The author bemoans the arbitrary manner in which a complex rulebook and extraneous events determine the outcome of so many Formula 1 races.
I have been a fan of Formula 1 for as long as I can remember. I can recall both the highs and lows of the sport over many years. The former includes Lewis Hamilton’s magnificent first World Championship in 2008 when, driving a McLaren, he took the championship from Filipe Massa by a single point when he overtook Timo Glock on the last corner of the season finale in Brazil to finish fifth. At just 23 years old, he became the youngest ever World Champion in just his second season in the sport.
The 31st staging of the Le Mans 24 Hour endurance race took place at the circuit de la Sarthe over the 15th and 16th of June 1963. It would be won by the Scuderia Ferrari entrant, a 250P, driven by an all-Italian pairing of Ludovico Scarfiotti and Lorenzo Bandini, marking not only the first time a mid-engined race machine had won the event, but also the largest winning margin in 36 years.
Le Mans was to prove something of a Ferrari benefit that year, with Maranello taking the first six places of a field, which through a combination of attrition, misfortune and tragedy was whittled down to 12 finishers. This final classified car was an MGB, a solo privateer entry, discretely backed by the works. But in this case, finishing at the rear of the field would be marked as a victory (in Abingdon at least).
The MG marque iconography was forged to a very large extent upon competition, and although by the early 1960s, BMC’s racing activities were primarily focussed upon the Mini Cooper, their well organised competition department was centred at MG’s Abingdon facility. Not that BMC did everything themselves; the Cooper Car Company, Broadspeed and Equipe Arden handling the Mini’s UK and overseas track career, while the Healey Motor Company prepared heavily modified Sprites in the International Sports Car classes.
The tyres on everyday road going cars must endure many hazards, from the self (but more likely garage-induced) under or over-inflated pressures to sharp detritus. Heavy acceleration and braking all take their toll. But there’s only one substance that can enhance the look of a tyre – that’ll be mud.
My local environs is covered in the stuff. Washed off fields from endless rain, copiously blended with horse manure, along with the fleets of tractors passing by, the tarmac is more likely to be brown than black. ‘Tractor Splat’ can most commonly be found right on your line of enthusiastic attack for the next corner, leading to a fast moving steering wheel and raised systolic readings for those wearing a fitbit or similar. The farmer may Continue reading “Muddy Boots Welcome Here”
Car trials are practically as old as the motorcar itself. Take a vintage automobile and point it in the direction of a steep hill. Throw in muddy, rutted tracks and/or forest areas. Combine this with unpredictable British weather and you have the makings of a most rewarding, if rather sodden day out.
The Setting: A former limestone quarry in the heart of the picturesque Derbyshire dales. Now verdant and a haven for walkers and bike riders, its industrial heritage has become well hidden unless you Continue reading “John Harris Insists You Try”
It is a truth universally acknowledged that no successful model line can attain true immortality without a competition pedigree, so it should surprise nobody that the Renault 5 gained one alongside its many other accolades. Motorsport had been a somewhat patchy activity within Billancourt in the run up to the 1970s, with the bulk of the heavy lifting being provided by outsiders like Gordini and Alpine.
In 1974, the Renault 5 became available in 85 bhp LS Kitée specification, a low-volume model for competition in the newly renamed Renault 5 Elf Cup. 150 were produced for the 1975 season of the race series which proved popular and competitive. Two years later, Dieppe’s technicians had completed their ministrations resulting in the Alpine A5, Renault’s official performance offering. This too would gain a competition career, being campaigned in the World Rally Championship’s Group 2 class, the A5s as fielded by Renault Sport developing 130 bhp. Early results from the 1977 Mille Pistes and San Remo rallies illustrated the promise of the Alpine 5, but the following year, a class victory by Jean Ragnotti in the Monte Carlo event would mark the high point of the A5’s rally career.
The mildly derogatory term ‘Repmobile’ conjures up images of a medium-sized, medium-specification saloon or hatchback hammering along some endless motorway on a dreary weekday under leaden skies. The driver is a man sporting a shirt and tie, his suit jacket limply hanging from the coat hook behind his ear. Whether they be Vectras, Cortinas, Mondeos, Carinas or Sierras, for the motoring enthusiast, such cars represent a mostly barren field of interest. But far away and many years ago, Ford South Africa turned at least some of them into decidedly more stimulating steeds.
In Britain, Ireland and Continental Europe, the 2.3 litre V6 was as far as it went for the Cortina Mk5 and its Germanic twin, the Taunus TC3. Most sales reps would remain confined to the 1.6-litre four, although, if they exceeded their targets consistently and by a sufficient margin, a 2-litre version fitted with some extra trinkets might be their reward.
