm.

Brooklands Members Talks: update

Everyone at the Talks team would like to thanks Steve Clarke for his huge contribution to running the Talks programme as he now takes a gentle step back. We’ll look forward to seeing Steve still attending events, which start in 2022 with An Evening with Tiff Needell on 13 January. The former racing driver and full-time presenter is brimming with anecdotes from a packed career and is sure to entertain.

On 17 February, we have another motorsport great for a talk with rally legend Paddy Hopkirk. Forever associated with the Mini from his exploits on the Monte Carlo Rally, Paddy has many tales to tell from his long and successful time in racing. This is a must-see event.

Next in the Talks calendar is Travel Bug with Fiona Easter on 17 March. As the name suggests, Fiona is a keen traveller and Volkswagen Beetle fan, starting her adventures with a £99 VW that she drove to Gambia. This will be a fascinating insight into what it takes to travel the world by Beetle.

2022 RAS, Weybridge Events

The Weybridge Branch of the Royal Aeronautical Society is most grateful for the various privileges that it enjoys at Brooklands and makes an annual donation to the Museum. To book a space on an RAS talk, email John Dunne: john. dunne888@gmail.com

January 19 Royal Aeronautical Society, Weybridge Branch. From 6.45pm in the Bluebird Room, a joint lecture with the Institute of Mechanical Engineers. Entry: suggested £5 donation.

February 16 Royal Aeronautical Society, Weybridge Branch. From 6.45pm in the Vickers Room, a talk by Ian Smith, former Chief Flight Engineer BA Concorde fleet and currently Technical Advisor G-BBDG and the Concorde simulator at Brooklands Museum. Entry: suggested £5 donation.

March 16 Royal Aeronautical Society, Weybridge Branch. From 6.45pm in the Bluebird Room, a talk by Captain Bryan Pill, Mission Aviation Fellowship, about bush flying, and the emergency and relief work of MAF. Entry: suggested £5 donation.

These Talks will all be on BM.tv Livestream for those who cannot attend in person. Previous talks can be viewed on our BM.tv channel. You can find a link on the BM.tv section of the Museum website. Please note the new number for the Talks Booking Line is: 07955 462392. The email address is: talks@ brooklandsmembers.co.uk Talks can also be booked online at: www.brooklandsmuseum.com/brooklands-members/memberevents

Harry Sherrard and The Talks Team

30 Vintage Sports-Car Club Driving Tests. Sixty pre-war cars tackle the courses around Brooklands, including Test Hill and the Members Banking. 10am-4pm.

BROOKLANDS’ CONTINENTAL INFLUENCE

Word: Gareth Tarr Photos: Bentley Motors, Gareth Tarr

It is often overlooked that when Hugh Locke King built Brooklands, he intended it to be not only a venue for races but also a facility for British manufacturers to develop their products. This is the story of a unique car that was tested at Brooklands just weeks before the circuit finally closed in 1939, a car that was to influence one of the greatest of post-war Bentley models, the Continental.

In 1931, Bentley Motors went into receivership and, despite interest from Napier, the marque was bought by RollsRoyce. The first Bentley model developed after the merger was the 3½-Litre, a 6-cylinder car that was introduced in 1933. This was upgraded to the 4¼-Litre in 1936. Naturally, the new ‘Silent Sports Car’ was fitted with bodies from the traditional

Brooklands’ use as a high-speed test track for car manufacturers helped to develop an aerodynamic pre-war Bentley, which led to the sleek post-war Continental.

Details such as the rear wheel spats and flushfitting door handles were advanced features for the late 1930s and added to the Bentley’s windcheating performance.

British coachbuilders, such as Gurney Nutting, Park Ward, and Hoopers among others. However, this created something of a dilemma. There was an increasing fashion for continental touring and the usual bluff British coachwork restricted speeds on the fast, open roads of France and the new motorways of Germany and Italy.

Bentley and Rolls-Royce recognised the issue. One solution would be to produce more power, and while that would improve acceleration it did less to enhance top speed. The answer was aerodynamics. Several parties had been experimenting with aerodynamics since the early 1930s and Rolls-Royce and Bentley senior managers EW Hives and WA Robotham were very impressed when attending a demonstration at Brooklands in April 1936 of the Dubonnet Dolphin car designed by Jean Andreau, which was capable of 109mph despite only having 80bhp. Andre Dubonnet and Jean Andreau also collaborated on the Hispano-Suiza Xenia, named after the drink’s magnate’s wife and built in 1938 by Saoutchik. The rear-

engined Dolphin was too extreme a design for Bentley, but Hives did commit the company ‘to spend a small sum annually on wind tunnel work’, leading to more scientific investigations into aerodynamics.

Experimenting with aerodynamics was one thing, but there was also the need to produce a commercially successful product. In 1934, Chrysler had introduced its Airflow model, but it wasn’t popular and was withdrawn in 1937. The industry was understandably wary of selling radical design to a traditionally conservative public, a marketing dilemma seen today as manufacturers introduce new electric cars that, on the whole, follow traditional styling that may be an opportunity missed. The Bentley radiator had been a feature of every car produced since the marque appeared in 1919 and customers weren’t ready to trade in that distinctive identity.

Enter Walter Sleator, the owner of Bentley’s Paris agency, Franco-Britannic Motors, and his existing Bentley client Andre Embiricos, a Greek sportsman who agreed to order a suitable car. This

project was independent of Rolls-Royce and Bentley, but in March 1938 chassis B-27-LE costing £1150 was shipped to Sleator’s Paris premises. This was a tweaked version of the standard car with engine compression ratio raised from 6.5:1 to 8:1, giving a power output of 142bhp compared to the standard 125bhp, and it also had a higher-than-usual axle ratio. The chassis was sent to the premises of Marcel Pourtout for fitting with a body designed by Georges Paulin, who was a trained dentist as well as a talented coachwork designer, which was completed in July at an astronomical cost of 59,210 French francs, twice the price of the average Pourtout-produced car. The result was not only sensational looking but also practical, offering similar passenger accommodation to a ‘regular’ Bentley, although boot space was limited. It was also light, tipping the

Parisian coachbuilder Vanvooren created the svelte aerodynamic body of the Bentley for owner Andre Embiricos, who gave the car its distinctive name.

An early photograph of the Embiricos Bentley, possibly taken at Brooklands during testing. In this image, the car is not wearing the front wheel cover discs.

scales at 31 cwt (1575 kg) compared to the standard saloon’s 34cwt (1730kg).

Rolls-Royce’s Chief Development Engineer Walter Robotham flew to Paris and drove the car at the Montlhéry circuit, achieving a maximum speed of 104mph. It had been hoped that 115mph could be achieved, but Robotham was still impressed by the car and arrangements were made with the owner for it to do a four-week UK promotional tour. Among appointments in that period was a visit to Conduit Street. This was Charles Rolls’ initial London showroom which pre-dated his involvement with Henry Royce, and was the ultraconservative bastion of Rolls-Royce and Bentley customers. The visit went much as expected, Robotham reporting to Sleator that ‘(Conduit Street), as one could have anticipated, were not enthusiastic, but they will be educated.’

With its much lower front profile and slim windscreen, the Paulin-designed Embiricos Bentley was a revelation when it was completed in 1938.

Decades before modern supercars began to use bodywork to ‘manage’ the flow of air, the Embiricos Bentley was using this style of body on its rear wings.

