leading the charge - gordon bruce associates

LEADING THE CHARGETHE ELECTRIFYING STORY OF ZERO EMISSION CLASSICS

BEST OF THE BESTWE VISIT THE INCOMPARABLE RED ARROWS

THE SILVERSTONE

EXPERIENCEA GRIPPING NEW

MOTORSPORT ATTRACTION

www.motoringclassics.co.uk www.bmh-ltd.com SPRING 2019

Classic Character 3 Leading The Charge 4-8BMH News 9Classic Team Lotus 10-12 Missing Moniker 13

The Silverstone Experience 14-15

Best Of The Best 16-18

Classic Motorsport 19

Follow us on:

@MotoringClassic

Motoring Classics

Above: what might have been - the Frisky Sprint, seen here with its designers Gordon Bedson (at the wheel) and Keith Peckmore, never progressed beyond the prototype stage. Photo courtesy of the Frisky Register

www.motoringclassics.co.uk www.bmh-ltd.com

2

Cov

er P

hoto

: con

tem

pora

ry te

chno

logy

+ c

lass

ic c

ar =

sou

nd

sens

e. Im

age

cour

tesy

of E

lect

ric C

lass

ic C

ars

Motoring Classics reproduction in whole or any part of any text, photograph or illustration without written permission of the publisher is strictly prohibited. The publish-er makes every effort to ensure the magazine’s contents are correct but can accept no responsibility for any effects from errors or omissions.

NB Motoring Classics is the printed and online publication of British Motor Heritage and its retail trading arm.

Publisher:British Motor Heritage Limited, Range Road, Cotswold Business Park, Witney OX29 OYB, UKTel: +44 (0)1993 707200Email: [email protected]

Editorial:Gordon Bruce AssociatesEmail: [email protected]: www.gordonbruce.com Design and production:Lead Designer: Emma Green Flipside Groupwww.flipsidegroup.com Printing:Hartgraph Ltdwww.hartgraph.co.uk

With legislation against petrol and diesel-engined vehicles becoming more stringent by the minute, today’s new car buyers are increasingly being herded down the avenue of low or zero emission forms of transport. Though the trend has yet to directly affect the classic car fraternity, some owners are taking matters into their own hands, and specialist companies offering electric conversions for everything from Fiat 500s to Ford Mustangs are springing up to service the escalating demand. We’ve been exploring the current options.

Despite not competing for 25 years, Team Lotus remains the 5th most successful manufacturer in F1 history. Since founder Colin Chapman’s untimely death, the Lotus phenomenon has been kept alive by his son Clive’s operation – Classic Team Lotus. It recently moved into smart new premises and if you’re an F1 fan we’d definitely advise a visit. Another feast for motorsport loving eyes will be The Silverstone Experience, which is scheduled to launch in late spring. It’s an innovative blend of museum, exhibition and interactive displays regarding the world-famous circuit’s history and, if our sneak preview was anything to go by, this exciting new national attraction is destined to delight racing enthusiasts of all ages.

The Red Arrows are a British institution par excellence. They are arguably the greatest aerobatic display team in the world, that’s carried out almost 5,000 public performances around the globe since its foundation in 1964. We were privileged to visit last year’s team, during what was the organisation’s busiest season to date.

This issue’s Classic Character is Freddie March, the duke who founded the incomparable Goodwood motor racing circuit and was a pioneer on many fronts during his fascinating lifetime. Our Missing Moniker on this occasion is the charming little Meadows Frisky, a British microcar that achieved modest sales in period but examples of which now fetch serious five figure sums. Add in news from British Motor Heritage, and of its racing team’s feverish preparation for the season ahead, and there’s hopefully something of interest for you all.

Enjoy!

Gordon Bruce Editor

………..in passing, I couldn’t resist recording for posterity the irony of this hi-tech £135,000 Lamborghini being protected by a £50 mechanical steering wheel lock – what a crazy world we inhabit!