Almost as swiftly as the automobile had become established, thoughts moved to racing, pitting not only drivers’ skill but also that of the engineers, fabricators and supporting teams. Races were conducted on dusty or muddy European public highways (weather dependant), but as speeds and risks increased, the building of a dedicated course for such pastimes entered the minds of a number of British motorsport aficionados. Hill climbs and trials had of course existed from early on, but the onus upon developing the world’s first proper motor racing track lay with one Hugh Locke King – creator of Brooklands.
In the summer of 1906, keen early adopter of the newly fangled motor car, wealthy landowner Locke King was cajoled into building what journalist Bill Boddy would reverentially call The Track. With little opportunity for the British racing enthusiast taking the fight to those on the continent, Locke King agreed to Continue reading “Lost Worlds”
Even amongst the more rarefied universe of Portello’s competition cars, there are the outliers, the runts, the ugly sisters. Today, we briefly examine one of this less than happy breed.
Pretty, lovely, delicate. Three words that immediately spring to mind whenever one envisions an Alfa Romeo coupé of the ‘Sixties: Giulietta Coupé, Sprint Speciale, Sprint GT as well as the more rarefied sisters, the Giulia TZ 1 and 2 to name just a few. There does however exist a third Giulia TZ sister, but she was relegated to a dark corner and kept out of sight at AutoDelta for decades.
Ludovico Chizzola, AutoDelta’s co-founder, designed and built the Giulia TZ Prototipo Berlinetta (also known as the TZ 1.5) after a
request by Alfa Romeo to Continue reading “Secret Sister”
A re-assessment of what really was the first BMW M road car.
BMW Motorsport GmbH, the Munich manufacturer’s sports division and the go-to specialists for creating the coveted M models, was established in 1972. In the public conscience the legendary M1 of 1978 has long been regarded as the first M vehicle, but the car presented in this article casts doubt upon that assumption. Two years earlier, what is now regarded as the first M car, although it did not actually Continue reading “The South African Connection”
Alejandro Agag is clearly a well connected sort of chap. It was he who had the bright spark of introducing electrically powered racing cars to the world with the advent of Formula E. Yes, there were teething problems as one could reasonably expect with something so technically unproven. The set up took time, Dallara were chosen for chassis, Williams sorting out the sparks, Hewland the cogs.
Human heads (along with tastes) arrive in different shapes and sizes. A hat of one size could never truly fit all. Luckily, the French devised a device equally beautiful in both name and operation: the conformateur. Placing what on first sight appears to be an Edwardian torture implement upon one’s head, the levers Continue reading “Herra Conformateur”
In the years immediately following the cessation of global hostilities, the pace of technological change accelerated massively. However, this rapid forward motion was particularly obvious in the aviation sector, especially following the advent of the gas turbine jet engine.
Bias, a weakness akin to pride can lead one down avenues built of pavé. We all have our likes and dislikes which can be difficult to explain rationally, even for humble word-slaves. Such is my bias towards the tin-top racing car, the ones that at least (used to) resemble a vehicle we might actually go out and purchase. In particular the British Touring Car Championship (BTCC) – last year concluding a rather protracted season. One should be thankful we had a season to watch at all – albeit on the television and not trackside.
Time flies: A quarter century has passed since Colin McRae famously clutched the winning trophy for not only the event but the main prize, that of 1995 World Rally Champion. Hoisting the trophy aloft, navigator, Derek Ringer had to inform Colin he’d dropped the trophy lid, the pillock.
Whilst far from the Cheshire finishing line that particular day, McRae’s, co-driver, along with the other protagonists’ results and welfare were prominent in this rally enthusiast’s mind. For the more cynical, this was also the championship where Toyota were subsequently banned; it having come to light that they were using illegal turbo restrictors, but that as they say, is another story.
During the mid-’90s, regardless of the day’s itinerary, my search for rally information would be avid; the BBC’s Teletext service (wot no Internet?), next morning’s newspaper (rarely anything), the eternal wait for the highlights television show the following weekend and that week’s Autosport magazine, which I might Continue reading “A Pillock In Charge”
The Jupiter performed far better on the track than on the company’s balance sheets.
Had the Jowett-E.R.A. sports car alliance endured, Reg Korner’s frenzied work through the autumn and winter of 1949-50 may not have been necessary. In parallel with his Chief Engineer Dr. Ing. Robert Eberan-Eberhorst’s chassis development, E.R.A owner Leslie Johnson commissioned Seary and McCready, a small coachbuilder noted for high quality work, to develop an aerodynamic body with distinctly transalpine influences.