The rear number plate sits within the bodywork of the boot to maintain the Embiricos Bentley’s aerodynamic form. Even the boot latch is tapered.

Further testing and publicity with the car were planned for 1939, with endurance runs at Montlhéry and a top speed sprint down a German autobahn anticipated. In January 1939, Walter Sleator took

the Embiricos Bentley to the Montlhéry circuit near Paris, running for one hour on the banked oval at an average speed of 107.42mph and with a best of 110.04mph at 12.25mpg. This was slightly slower than Robert Benoist achieved in a supercharged Bugatti Type 57C at the same venue with 113mph for the hour and a fastest lap at 121mph.

It was normal practice for Rolls-Royce and Bentley to test experimental and prototype cars on the Continent, so the next trial for the Embiricos Bentley was a European tour. It was one of two cars used on the run, the second a four-door saloon with body by Parisian carrosserie Vanvooren. Walter Sleator had previously been Vanvooren’s Sales Director, hence the favoured connection with the British marques. Accompanying Robotham, Sleator and two Bentley engineers were three journalists: Vernon Morgan of Reuters; Georges Lefevre of La Vie Automobile and L’Auto; and John Dugdale of The Autocar The latter was a young Weybridge-born reporter who landed his job with the publication by developing a friendship at Brooklands with SCH Davis, the famous Sports Editor and winner of the 1927 Le Mans in a Bentley.

Dugdale’s adventure began late one Friday afternoon when he was summonsed to Editor FJ Appleby’s office, who asked if Dugdale could be ready on Monday to travel to Paris for a Rolls-Royce demonstration, believed to be to Italy. The Autocar’s representative duly found himself outside the Rolls-Royce showroom on the Avenue Georges Cinq the following Tuesday, with the vehicle test departure at 11am observed by Charles Faroux, doyen of the French motoring press and one of the men behind the founding of the Le Mans 24 Hour race in 1923.

Georges Paulin designed the Embiricos Bentley’s body. He was a very able coachwork stylist, as well as a dentist, with an eye for detail finish.

The front grille of the Embiricos car was a major break from traditional upright Bentley radiator design and was a key part of the car’s look.

A flavour of the spirit in which this trip would be undertaken can be judged by the first stage of the run being a quick dash east from Paris to La Ferte-sous-Jouarre to visit a favoured restaurant whose chef had once cooked for Marshall Joffre. During the trip, Robotham became concerned that, unlike his fellow journalists, LeFevre wasn’t taking any notes about the car he had dubbed ‘La Streamline’. Finally, the Frenchman opened his notebook and started writing at one

meal on the trip. Then he declared to the others: ‘I am in no doubt which was the best wine we drank and, of course, the paté at Strasbourg and blue trout at Ulm win their respective classes, but I cannot decide whether the coq-au-vin at Metz or the volaille de bresse demi-seuil we are now eating wins the prize for the main dish served during the trip.’

Rather than gastronomic delights, the true purpose was to test the ability of

La Streamline and that afternoon it was soon cruising at more than 100mph down the Route Nationales. It averaged 60mph for the day and 76mph on one 64-mile section. The planned route was to reach Munich, then head north to Berlin and, in the process, break the 80mph record that had been set for that stretch of autobahn by a Mercedes-Benz Grosser.

The final run would take the team back to Paris. In the end, heavy snow at Ulm made them turn round and head back the way they came. At first, the roads were still icy but they finally became level and an excited Dugdale picks up the story: ‘For the next 10 minutes, we averaged 89mph, then we warmed up to 110 for five miles, topping this with 112mph for four miles.’ As evidence, from the back seat of La Streamline, The Autocar reporter took a photograph with his Leica 35mm of the speedometer showing 110mph. Equally remarkable was the car would average 21mpg at 80mph, a testament to its aerodynamic efficiency.

On 18 July, the Embiricos Bentley came to Brooklands for further speed tests. George Eyston managed an average of 114.6mph for the hour and then followed up with a 10-mile run, the best lap being 115.55mph. These surpassed the results of the Montlhéry test and might have been better but for a strong wind and light rain on the day. Motor Sport described Eyston’s and the Bentley’s achievements as ‘a very good show’, concluding with typical period jingoism that: ‘There seems little excuse for buying abroad when super-speed is the requirement.’ Immediately after the Brooklands test, Embiricos sold the car to HSF Hay. Was Embiricos perhaps fed up of lending his car to the factory?

The opportunity to buy the type of car envisaged by Motor Sport wasn’t far away. Bentley had been developing an upgraded model that was to be known as the Mark V. One of the experimental cars developed using the project name ‘Continental’ was constructed by Vanvooren to a four-door

Although the Embiricos Bentley was much more streamlined and had a lower roof line, it could still seat four people comfortably in its cabin.

Every element of the Embiricos Bentley was designed for aerodynamic efficiency and to reduce weight, which is obvious from the slender front bumper and it fixings.

The post-war Bentley Continental R used many elements of the Embiricos car in its shape, notably around the rear wings and boot line.

Paulin design, which was more practical than the Embiricos car. Known as the Corniche, a name later adopted by RollsRoyce in the 1970s, this car began testing in the summer of 1939 with an expectation of launching at the Motor Show in the autumn. In the end, the car suffered a serious accident while testing on the Continent. The chassis made it back to England, but the body did not (see panel).

The start of the Second World War brought to an end all development activities, but what the tests had proved was that Bentley could create a car that was capable of consistent high-speed running. In 1947,

the Cresta, a more modern looking Bentley appeared, partially at the instigation of Walter Sleator. Styled by Pininfarina, eleven of these cars were constructed, some by the Turin house and some by Forges et Ateliers des Construction Eure-et-Loir, which later became Facel Vega. In 1952, Bentley introduced its Continental model, designed for the European Grand Tour, its spiritual predecessors being the Embiricos and Corniche cars tested 13 years earlier.

HSF Hay subsequently ran B-27-LE at Le Mans in the first three races after the war from 1949 to 1951, with a best result of sixth in the first of those years when he

The Corniche missing link

However, that is not the end of the Corniche’s story. Its styling heavily influenced the post-war Continental model that was every inch the supercar of its period. The importance of the Corniche is such that volunteers from the WO Bentley Memorial Foundation and the Sir Henry Royce Memorial Foundation began to rebuild the chassis and gather the parts needed to recreate the rest of the car. Many original Corniche and Bentley MkV parts had been kept by the factory before being sold off in the early 1970s. Fortunately, many of these components survived to be used in the build of this new Corniche.

shared the car with Tommy Wisdom. After the 1951 race, Hay switched the racing fuel tank back to the standard road item and then took the family on holiday to the Cote D’Azur.

In the 1960s, Walter Sleator wrote to Stanley Sedgwick of the Bentley Drivers Club: ‘As far as I am concerned, the first ever Continental was the one with which I put an hour record at Montlhéry in 1938 at an average speed of 178 kph.’ Was the 1950s Bentley Continental the last production car to benefit from Hugh Locke King’s intention that Brooklands be a centre for testing? Quite possibly.

steam booth to bend sections of wood to the correct angle and curve for the bodywork. More modern computer-aided design was employed to analyse the airflow over the front grille’s slats.

Using a MkV as its base, the original Corniche was tested at Brooklands ahead of its Continental trial. The lightweight chassis and tuned engine saw it easily break a 100mph average lap speed. However, the crash in France and outbreak of the Second World War dictated the Corniche became an intriguing oneoff that bridges the gap between the Embiricos Bentley with the firm’s post-war models.