Clockwise from the left : Freddie and the MG with which he won the 1931 Brooklands Double Twelve race (Photo courtesy of MPL, National Motor Museum); the AC 16/80 was one of several period car bodies penned by Freddie March - this lovely example nowadays belongs to the current Duke of Richmond; the Hordern-Richmond Autoplane

After Eton he studied agriculture at Oxford, but gained more satisfaction from the university’s car and motorcycle clubs and left prematurely to serve as a mechanic with Bentley Motors, possibly making him the first duke to hold an everyday job. He took a stand against his parents who objected to his employment, his love of powerful motorcycles (the landed gentry were supposed to ride horses) and his courting of a vicar’s daughter, Elizabeth Hudson, who he nevertheless married in 1927. He also frequently railed against officialdom, and displayed his contempt for the inception of the 70mph limit by deliberately speeding up the Edgware Road, for which he was promptly arrested!

By 1929 he was flying aeroplanes with his friend Edmund Hordern, for which he built a unique half-timbered, thatched

hangar on the Goodwood estate. Freddie had taken to racing cars too, achieving: a gold award in a Brooklands time trial, 1929; a class win in the Double Twelve, and outright victory in the BRDC 500 with Sammy Davis, 1930; victory on handicap in the Double Twelve, 1931.

Also in 1929 he formed the UK’s first Lancia dealership, with Hugh Kevill-Davies, and began styling special bodies for its customers and various manufacturers – eg the shapely Hillman Aero Minx and AC 16/80 were penned by him. With his inheritance of 1935 came enormous death duties, prompting him to sell all the Gordon estates in Scotland, which he had little affection for anyway. The following year he held (and won!) a hillclimb in the Goodwood grounds for the Lancia Owners’ Club,

which later served as the blueprint for today’s magnificent Festivals of Speed. In 1936 he co-formed Hordern-Richmond, which designed and built the ‘easy-to-fly’ Autoplane. It was a promising venture killed off by WWII, though the switch to manufacturing propellers from the laminate Hydrulignum served the company well. Most famously, in 1948 Freddie redeployed the perimeter track of RAF Westhampnett to create the incomparable Goodwood racing circuit.

The current duke of the Goodwood estate, Charles Henry Gordon Lennox (previously known to us all as Charles March), is the first to credit his grandfather with his own renowned passion for cars, motorcycles and aeroplanes, for which we enthusiasts can be enormously grateful.


Though you could almost fill this page with the duke’s titles, he scorned them, preferring to be known as Freddie March. The youngest of four children, he adored his brother Charles, sharing his passion for cars, motorcycles and aeroplanes, and together they frequently cycled to the home of Henry Royce in nearby West Wittering. Sadly, Freddie was just 15 when Charles died at Archangel while supporting the White Russian army.

FREDERICK CHARLES GORDON LENNOX, 9TH DUKE OF RICHMOND (1904-1989), FORMER HEIR TO THE GOODWOOD ESTATE

Classic Character

3


The pace of electrification in the automotive world is picking up markedly, and the march of progress is no longer confined to new cars built by household name motor manufacturers and Johnny-come-latelys such as Tesla, Venturi and Rimac. No, purists close thy eyes, it’s now invading our world of classic cars, and could have already affected anything from a Fiat 500 to Ford Mustang near you. We decided it was high time we investigated the trend.

4

It is fitting that the UK leaders in electrifying classics are based, not in such onetime industrial heartlands as Dagenham or Longbridge, but among the eco-friendly rolling hills of Mid-Wales. The company is run by former historic rally competitor and dyed-in-the-wool petrolhead Richard Morgan. Fifteen years’ employment in

the energy monitoring industry ensured he knew his rotors from his stators, while the OSET electric trials bike the family employed as a pit machine on racing weekends had long since impressed him by its simplicity, reliability and lack of oil, smoke and noise. So, when deciding to fettle a VW Beetle that was clogging

up his garage, he opted to electrify it. Before you could say kilowatt-hour it was finished and sold, and what started as an experiment quickly progressed from a money-spinning hobby into a serious business.