The design was presented to the media as the ‘E.R.A Javelin’ at Jowett’s London showroom on 27 September 1949, rising on a lift from the building’s undercroft with its paint scarcely dry. Motor Sport of November 1949 described the three seater coupe thus: “so trim, so refreshingly different did the car look, prompting thoughts of Simca, Cisitalia, F.I.A.T., that those privileged to Continue reading “Beautiful Vision – Evolution of the Jowett Javelin (Part 8)”
Le Mans 1950 was a year for plucky outsiders, few more so however than this Iron Curtain entrant.
The Circuit de la Sarthe has been a Mecca for speed and endurance since 1923. History records the many who have attempted to conquer the 24 heures du Mans; from those dusty, wide boulevards of old to today’s billiard table smooth tarmac, and rightly lauds those victorious few.
Racing CXs in the desert. What could possibly go wrong?
Frequently, one can witness famous people on TV performing acts of a nature for which they profoundly lack the talent, relevant image or physical capability. A programme such as Dancing with the stars (or its local equivalent) is an example, as are those occasions where politicians, in a bid to appear ‘with it’, allow themselves be tempted to Continue reading “So You Think You Can Race?”
We conclude our history of the last Grand Prix race staged in Ireland.
As we rejoin the story of the 1938 Cork Grand Prix, the drivers come to terms with the circuit, the unprecedented levels of public interest and the task of setting a pole-setting time.
Wednesday practice saw French ace, Réne Dreyfus set a provisional fastest time of 4.4 minutes, despite his poorly-running Delahaye. At the time, teams concocted their own unique witches’ brew of hydrocarbons to fuel their racing engines. Most employed combinations of methanol and ethanol, acetone and even small amounts of water. Teams would often jealously Continue reading “Racing Green – (Part Two)”
“A spectacle of speed and excitement which Ireland may not have the opportunity to see again…”
It was still dark as they began to gather along the roadway, past the newly erected grandstands, all the way back towards the hairpin at Victoria Cross. As the fading moonlight reflected upon the surface of the river, the people of Cork arrived on buses, by bicycle or on foot as dawn slowly broke across the Lee Fields. In the half-light, amid the red glow of the men’s cigarettes and the hushed voices of the spectators; their breath coming in wisps in the chill morning air, they waited for 6.00 am practice to commence.
Neither Carrigrohane, nor Cork itself had ever seen the like of it.
In this part of the world, people are not particularly au fait with the concept of ambiguity, tending more towards the literal approach. So in the proud city of Cork, should a resident Continue reading “Racing Green – (Part One)”
The motorsport season doesn’t necessarily end when the mercury drops. Not in some places at least.
Get that Foreigner song out of your head immediately; this setting has far less cheese and way more cool, in terms of both occurrence on track as well as rather low temperatures usually due to being held 2,000 metres up an Alp. This is the e-Andros Trophy, a fully sideways, ice-crystalled love affair that’s now into its thirtieth year. And now it’s gone all modern, bidden au revoir to the combustion engine along with a big Bonjour! to electric power and some French stars of motorsport.
A potted history for you. Frédéric Gervoson and Max Mamers were friends sharing tastes and values; those of competition, friendliness, loyalty and racing cars. Classing themselves as (Mamers), “a sports entrepreneur” and (Gervoson) as an “entrepreneurial sportsman”, they collected up some interested parties to Continue reading “As Cold As Ice”
Motor racing is coming to Newcastle, courtesy of a former driver and the entrepreneurial spirit of a local lad made good.
At exactly 7kms, the track resembles Spa-Francorchamps and contains elevations and sinuous curves inspired by famous tracks the world over. Totally unlike Spa, Geordie Raceway is devoid of trees. Or indeed much else for this track is to be built on the former Prudhoe muck stacks of yore. Questions there are many.
Scrubs up well for a forty year old. She’s kept her figure, had her wild years, now slowly gravitating toward middle age with maturity and style.
As a child I was mesmerised by the BASF colour scheme on the BMW M1. The car screams out speed, aggression, power; language that only red can truly deliver. The white circles emanate a sense of power, creating reflections akin to water ripples or the blast wave of an explosion, placed on the bodywork at jaunty angles.
Maybe on my tenth birthday the model arrived, not to be raced or hurled into the garden with abandon. No, this Red Devil was for cherishing, made centre stage, set apart from all those lesser model cars; pretty well untouched. My memory does not serve me well, did I Continue reading “Thirty Minutes”
Andrew Miles dons his Rally jacket in praise of the WRC.
For the past fifteen years, should you be named Sébastien and you hailed from France, you were World Rally Champion. No-one got else got a look in. Some came agonisingly close, but nine championships went to Sébastien Loeb whilst the other six fell Sébastien Ogier’s way.
That is until late in October in Catalunya, when rally fans the world over witnessed a new dawn. Ott Tänak from Estonia was the new boss, finally. And then promptly four days later informed the world he was to Continue reading “Finally, Ott”