The Bentley Corniche designed by Paulin and created by Vanvooren was a more sales-friendly proposition for Bentley’s RollsRoyce masters. Where the Embiricos car proved the theories of aerodynamics, the Corniche added greater space, practicality, comfort, and luxury that these two British companies had come to exemplify. The loss of the Corniche in a traffic accident in August 1939 made it very difficult to repatriate the car, though the chassis did make it back to the Derby factory. The bodywork was destroyed in an air raid on Dieppe and was lost forever.

With the project struggling for funds and momentum, Bentley Motors stepped to help and the work was brought inhouse at the request of the company’s then Chairman Adrian Hallmark. Bentley’s Mulliner division took on the work, hand-forming the aluminium body and finishing it in the original’s Imperial Maroon colour. The interior has also been exactly replicated, and Bentley even built its own

Inside the Corniche, it has been remade after detailed research of materials and design. It uses the correct Connolly Vaumol hide and West of England cloth.

The wrecked Bentley Corniche immediately after the traffic accident that ended its test in France. The body was subsequently lost in a bombing raid on Dieppe.

The recreated Corniche as finished in 2019 by Bentley Motors, with much of the early work carried out by volunteers using original Corniche and MkV components.

Formerly owned by HRH Princess Alexandra and Sir Angus Ogilvy

Exceptional provenance and presented in superb condition throughout.

Est: £125,000-£145,000

BY MULLINER PARK WARD

First owned by Mr Eric Lombard Knight, founder of Lombard Banking. One of the finest examples, sold with copies of the original build sheet.

Est: £95,000-£110,000

SALE

Saturday 27th November Commences 9.30am

Doors open 8.30am

The first Hawker Audax aircraft made its maiden flight on the 29 December, 1931, making it 90 years since this cleverly conceived plane started its surprisingly bold career. Developed by HG Hawker, later to become Hawker Aircraft Ltd in 1933, the story behind its conception, design, and operational life is an example of the military ‘adapt and overcome’ mindset.

By 1930, it was all too clear the Royal Air Force’s existing Armstrong Whitworth Atlas was not fit for its intended purpose as a co-operational aircraft. This type of machine was intended to provide ground troops with support, as well as performing a wide range of other duties as a light bomber and reconnaissance aircraft. The Atlas missed the strength, reliability, performance and handling to work in such a varied role, so the Air Ministry issued Specification 7/31 in April 1931.

This document invited interested companies to submit their tenders for a new co-operational aircraft. However, the result was something of a foregone conclusion as the specification came with

the caveat that preference would be given to a machine that could be adapted from an existing aircraft to keep costs down and speed up supply as more than 100 planes would be needed within three years. The only company capable of fulfilling this cleverly worded document was Hawker as it already had the Hart bomber in service that was ideal for the conversion. After only six days from issuing Specification 7/31, Hawker was awarded the prototype contract and work began.

A Hart aircraft was immediately taken out of the Fighting Area Storage by Hawker at Kenley on 5 May, 1931 and returned to Brooklands. The work needed to turn the Hart into the Audax was not especially complex or onerous, which is why it took a mere 10 days before trials were underway at Martlesham Heath, where much of the RAF’s experimental work was done.

The adaptations made to turn the Hart into the Audax included longer exhaust manifolds to prevent flames dazzling the pilot,

particularly in low light conditions. Other Audax-specific equipment added was a message hook under the airframe that could be raised and lowered as required. This led to some wags describing the Audax as ‘an ’art wiv an ’ook’. Armaments for the Audax were a fixed, synchronised forward-firing .303-inch Vickers machine gun and a rear-facing .303-inch Lewis gun on a Hawker-Scarff mounting on the rear cockpit. The Audax was also fitted with underwing racks to carry up to eight 20lb bombs. Alternatively, it could also carry two 112lb supply containers to drop to ground troops.

The RAF ordered 40 Audaxes in this specification to begin with and they were built in the Canbury Park Road factory, Kingston. On 29 December, 1931, Flight Lieutenant PEG Sayer flew the first Audax, registered K1995, into service and the other 39 followed over the next two months. The first squadron to receive the Audax was not far from the factory or

AUDACIOUS AUDAX

The Hawker Audax made its first flight 90 years ago. Here’s the story of its creation and flying career.

Words: Alisdair Suttie Photos: Brooklands Museum Collection

The Hawker Audax on the grass at Brooklands, with the Circuit in the background. It took just 10 days to make the conversion from the Hart aircraft to Audax.

Brooklands where it had been designed as No4 Army Co-operation was based in Farnborough. Twelve Audax aircraft were delivered there to directly replace the outdated Atlas. These early Audaxes had an exciting start to their working lives. K1995 may have been the first to fly but it crashed out of service in 1936 after 148 hours in the air.

By 1933, many more Audaxes were in regular service and a batch was sent to squadrons in the Middle East and the No4 Flying Training School in Egypt. In

keeping with its brief to work in multiple roles, the Audax was used by the School of Army Co-operation, which was the forerunner of the School of Land/Air Warfare. Eight Audax aircraft were also assigned to the School of Photography. If anything, the Audax had become a victim of its own success to some extent as production at Brooklands and Kingston could not match demand, so sub-contracting was used as a means to produce the required number. As a result, the Audax was also built by the Gloster

Aircraft Company, AV Roe & Company, Westlands, and Bristol.

The Audax helped build up the number of RAF bomber squadrons as tensions in Europe and around the world increased towards the end of the decade. The Audax was soon to bow out of frontline duties as the Hector replaced it as the RAF’s light bomber of choice in 1937. However, a quirk of fate saw the Audax assume a new role as the Hector’s Dagger engine proved unsuitable for use in tropical climates, whereas the Audax with its Rolls-Royce

The message hook that was a key part of the Audax is clearly seen in this image as it’s tested. It could pick up parcels from the ground to speed up communications.

Several Audaxes nearing completion in the factory at Brooklands. The initial order of 40 aircraft for the RAF quickly grew, leading to production being sub-contracted.

Three early Audaxes in flight. The leading aircraft, K2030, was delivered to No4 Squadron at Farnborough, while the other two started with No13 Squadron at Netheravon.

The simplicity of the Audax design is clear in this image. It may have been a biplane, but the Audax was reliable, making it an ideal co-operational aircraft.

The extension from the lower outer surface of the wing of this early Audax is possibly to hang a flare from, which was used to illuminate the runway at night.

Kestrel engines proved ideal for this theatre of RAF Habbaniya in Iraq. On 30 April,

bombs, which was much more than had been considered during the design stage. Yet the faithful Audax managed to take off, even though they later had to fly from the station’s polo ground and through the main gates to avoid enemy fire.

The Iraqis countered with their own air attack using, unbelievably, more Audaxes that had been sold there years before. Even so, the RAF’s Audax crews held the invaders at bay long enough for reinforcements to arrive in the shape of Gloster Gladiator fighters that soon deterred any further action. The Audaxes then provided cover for the relief column as it made its way to Baghdad. Later in the Second World War, the Audax was reduced to towing General Aircraft Hotspur gliders for trainee parachutists.