LEADING THECHARGE

Electric Classic Cars Ltd (ECC)

5

Continued overleaf>

Over the last three years, ECC has carried out some 25 electric conversions for a complete range of classics including: Fiat 500s, Beetles and Type 2 VW microbuses, a Porsche 911 Targa, BMW CSi and Range Rover. Among the nine vehicles currently passing through the workshops are a Ferrari 308, BMW 2002, Porsche 914, Mercedes SL, MG Midget and a VW Karmann Gia, while commissions waiting in the wings include an E-Type Jaguar and Jensen Interceptor; not mention an 80-car project for a South African client. The company aims to carry out conversions on pristine cars, but does have the expertise to first restore vehicles to a very high standard when required – eg the rare CSi (only around 50 RHD examples remain) was sourced by ECC and treated to a bare metal restoration before being converted to electric power. The rapidly escalating demand for the firm’s services has recently prompted a move into fresh 12,000 sq ft premises and the search for six additional members of staff to add to those already busily involved.

The company’s aim is to provide the ‘premium solution’ in all cases, and its conversions cost anywhere between £15,000 and £55,000 depending on what’s required. The clients’ order of priorities – eg range, performance, driveability etc., will determine the size of motor and number of battery modules. The first conversion employed a DC motor, but the company nowadays specifies AC units, allowing regenerative braking to be specified. Tesla batteries are standard fit for the majority of ECC conversions though, where optimum power is the order of the day, LG Chem

units are installed. Most customers opt for a balance between outright range and optimum performance but, being a motorsport competitor at heart, Richard was quick to explore the scope for creating a ‘hooligan’ Beetle. His ‘toy’ features: a Porsche five-speed gearbox, upgraded suspension and brakes, and lightweight body panels. A pair of 80 kW motors replace the original flat-four petrol engine, while 16 batteries sufficient for a 175-200 mile range are split front and rear, such as to achieve a 50/50 weight distribution. The performance is electric in more ways than one, and when fully unleashed the Bug can rocket to 60mph in 5 seconds and 160mph flat out.

There is a fear among some classic car owners that environmental legislation will ultimately prevent their traditionally-engined vehicles from being driven. This is not a mind-set ECC has encountered and broadly splits its customers into three groups: 1. Moneyed retirees who have long hankered after a classic car, but been discouraged by potential reliability problems 2. Electric converts - those whose roofs are equipped with solar panels, already own a modern electric car, and fancy a similarly-powered classic to go with it 3. Eco-minded city hipsters, who are not car enthusiasts per se but think electrified classics are ‘cool’

Morgan is surprised how he, once as big a traditional petrolhead as he’s encountered, has been won over by his

own conversions, which he says ‘remove the negatives of driving classic cars and replace them with positives even he hadn’t been aware of’. While visiting we took the opportunity to try out an ECC-converted Fiat 500 and were impressed. The clutch is only really required for changing in an out of top for main road cruising, as the rest of the time the car can be treated as an automatic, by starting off and running in either 2nd or 3rd gear. With 47bhp on tap, performance is way better than with the original engine, so it’s unsurprising that customers of ECC’s London Dealer, Classic Chrome, see an electrified Fiat 500 as the perfect city car - what’s not to like about a globally-adored classic that can be first away at the lights, hurtle down the narrowest of streets, wriggle into the smallest parking space and defy the congestion charge and VED, while costing diddly-squat to run. My only surprise was the noise level which, though low, was a tad more than I was expecting – suffice to say errant pedestrians should hear the little Fiat coming, which is no bad thing. The design and execution of the conversion was high – something that is clearly an ECC hallmark. ECC not only carries out electric conversions but also markets kits for owners to achieve their own, and not just for cars either – eg they supply a game reserve in South Africa, electrified safari vehicles being kinder to the animals and the environment. Further details of this burgeoning business can be found at www.electricclassiccars.co.uk.