The final Audax in RAF service finished flying in early 1944, but that wasn’t quite the end of the line for this tough aircraft. A derivative called the Hawker Hartbees was modified for the South African Airforce. This machine has become known as the Hartebeest or Hartbeest, which are more Afrikaans in their spelling and pronunciation. Four Hartbees were made by Hawker in 1935 and a further 65 were produced under licence up to 1937 at the Roberts Heights Depot near Pretoria, with some still in service up until 1946.

By the end of its flying career, there were seven Audax variants, including

This Audax started its service life with No2 Squadron at Manston. The rear-mounted Lewis gun is clear to see and provided the aircraft with vital protection.

The robust construction of the Audax is visible in this image. It allowed the aircraft to fulfil a number of roles very well and operate in tough conditions.

The Audax used a Rolls-Royce Kestrel engine that helped prolong it service life as it was better suited to tropical climates than the Dagger engine of its replacement, the Hector.

A STAR IS BORN

We take a look at how the legendary BSA Gold Star got its name and one man’s quest to recreate Wal Handley’s 1937 Brooklands Gold Star-winning race bike.

Word: Martin Gegg Photos: Martin Gegg

George Wander demonstrates the race-prepared BSA at Brooklands Relived, a replica of the 497cc machine that gave rise to the whole Gold Star line of motorcycles.

Walter Leslie Handley was born on 5 April, 1902 and, after leaving school at the age of 12, he eventually found a job with OK Motorcycles. By 1922, he was regularly taking part in trials competitions when the 20-year-old Handley decided to enter the 1922 Isle of Man TT in the first ever lightweight race on an OK. Those familiar with Wal Handley will know that he famously set off for his first practice by driving the wrong way and was derided in the press for such a basic error. These negative comments were short-lived as in the race he did the fastest lap from a standing start before a mechanical failure. His TT career was blighted by mechanical issues, until 1925 when he became the first rider to win two TT races in a week. From here on, his talent was clear as he secured race wins in the Isle of Man, Brooklands and in Europe.

In the mid-1930s, Handley started to race cars and became a member of George Eyston’s MG team racing at Brooklands, the Isle of Man, and Donington Park where he was seriously injured in 1936, after which he effectively retired from motorsport. Then, in June 1937, he was persuaded to ride a specially prepared 497cc BSA Empire Star at a Wednesday ‘Bemsee’ (BMCRC or British Motorcycle Racing Club) Brooklands Meeting. The Empire Star, while looking much like a standard road machine, had been race prepared with a new silencer and modification to the foot pegs and foot controls allowing the rider to lie down across the tank. A new piston had been fitted and modifications made to allow the engine to run on alcohol fuel.

Walter ‘Wal’ Handley earned his Brooklands Gold Star by winning the British Motorcycle Racing Club’s three-lap race at an average speed of 102.27mph. He won despite a nine second handicap.

This event marked the return to the track for BSA, following the factory’s disastrous entry in the 1921 Senior TT when none of its machines finished the race. The Handicappers were alerted to the machine’s potential and Wal was given a nine second handicap in the three-lap race. He weaved through several riders on lap one and easily made his way up to the front on lap two. During the last lap, he increased his lead to finish several hundred yards ahead of RC Appleby on a 494cc Excelsior. Third was MD Whitworth on a 494cc Triumph.

Wal Handley had achieved an average speed for the race of 102.27mph, with

his fastest lap recorded at 107.57mph. Together with Appleby, Handley was awarded the coveted Brooklands Gold Star in recognition of an average speed of more than 100mph.

The second race was a two-lap event, with Wal given a six second penalty. Once again, he carved his way through the field on the first lap. On reaching the Members’ Banking, TF Pullin on an Excelsior swerved in front of Handley. The BSA’s wheel caught the rear of the Excelsior, throwing Handley off and badly damaging the bike, effectively writing it off. Pullin managed to stay on his bike but suffered a broken

ankle. Handley escaped serious injury, though he was kept in Weybridge hospital until 11 July. While there, he incurred the wrath of the matron when, against all the rules, he took himself off to the High Street in his dressing gown in search of newspapers and cigarettes.

Handley’s famous mount was never raced again. However, back in the BSA factory at Small Heath in Birmingham, BSA’s next bike in the series, the M24, was about to be put into production. BSA now had the perfect name to continue the Star series, naming it the M24 Gold Star at its launch in 1938. This motorcycle was to lay

George Wander takes to the banking at Montlhéry in 2017. The GP and surgeon completed his recreation of Handley’s racing bike in 2012, just in time for the 75th anniversary meet at Brooklands.

The film crew from The Secrets of the Transport Museum were on hand to capture the handover of George Wander’s BSA so it can be included in the next series of the show.

The superb recreation of Wal Handley’s BSA Empire Star built by George Wander. On the right, holding the bike is by Fred Wade, who has maintained it since its arrival at the Museum in 2013.

the foundations of a new breed of race bikes. Its cylinder and head were now alloy instead of cast iron, and gone were the sidecar lugs that had made its predecessor a multifunctional bike. The Gold Star had a disappointing start with around only 500 units sold before the Second World War put a stop to civilian production.

Wal Handley, who was an experienced pilot having gained a flying certificate at the Midland Aero Club on 17 March, 1929, soon volunteered to join the Air Transport Auxiliary (ATA). No doubt because of his vast experience, he became the Commanding Officer of the ATA’s largest Air Pool at Hawarden in Cheshire. On 15 November,

1941, he died at the age of 39 after the Bell P39 Airacobra he was flying crashed shortly after take-off from Kirkbride in Cumberland, following an engine fire. In a tribute ‘Ixion’ (Basil H Davies) wrote: ‘We have had great riders who were erratic, and others who were clumsy. But Handley was always visibly superb. Walter was one of our greatest aces.’

Handley is also remembered on the Isle of Man with Handley’s Corner between the 11- and 12-mile posts named after the place he had his first TT Crash in 1935, and his memorial seat is at the top of Alexander Drive in Douglas. The inscription reads: ‘In Memory of Walter L Handley, Maker of Tourist Trophy Race History, Killed, Serving

His Country, 15 November 1941. None Ever Passed This Way More Bravely.’ BSA relaunched the Gold Star in 1948 as a 348cc machine, followed in 1949 with the 499cc premium model which was hand-built to the buyer’s specification as a Trials, Tourer, Scrambles or Clubman racing bike, complete with performance certificates. The legend was born.

Fast forward to 2012 and GP, surgeon and motorcycle enthusiast George Wander was keen to mark Handley’s final racing achievement by building a faithful recreation of the Gold Star-winning Empire Star. The bike was painstakingly assembled just in time for the 75th

Fred Wade at Le Puy-Notre-Dame in France awaits a run on the street circuit. The BSA has been ridden several times in European events.

Former Grand Prix rider Steve Parrish, with help from the Empire Star, took part in a photoshoot to promote the Museum’s Motorcycle Show.

Steve Parrish ably demonstrates the Empire Star’s modified foot pegs and foot : controls so the rider lies flat on the tank for improved aerodynamics.

anniversary BSA Gold Star meeting held at Brooklands in June of 2012. Since 2013, the ‘Brooklands Empire Star’ has been on permanent display at the Museum. During this time, Fred Wade of the motorcycle team, and owner of a Gold Star, has been responsible for the maintenance of this machine that has appeared at numerous demonstration events in Britain and Europe, helping to tell the story of Wal Handley, the Brooklands Gold Star, and their link to the iconic BSA Gold Star motorcycle.

although it runs on petrol rather than methanol, and even though it has a front brake fitted, it is quite a challenge to ride.