Far left: note how the number plate neatly lifts to reveal the charging socket on this Beetle, which is typical of ECC’s attention to detail. Above, L to R: this Range Rover was an early conversion; another Beetle in progress (Photo courtesy of Oli Lees); this 911 took to electricification like a duck to water. Below: this now lovely BMW CSi

was sourced, restored and electrified by ECC - note the neat front battery box installation and charging socket secreted behind the original petrol filler flap

LEADING CHARGE

Above: rather than being an electric conversion, the RBW Roadster is a substantially re-engineered recreation of Britain’s most popular sports car, achieved with the support of some of the top names in the automotive industry. Below left: the immaculately-presented RBW ready to spring into action. Below right: on display at last

year’s NEC Classic Show, where the innovative newcomer inevitably created a great deal of interest (Photos courtesy of Chris Wynne)


The RBW Roadster is the brainchild of Peter Swain, a man who was steeped in the field of electronic security before setting up RBW Sports & Classic Cars (Rose, Becky, and Wes are the names of his children), which restored and sold mainly British classics, such as Swain’s personal favourite, the MGB. He increasingly felt that the preservation of such vehicles would depend on them being made more acceptable to the modern world, and therefore investigated the merits of fitting an electric powertrain to one. The final result is not a conversion, but a substantially re-engineered recreation of Britain’s most popular sports car, which has the backing of some of the biggest names in the automotive world.

The rear-mounted powerplant is a 70 kW electric transaxle manufactured by Continental, with all integration activities completed by Continental Engineering Services (CES), one of the largest engineering service providers to the automotive industry, with centres in Europe, the US and Far East. The RBW

prototypes are being assembled by CES at its UK headquarters near Lichfield. The front-mounted batteries are supplied by Hyperdrive, and are the same type as those employed for the latest version of the Nissan Leaf. The bodyshells around which these recreations are being constructed are those manufactured by British Motor Heritage, and therefore to the original MG specification courtesy of the original tooling. Chassis specialists Development Engineering & Enterprise have been responsible for creating the bespoke rear subframe that houses the motor and related wishbone and coil spring independent rear suspension; also the equally contemporary front suspension and braking system, which will permit such niceties as ABS to be included in future models. The net result is a re-styled car with the aesthetic appeal of the classic MGB, combined with the engineering of a modern, environmentally-friendly sports car, in which over £1million has been invested in research and development. Orders are now being taken for the Roadster in both

left and righthand drive. Production is expected to rise from some 30 examples in 2019 to around 100 per annum thereafter.

With the equivalent of 94bhp and 226Nm of instantaneous torque, the RBW has the potential to be infinitely quicker than the model on which it is based, but Swain has opted for a compromise optimum 0-60mph time of 8.5 seconds and an electronically-limited 95mph top speed. The related range will be around 150 miles and a full charge cycle circa eight hours. The RBW features high quality trim and comes with such modern niceties as LED headlamps, Bluetooth connectivity, SAT/NAV, LED instrument screen etc as standard. Prices for the newcomer, including donor car, are yet to be confirmed, but expected to start from £110,000 dependent on specification. Further details of this potentially very popular addition to the world of electric classic cars can be found at www.rbwelectricclassiccars.co.uk.

6

RBW Classic Electric Cars Ltd

Classic Electric Cars

Above, clockwise from the left: the only external clue to the electrification of LEC’s Morris Minor is the lack of exhaust pipe; here the front batteries are being installed above the motor; the mighty Morris cruising almost silently across London’s Lambeth Bridge. Below, L to R: future conversions are likely to feature the innards of

scrapped Nissan Leafs; the motor of the prototype Minor, showing how neatly it connects to the original gearbox


Matthew Quitter obtained his knowledge of electrics as a music producer and then software developer. However, on finding his hobby of classic cars far more exciting, he decided to combine his talents, the first product of which has been an electrically-powered 1953 Morris Minor. Matthew is London-born and committed to the city, and is in no doubt that electrifying existing cars rather than scrapping what are otherwise perfectly good vehicles has a major role to play in the fight against harmful emissions. The Minor’s original A Series engine has been replaced by an American-sourced 30bhp AC motor that connects to the car’s original driveline. Power comes from nine Thundersky 160Ah Prismatic modules mounted up front above the motor and 16 in the rear in place of the fuel tank. The conversion requires no cutting or welding, so the process could be reversed at a later date if required. The 13kWh battery pack is sufficient