The footrests are placed much further back than on a road machine to allow the rider a low stance. Unfortunately, this means that gear changes can be a challenge using the extended lever. Not so much of a problem when racing at full speed at Brooklands back in the day, but Fred and son Eric have experienced the odd foot fumble when negotiating the tight street circuit at Le Puy Notre-dame in France.

On Thursday 19 August, 2021, George Wander generously donated the Empire Star to Brooklands Museum. To mark the occasion, Fred Wade laid on a surprise parade of BSA Gold Stars through the ages on the Finishing Straight as a backdrop to the handover. The Secrets of the Transport Museum television crew were also on hand to record the event

and bring the BSA Gold Star story to a wider audience in 2022 as part of the forthcoming second series.

Fred Wade arranged a surprise parade of various BSA Gold Stars to mark the occasion of George Wander donating his Empire Star recreation to the Museum.

George Wander on his immaculate recreation of Wal Handley’s BSA Empire Star at Brooklands on the day he donated the motorcycle to the Museum.

George Wander at the Goodwood Festival of Speed.

Sound advice from Aunt Jobiska trying to cheer up the Pobble with a meal of eggs and buttercups fried with fish upon the loss of his toes in Edward Lear’s nonsense poem. Quite why Oscar Thompson used the same name for his preFirst World War Austin raced at Brooklands is anybody’s guess. Perhaps it was the popping of the exhaust or maybe he just liked the sound of the nonsense name. Nonetheless, the Pobble was successful with 36 appearances at Brooklands and 11 of those in first place. Staying with nonsense poems, Lewis Carroll’s Jabberwock also put in an appearance in the guise of a 1910 Singer, but there were many other names assigned to cars of this early period, but why did they do it?

Naming racing cars can be traced

back to the beginnings of Brooklands and the reliance on horse racing rules and terminology. The cars gathered in the Paddock and moved towards the Starting Gate with their riders (not drivers, note) wearing colourful silks. Prizes were plates and cups, and the spectators gathered in lawns. The race cards only featured the rider in brackets, with the emphasis being on the steed itself and the owners just as in horse racing. It was no surprise, then, the cars began to acquire names.

The use of these names was authorised by the Brooklands authorities in time for the 1908 season and there was a small fee payable for their registration. This encouragement led to more names appearing, including some with initials only such as the 1909 20hp Vauxhall KN (Cayenne - hot stuff!) or the Straker-Squire PDQ (Pretty Damn Quick).

One of the most famous names must surely be the Chitty Bang Bangs of Count Zborowski. The name conjures up evocative images of a large-engined beast ticking over and ready to race. Ian Fleming added

It is a fact that everyone knows That Pobbles are happier without their toes

Duncan Pittaway’s superb recreation of The Beast of Turin running at Brooklands in 2017 shows why this huge FIAT earned its name and the respect of its drivers.

the extra ‘Chitty’ for the film to move it away from associations with a bawdy First World War song of the same name. A double-meaning that would have not been

unknown by the Count himself, renowned for his sense of humour. The fourth Chitty, or Higham Special, never saw action with Zborowski at the wheel as he was sadly

killed in a motor race at Monza in 1924. In the hands of Parry-Thomas, it became a world beater and much better known as Babs

THE NAME GAME

What’s in a name? Quite a lot when it comes to many of the cars that have competed at Brooklands. We take a wry look at some of the most notable.

Words: Tim Morris

Photos: Brooklands Museum Collection, Tim Morris, Gareth Tarr

Female names and characters from books were popular. No engine Nanette, titled after the 1925 musical of the same name, was a Sage-engined special built by Felix Scriven that was originally known as Mother Goose because it was stuffed with Sage. His previous car, an Austin 20 called Sergeant Murphy, was successful at

Brooklands but ended up ignominiously sold to a Bradford scrap dealer for £5. Goodness knows what the thinking behind Slippery Anne was, but it appeared on an Austin Seven in 1926 that was once raced by George Duller before being sold and having its supercharger removed. Then there was Linda used on a pre-First World

War Fiat and Annette appeared on a 1908 Weigel.

Archie Frazer Nash turned to literature, and Rudyard Kipling in particular, for his inspiration with Kim and Mowgli, and a spot of Dickens could be found with Little Dorrit on a 1908 TT Hutton. Delilah was used on a 1907 GP Darracq that may have

Pobble was a pre-First World War Austin christened by Oscar Thompson and raced by him and his wife, Muriel, who is seen at the wheel of the car.

Chitty Bang Bang 1 at the Brooklands Easter Meeting in 1921. Built by Count Zborowski, Ian Fleming added the second ‘Chitty’ for the film to avoid associations with a bawdy song.

Known as The White Flyer in the US, this White Steamer quickly became nicknamed Whistling Billy due to the noise made by its steam engine. This is a recreation of the original.

had a good tussle with the 1907 Napier Samson that took part in the famous Napier versus Fiat match race with Newton and Nazarro driving.

Jules Verne provided the name for Louis Coatalen’s first Sunbeam Nautilus after the heroic submarine adventures. Or, perhaps, he was thinking of the cephalopod

mollusc? He was more romantic with his later cars, naming them after his wife Olive’s pet name Toddles. The cars were Toodles II to V and they included the mighty V12 Sunbeam which grabbed the World Land Speed Record at Brooklands in 1913 known as Toodles V. What a car to have your name attached to.

On the subject of speed records, Sir Henry Segrave set his first record at Southport in 1926 in Ladybird, which was a 4-litre Sunbeam. It was followed in 1927 by the magnificent 1000hp Sunbeam that exceeded 200mph at Daytona. It officially had the enigmatic name of Mystery, but rather was cruelly nicknamed The Slug as it was not a pretty car. Segrave’s final speed car was the more straightforwardly titled Golden Arrow, which summed it up quite simply as he sped to yet another World Land Speed Record at more than 231mph in 1929. We are principally looking at named cars, but it is worth mentioning that Segrave’s Water Speed record boats also had names in the patriotic Miss England 1 and 2, the second of which proved fatal for him. John Cobb followed with Crusader, but he too perished on the water. Malcolm Campbell also took to the water with, not too surprisingly, Bluebird and survived. Sadly, his son Donald did not at the helm of another Bluebird boat. Still on a nautical theme, a 1914 Straker-Squire was called Nymph and a 5-litre Sunbeam was christened Blue Peter

The names of real people were popular, too. There was Caruso adorning a pre-First World War Singer when the great operatic tenor was at the height of his powers. We’ve mentioned Sergeant Murphy already, but other Austins were named, such as Mrs Jo Jo and Black Maria, probably after the police vehicle rather than the name. Whistling Rufus was a Berliet, as was Ettie, although the former was possibly named after the sound of its exhaust. Another tuneful name was Whistling Billy found on a White Steamer that was officially named

Archie Frazer Nash looked to Rudyard Kipling for inspiration when he named his car Mowgli. He had another called Kim to carry on this theme.

The Slippery Anne name can be seen painted on the side of the bonnet of this 1926 Austin 7 special that was once raced by George Duller.

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The White Flyer in the US, but the crowds soon put paid to that by referring to its loud whistling noise as the steam escaped. The original no longer exists but there is a faithful recreation of the car in the UK that has appeared at Brooklands on occasion. Another Billy appeared on a 1909 Daimler and Buster was used on a 1911 Rolland-Pilain. Percy Lambert was a popular driver at Brooklands and renowned for his brilliant white smile, which translated to the name on the side of his first 20hp Austin in 1911, Pearley 3. Percy was then known as Pearley Lambert.

Some names were more light-hearted. Handy Andy was used by Tommy Hann on his 1911 Delage-engined special, and AW Bird raced a Lanchester called Winnie Praps Praps, again maybe another reference to the sound it made. A Lorraine Dietrich featured a seaside postcard name which was, maybe, a little unbecoming as you might struggle to imagine a Saucy Soapbox roaring around the Brooklands track. They did far better with Vieux Charles III that became Malcolm Campbell’s first Bluebird and is resident at Brooklands Museum today. The name originally appeared on a number of aircraft flown by George Guynemer and is thought to translate as ‘Old Charlie’.

Which brings us neatly to Campbell himself. Bluebird is now synonymous with daredevil record-breaking, but the name itself has a lighter touch inspired by the 1908 play The Blue Bird by Maurice Maeterlink which looks at finding happiness. All Campbell’s boats and cars were painted blue as a result and this tradition was carried on by his son, Donald, and grandchildren Don and Gina. This was a much more evocative name than Campbell’s earlier racing cars Flapper 1, followed by 2 and 3. It’s hard to imagine us celebrating the great achievements of the Campbell dynasty in quite the same way if he had kept that sequence going.

Stirring names to get the adrenalin pumping were common, too. Think of the mighty Fiat Mephistopheles , a German demon to whom Faust sold his soul or the Wolseley Viper , Sunbeam Tiger or various Napiers called Firefly , Mercury , and good old St George . One of the mightiest was undoubtedly the 1910 28.5-litre Fiat S76 dubbed The Beast of Turin . It was deemed uncontrollable by Felice Nazarro, but a second car was built and driven at Brooklands by Peitro Bordini who refused to take it above 90mph on the track. It later obtained an unofficial world record at more than 136mph in Ostend.

The Sunbeam of Louis Coatalen was given the name Nautilus after the daring underwater adventures dreamt up by Jules Verne for his stories.

Percy Lambert was blessed with a brilliant white smile and his Austin was called Pearley 3. The car earned its driver the nickname of Pearley Lambert.

Land Speed Record cars were often given personalised names and Parry-Thomas’ Babs is one of the best-known. It’s seen here at Brooklands in 2017.

This Lanchester 40 had the unusual name of Winnie Praps Praps, which is thought to be a reference to the sound made by its engine.

Alliterative names made regular appearances, so we had the Vauxhall Vixen and the Berliet Black Beetle, although there was a further White Beetle. Tommy Hann loved naming his cars, including the Shilling Shocker. Colours were also incorporated in a name, so you could see Green Pea on an Aston Martin, maybe because it was souped up, Rouge et Noir on Humphrey Cook’s Vauxhall, and Quick Silver on Raymond Mays Hillman. Major Ropner’s Vauxhall 30/90 Silver Arrow used this famous name at least 10 years before Mercedes-Benz.

After the First World War, the names often contained more humour. Back to Tommy Hann again for his rather unusual 1921 saloon-bodied Lanchester called Hoieh Wayaryeh Gointoo. You might need a moment to work that one out, but the car was later converted to an open-topped body and re-named as Softly Catch Monkey A little easier to understand, being derived from the well-known idiom and Tommy re-

activated that same name 10 years later with Softly Catch Monkey II. He continued the name game with many other cars, including the Roaring Forty, the Doozie on a 1910 Vinot, and Mousie for a 1909 De Dion, none of which seemed too inspiring but no doubt had some meaning for him.

The Blancmange may have been an unkind nickname for Marendaz’s Marseal, but it was painted pale pink and was not very successful on its first outing. He had the last laugh when he won a race with it at the very next meeting. Another descriptive postwar name was Whizz Bang, which referred to shells in the war but could also have referenced the noise made by Major Empson’s 1921 twin-cylinder AV Cyclecar. The Aston Martin Razor Blade, on loan to the Museum, is more plainly descriptive as you look at the sharp lines of the car.

Motoring journalist Cyril Posthumous, to whom I am indebted for the bulk of information in this article, remembered more

humorous names at a Brooklands relay race late in the life of the track. Mrs Frequently was a clever play on words, as was Stop Me and Buy One. Another is Otazel, which appeared on a Wolseley Hornet and takes a moment to decipher.

After the First World War, the name craze began to fade, perhaps as the horse racing origins became a distant memory or motor racing began to be taken more seriously. Naming cars started to seem frivolous when confronted with frightening speeds and greater technology, although Dick Nash’s Frazer Nash Special summed up this brave new world of speed with the name Terror

It is certainly a trend that does not continue much nowadays. It is hard to see how space could be found on a current Formula 1 car among the sponsors’ logos. It is far too sensible and serious a business to be considered by any of the drivers or teams out on the starting grid today, and possibly missing some character as a result.

Vieux Charles III is the car that became Malcolm Campbell’s first Bluebird, which is a name that has now become famous for its Land and Water Speed Records.

Tommy Hann had a flair for naming his racing cars and Softly Catch Monkey II was one among several, including a Lanchester called Hoieh Wayaryeh Gointoo

It’s easy to see why this Aston Martin got the name Razor Blade when you see its bodywork sharply folded around the car’s frame for aerodynamic efficiency.

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Brooklands Fly-in Day

On 30 August, Brooklands held a very successful fly-in of old and not-so-old aircraft. This replaced the original fly-in that was cancelled due to weather in July. Eight fixed wing aircraft and three helicopters took part on the day, which is the largest turn-out for some years and near the maximum we can handle on one day.

Among the Piper Cubs, Cessna 172, and a shiny Aviat Husky, which was the newest aircraft to attend, there was a good display of de Havilland Moths. Two Tiger Moths, a Hornet Moth, and the oldest aircraft participating was Tim Denford’s historic Puss Moth. On the rotary wing side, the three participating aircraft covered the range of attractive modern helicopters.

It was gratifying to see a good crowd of spectators watching the comings and goings from the fence by the public car park, including a number of families that had set out rugs and food to make the most of the spectacle.

Thanks go to the Brooklands staff and volunteers that make such events possible, the participating pilots who are prepared to brave fairly complex air traffic zones

and a demanding strip at Brooklands for the pleasure of bringing their aircraft in to the Museum. A special thanks must go to Mercedes-Benz World, who worked wonders in short order to repair and refurbish the landing strip in time for the event to take place.

We will be organising more fly-ins in 2022, so keep a watch on the Forthcoming Events pages as old aircraft flying into Brooklands is part of our Museum’s DNA.

Graham Chisnall

One of the star attractions of the Fly-in Day was the De Havilland Tiger Moth, which was built in 1943.

A trio of helicopters flew in to Brooklands for the event to add some drama, and a little bit of dust.

After a successful day, the Reims-Cessna F172H makes its way into the air to head for home.

The 1962 Piper Super Cub makes its final approach to the recently improved landing strip at Brooklands.

The newest fixed wing aircraft to attend the Fly-in Day was this Aviat Husky, complete with Kermit the Frog on the side.