to provide the Minor with a range of 40 miles which, using it as everyday transport around the metropolis, Matthew finds is sufficient for a week’s motoring. At a cost of just £1 to recharge and no VED or congestion costs to worry about, this brings his annual motoring bill down to, wait for it, £50! His growing business has two strands – ie carrying out conversions on behalf of customers (a Series 2 Land Rover, VW Karmann Ghia, Volvo 200 Estate and another Minor are currently on the stocks), and also marketing kits for home mechanics to manage their own, and he has already developed a kit for the Minor that is selling as far afield as the USA. The items allowing you to fit you own motor and batteries will set you back £1,100, while the full cost of a conversion by LEC on a customer-supplied Morris comes in at around £15,000. We travelled through the centre of London in the prototype and found it a delightful way to see the sights.

It more than keeps up with modern traffic, is child’s play to drive and, when the one-to-one top gear is engaged, remarkably quiet – the creaking hubcaps make more noise than the motor!

LEC’s second generation conversions may increasingly feature the innards of scrapped electric production cars such as the Nissan Leaf, as there are potential savings and technological advantages to be gained from recycling such a proven package. It will be very interesting to see how this innovative company progresses. In the meantime, their Minor will continue to challenge ECC’s Fiat 500 for the title of ‘coolest electric classic city car’! Find more information at www.londonelectriccars.com

7

London Electric Cars Ltd (LEC)

Above: Aston Martin has come up with a revolutionary approach to electrifying its own classics. Bottom of the page: come 2020, you will also have the option of emulating Prince Harry and Meghan’s choice of wedding wheels by acquiring your own all-electric E-Type Zero.

Aston or Jaguar - some eco choices are so tough!

• Everything-EV.com (www.everything- ev.com) which can covert Citroën 2CVs and offers kits for owners to convert other vehicles

• Charge Automotive (https://charge. cars/) is building a limited edition of 499 400bhp 1960’s Mustangs with a 0-60mph time of around 3.0 seconds and starting price of £200,000

• By 2020, Jaguar Land Rover Classic will be happy to supply an E-Type Zero just like the one seen at Prince Harry and Meghan’s wedding. O-60mph in 5.5 seconds and a predicted starting price north of £300,000

• Not to be outdone, Aston Martin has developed a so called ‘cassette’ EC system that’s designed to fit straight onto the original engine mountings. This ingenious, reversible conversion was first shown on a DB6 MK2 Volante and sales start this year for a so far unconfirmed figure

8


Other UK companies offering electrically-powered classics include:

Above: Aston Martin has come up with a revolutionary approach to electrifying its own classics. Bottom of the page: come 2020, you will also have the option of emulating Prince Harry and Meghan’s choice of wedding wheels by acquiring your own all-electric E-Type Zero.

Aston or Jaguar - some eco choices are so tough!


Managing Director John Yea reveals all

FROMBMH

HERITAGE

2019 is the 60th anniversary of the launch of the ubiquitous Mini, and we will be supporting the celebrations in a number of ways. The world’s premier Mini event is the IMM (International Mini Meet), which in this anniversary year is being held over the weekend August 8-12 at Washingpool Farm, just outside Bristol. We have been accepted as one of the main sponsors and are planning a strong presence there. In addition to showing replacement bodyshells and an array of cars, we are looking to create an innovative panel display. There will be on site camping and a very wide range of Mini specialists and traders to support this birthday bash. Full details can be found on the website www.imm2019.co.uk so, if you’re a fan of the Issigonis baby, be there or be square!

The Mini will be the focus of our Goodwood Revival stand this year too, with a selection of complete cars and bodyshells again being the order of the day, while we will have the full range of Piloti driving shoes and Mountney steering wheels available for sale at both venues.

SHOWTIME

9In the last issue of Motoring Classics, I detailed the rebuild of our MK1 Mini Cooper S, which was subsequently displayed at the NEC last November. I have since had the opportunity to drive it, which has been enormous fun. I had forgotten the sheer joy of piloting one of these diminutive classics – in particular, the instant response of the car to tiny steering inputs and general sure-footedness. It took me back to my youth, when I learned to drive in a range of Minis from the archetypal Van (complete with an unsecured rear seat for the use of

brave passengers!) to a highly-modified road-going Cooper S, which taught me a huge amount about car control. It is easy to see how the original Mini changed all perceptions about the handling of family cars, and how it forged such a formidable reputation as a ‘giant killer’ in both rallying and racing; not to mention why it is still so popular today. Driving the Cooper has inevitably whetted my appetite for our long-awaited FIA race car, which I am really looking forward to testing before the season begins in earnest.