Brooklands at the 78th Goodwood Members Meeting

Ben Collins, formerly Top Gear’s Stig, took a dramatic win driving a 1909 Blitzen Benz in a chase to the line in the second part of the SF Edge Trophy race at the 78th Goodwood Members meeting. Going into the final lap of the race for Edwardian Specials that raced up to 1923, and consequently including early Brooklands racers, Collins just led from Mark Walker in the 1905 Darracq. Mark’s son Hughie was third just 1.5 seconds behind in the 1913 Theophile Schneider, and Julian Majzub was close behind in the 1916 Sunbeam.

Half way round the final lap, Hughie snatched the lead at Lavant corner, only for the superior power of the Blitzen Benz to edge back ahead down the following straight. All four lead cars were in contention going into the last corner, Woodcote, with Hughie emerging ahead and holding position through the chicane. Yet the Blitzen still wasn’t done and grabbed victory in the final few metres of the race.

The SF Edge Trophy was split into two races that saw some of the most spectacular competition of the weekend. Collins initially led part one, only to have problems with a flapping bonnet, which saw him race in part two without the offending item, which dropped him down the field.

Hughie Walker won part 1 from Majzub and Mark Walker, with the same three maintaining position in the combined result of

Duncan Pittaway’s Fiat S76, known as The Beast of Turin, briefly led part one of the SF Edge Trophy. This car attempted the Land Speed Record at Brooklands, but was unsuccessful.

the two races. The 21.5-litre Blitzen Benz is owned by the Technik Museum Sinsheim in Germany and is a replica of the car that was the first to achieve the magic 200kph record at Brooklands in 1909.

Gareth Tarr

Two second places were just reward for Julian Majzub’s brilliant driving in the 1916 Sunbeam Indianapolis.

Former Top Gear Stig, Ben Collins, wrestles with the Blitzen Benz as its bonnet comes loose in the first part of the SF Edge Trophy.

Hughie Walker in the Theophile Schneider won part one of the SF Edge Trophy, but was pipped on the line by Collins in the second race.

Duncan Pittaway’s superb Fiat S76, The Beast of Turin, dwarfs not only cars but even the surrounding buildings.

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Looking for a venue for your club or friends in 2019 or 2020 contact us to discuss packages and dates

We already have 18 clubs booked in 2019 & 7 for 2020 Tours include dinner, bed & breakfast, drinks reception on 1st night, a welcome pack containing a memento of the weekend, rally plate, window sticker, Ordnance Survey Mid & South Wales road map, road books containing the route for each day & entry to a local attraction

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The Talks team has been in full swing recently with several very entertaining and informative evenings. First up was Tony Hutchings discussing his incredible journey through Peru in a Volkswagen Beetle in 1982. To add further to the interest of the evening, Members were delighted with an extra talk by the present Ambassador of Peru in London, Juan Carlos Gamarra, pictured above on the right.

We then enjoyed Air Marshal GA ‘Black’ Robertson telling Members about his father and the book Fighters in the Blood. The story of a Spitfire Pilot and the son who followed in his footsteps. It was stirring stuff and reminded us all of just how much commitment it takes to be a pilot in combat.

Shortly after, author Steve Holter spoke about his book Crusader – John

Edwin Genet update

Cobb’s ill-fated quest for speed on water

It was another eye-opening insight into what it takes to push the boundaries of human ability and technology. Steve is very knowledgeable and kept the audience enthralled.

Following on from this, Members were treated to the double act of Brooklands regular Steve Parrish talking with Henry Cole, presenter of the Motorcbike Show and other television series. The laughs flowed as freely as Henry’s anecdotes and he proved to be a superb addition to the Talks programme.

For anyone who missed these talks or wants to see them again, they are all on BM.tv on YouTube and Vimeo, which can be accessed through: www. brooklandsmuseum.com/brooklandsmembers/archive/btmtv

In Memory of…

Sadly, each issue we do lose some of our Members and we’d like to pass on the condolences of the Brooklands Members, Chairman and Committee to the families of the following who we have been notified have recently passed away.

Mr William Courtney CBE, a longstanding Club Level Member of 11 years. William passed away in October 2021.

Mr Richard Bagge, a new Individual Member, who sadly passed away last year.

I contacted the Bulletin earlier this year with regard to Edwin Genet and the sale of his book to raise funds for his two chosen charities. Edwin was a longstanding Brooklands enthusiast.

I apologise for the delay in providing this information, but I am delighted to inform you that we raised £2684 for the Woking and

Sam Beare Hospice, and Princess Alice Hospice, Esher. The response was so impressive that the Woking News and Mail published a story about it, and I have attached a cutting of this article that Members may be interested in.

Stephen Pitts

A brief history of Fiat’s motorsport

Fiat in Motorsport claims to be an in-depth look at this Italian firm’s racing exploits since 1899. As such, there should be plenty for British and Brooklands motorsport enthusiasts to look forward to. However, at 160 pages long, author Tony Bagnall set himself a huge task that has proved impossible to fulfil in this relatively slim number of pages.

Looking at the era when Brooklands was a current circuit, the first four chapters of Fiat in Motorsport devotes a reasonable amount of coverage to the S76, better known as The Beast of Turin. However, the S4 B Special we know as Mephistopheles is dealt with in a mere two paragraphs. The information is succinct and there are fine accompanying images, but it’s a shame that a car which forms an important part of Fiat’s history is given so little space in the book.

Another disappointment for fans of Fiat’s racing on this side of the Channel during the early years of motor racing is only the most passing mention of VH ‘Jack’ Tuson, who was notable for his tuned Fiats and racing at Brooklands in this marque. It’s a shame when the cars of Bandini and Stanguellini are written about at length.

As such, it is better to view Fiat in Motorsport as more of an introduction to Fiat’s motorsport activities over the past 122 years rather than as the deep dive it claims to be. There are plenty of well reproduced images in the book and Fiat’s later efforts in rallying are well covered. A useful feature of the book are the appendices

Le Vack’s Legacy

Following the First World War, the growing number of motorcycle manufacturers were powered by JA Prestwich (JAP) or Burney and Blackburne’s Blackburne engines. In 1922, JAP decided to go racing and soon Val Page, aided by Herbert ‘Bert’ Le Vack, had produced the first double overhead camshaft (OHC) motorcycle racing engine produced by a British manufacturer

Firstly, the book takes the reader through the brief company history and the development of the racing department following the appointment of Le Vack as development engineer and works rider. It covers in meticulous but well written detail the development of the OHC engines, as well as the numerous races and records undertaken by Le Vack.

The second part of the book deals with the post-Le Vack era and interestingly the story of surviving engines and motorcycles. As is often the case with specialist books, the appendices are packed with facts. This is no exception, with details of JAP patents, as well as record tables and engine variant details.

At first sight, the cost of this limited-edition book seems a little high, but it is definitely a must-have for anyone interested in JAP, Bert Le Vack, and this important part of motorcycling history. It is packed with well researched information and many colour and black and white images, as well as engine drawings. Refreshingly, the font size is larger than normal, which makes this book very accessible, in addition to being very thorough.

Martin Gegg

concerning the specification of cars and competition results, but we’d still look elsewhere for a more comprehensive history of this Italian firm and its racing.

Bryan Robertson

Put a Tiger in your library

A new release of Sir Henry ‘Tim’ Birkin’s autobiography Full Throttle is a welcome arrival for anyone who has not read this exciting account of motor racing during Brooklands’ heyday. The main text, which was ghost written by Michael Burn in just three weeks, remains untouched. As a result, it is written in a style very much of its period, yet it has a pace and tone that is very appealing to the modern reader more used to ‘celebrity’ biographies.

Be in no doubt, Birkin was a celebrity of his time. Called Tim after the children’s comic book character Tiger Tim, Birkin earned his fame through his deeds. He dabbled with motor racing in 1921, but his real career ran from 1927 until his untimely death in 1933. During that period, he won Le Mans twice, set record speeds at Brooklands, and was the driving force behind the supercharged ‘Blower’ Bentley.

As one of the ‘Bentley Boys’, Birkin’s racing was always sure to attract the public’s attention, but Full Throttle is a more considered look at the dangers he faced. While he’s very sparing with any

A hundred years of Swallows and Cats

The Jaguar name might not have been around for a century, but Giles Chapman’s hefty celebration of the company chooses 1921 as its starting point. It’s the logical beginning as this is when Sir William Lyons started his firm, building motorcycle sidecars and bespoke bodies for Austin, Standard and Wolseley cars.

This period of the company’s history as it switched attention from the Swallow bodies to the newly launched SS cars in 1932 with the sleek, low-slung SS1 chimes with Brooklands. While the book doesn’t touch on a great deal of motorsport, there are mentions of names that would be familiar in the Brooklands’ Paddock. For the reader only interested in Brooklands, this will be insufficient to keep them interested, but for those keen on the wider motoring history of the period, the author deals with this very well.

Giles Chapman is a highly regarded author and motoring journalist, and his skill at telling a story is ably demonstrated later in the book. Where some writers could become bogged down in the corporate to-ing and fro-ing that Jaguar was part of through the 1960s to the turn of the Millennium, Chapman brings a deft touch. It allows the reader to understand what was going on, who the key players were, and how Jaguar was guided by Lyons and later Sir John Egan.

There is a chapter devoted to Jaguar’s endurance racing of the 1950s, but a more intriguing chapter is the one about outside coachbuilders working on Jaguars. The quirk of fate that saw the products of a company founded on coachbuilding becoming the subject of modified versions is amusing. Again, Chapman deals with this in a clear, entertaining fashion.

personal information about his background and family, he compensates the reader by putting them in the car alongside him during his many races. There is also criticism of the Brooklands track, which resulted in a legal statement being inserted to the book originally, and this is reproduced in the new edition to add to the overview it provides of the sport at the time.

This updated version is all the more interesting for the perspective given by time. This is touched on very ably by Allan Winn’s newly added introduction and a reflection from Derek Bell. Both clearly have an affection for Birkin that demonstrates this famous driver’s enduring reputation.

The re-release of Full Throttle also had assistance from Brooklands Museum’s Andrew Lewis and Alex Patterson. This has provided some excellent images to accompany the text. For any student of Brooklands and motor racing of this period, Full Throttle is essential reading, so put a Tiger in your library with this book.

Alisdair Suttie

The scope of Jaguar Century is huge and Chapman does it justice while not trying to turn the book into an exhaustive history – there are plenty of well regarded books covering this. Jaguar Century is more of a greatest hits and is a beautifully produced book of 224 pages with 250 superb colour photos and many more black and white images.

Stuart Millar

Jaguar Century by Giles Chapman is priced £60. Published by Motorbooks: ISBN 978-0-7603-6866-4

Full Throttle by Sir Henry ‘Tim’ Birkin is priced £22.95. Published by Daredevil Books: ISBN 978-1-8384409-3-0

AROUND THE COLLECTION

Brooklands Members

Members’ Administrator

Sarah Dover 01932 857381 ext 226 Mon-Fri members@brooklandsmuseum.com

Chairman

Neil Bailey 07970 206778 chairman@brooklandsmembers.co.uk

Secretary Kevin Lee 01932 562246 kevin@abbeywalls.com

Tours and Trips

Angela Hume 07884 184882 Angelahume@brooklandsmembers.co.uk

Outreach

David Norfolk 01372 373929 david.norfolk@outlook.com

Talks

Harry Sherrard harry@harrysherrard.com

BM.tv

Mark Jarman 07710 783536 nonesuche@gmail.com

Bulletin Editor

Alisdair Suttie 07768 372440 brooklandsbulletineditor@gmail.com

Contributors

Katherine Allen, Dr Ian Andrews, John Axtell, John Bottomley, John Burch, Nigel Carter, Steve Castle, Martin Chandler, Steve Clarke, Debbie Crawt, Sarah Dover, Chris Farara, Edward Fitzpatrick, Mike Forbes, Martin Gegg, Angela Hume, Anna Jackson, Andrew Lewis, David Morrison, Julian Nowell, John O’Dell, Jane Pickering, Roger Radnedge, Rob Rennie, Gareth Tarr, Mike Venables

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The article in the November-December Bulletin about Victor Day’s experiences with AC in 1921-22 flagged up AC Cars’ early record attempts at Brooklands. Shortly after Mr Day left the company, AC established another significant record at Brooklands when, on 24 November, 1922, JA Joyce became the first person to average more than 100mph within an hour in a Light Car. A Light Car was classed as one with a capacity of up to 1500cc. Joyce achieved an average speed of 101.39mph.

An ashtray commemorating this feat can be found in a cabinet in the ERA Shed at Brooklands Museum, adjacent to the Brough Superior motorbike and sidecar.

Joyce’s success pipped old rival Aston Martin, which was preparing a 1500cc car to take that magic record. That Aston Martin was Razor Blade, which is displayed

Parking arrangements

in the Jackson Shed and is on loan to the Museum.

There must have been some satisfaction at AC Cars for being first to taking this important record after the disappointment of being beaten to the World Record for a Light Car when Aston Martin recorded 1100 miles at an average of 75.99mph. AC was also cruelly thwarted on 25 May, 1922 in its attempt on the 12-hour record when its car’s crankshaft broke with just 40 minutes remaining to run.

Razor Blade went on to set its own records at Brooklands for the important Light Car class, including for the standing kilometre at 66.54mph and 74.12mph for the standing mile. It also took the Test Hill record at Brooklands in 1923 with Frank Halford at the wheel.

Please note that for all events marked ‘Parking in The Heights’, designated vehicles only can enter via the Campbell Gate, off Brookland’s Road. All other Members including Club level and visitors please park in The Heights or main public car park unless otherwise specified.

Parking arrnagements for other weekend events are:

Club level Members: entry via Campbell Gate and parking outside the Paddock. Period and classic vehicles only inside the Paddock by invitation. Please abide by staff directions.

All other Members and visitors: entry via main public entrance off Brooklands Drive.

This issue of the Brooklands Bulletin (incorporating The Spirit) is published on behalf of Brooklands Members, supporters of Brooklands Museum Trust Ltd, by Hine Marketing, Hill Farm Studios, Wainlodes Lane, Bishops Norton, Gloucestershire GL2 9LN.

The statements and opinions expressed in the Bulletin are not necessarily those of the Brooklands Members’ Committee or Brooklands Museum Trust Ltd.

While every effort has been made by the Publishers to include correct information, they are unable to accept responsibility for errors or omissions. The Publishers, Brooklands Members and Brooklands Museum Trust Limited cannot accept responsibility in the event of misinformation or lack of source relating to images supplied by a third party by electronic or other means.

Charity number 296661. Please quote this if making donations or requesting them via a funeral director.

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