All in all, we’re set for a very active year in celebration of six decades of one of the most iconic motorcars of all time.

More Mini matters

Other UK companies offering electrically-powered classics include:

In celebration of 100 years of the RAF, we visited Stow Maries Great War Aerodrome, Britain’s most complete and original remaining example. In a day to remember, we discovered a veritable mine of fascinating facts and met some of the unique body of 162 hard-working volunteers actively engaged in restoring this precious site to its former glory.

LOTUSCLASSIC TEAM

Motoring Classics paid it a visit

HAS A SMART NEW HOME

It is extraordinary to think that the last Grand Prix contested by Team Lotus was the Australian race of 1994, yet it still ranks as the 5th most successful F1 manufacturer of all time behind Ferrari, McLaren, Williams and Mercedes. Such was the genius of its founder Colin Chapman, that his seemingly endless series of innovative chassis designs helped Lotus snare no less than 79 race victories, plus 7 Constructors’ and 6 Drivers’ Championships. The equipe also left an indelible mark on the incomparable Indianapolis 500, not only winning the 1965 event with Jimmy Clark, but causing the Americans to switch from front to rear-engined cars. There is no question that Chapman’s premature death in 1982 at the age of just 54 brought the curtain down on a golden age of British motorsport, the like of which may not be repeated.

10


ALL P

HOTO

S COU

RTES

Y OF G

ORDO

N BR

UCE

Full marks then to Colin’s son Clive, who founded Classic Team Lotus (CTL) back in 1992 in order to:• Celebrate and perpetuate the spirit of the marque• Promote the history of the team• Act as a point of focus for all present- day owners of the cars – in its time, Team Lotus produced c.1,500 single- seaters (including 127 F1 chassis) and many more sports racing cars

CTL initially operated out of buildings previously occupied by Team Lotus itself – somewhat ramshackle premises that date back to 1942 when the area formed part of RAF Hethel, and were first deployed by the American crews of Liberator bombers. However, last August the long-awaited move to a brand new, purpose-built home took place. Sited

mere yards from the gates of Lotus Cars, it features hospital-quality workshops on the ground floor, while the upper storey is dedicated to the display/storage of the Chapman Collection and customer cars. Together they go a long way towards depicting the history of Grand Prix racing between 1958 and 1994, such was Chapman’s unique contribution to the pinnacle of motorsport.

The bulk of the 17 staff are engaged in the maintenance and running of customer cars – last year they operated 35 at 33 events on behalf of 15 clients. At the time of our visit, the workshop boasted a mouth-watering selection of machines, including examples of Lotus models: 16, 18, 20/22, 30, 32B, 33, 76, 81 and 91. A Lotus legend who can still sometimes be found fettling away on

the cars is 83-years-young Bob Dance, who joined Lotus in 1960. Forever associated with the successes of two-times World Champion Jim Clark, Dance recalls how Colin Chapman actively tried to dissuade him from joining the motorsport department in its early days: “I asked him if I could switch from the components and developments division of Lotus Cars to the race team,” but he said, ‘Don’t do that. It’s a dead end job’. “Clearly he was right, because I’m here all these years later still doing it!”

So to the enticing upper floor. The first thing that strikes one on entering this vast arena is just how big F1 cars became during the years Lotus was campaigning – eg compare the diminutive Type 25 in which Clark won the first of his two

Continued overleaf>

Opposite page: seasoned technician Kevin Smith tends the ex-Mansell/de Angelis Type 91 from 1982. Above, clockwise from the left: impressive entrance to the new state-of-the-art facility; the ex-Jim Clark Type 25 from 1963 undergoing a winter rebuild; the controversial Type 88; non-F1 visitors include a 1964 Type 30 Group 7 sports car (centre). Left: a pristine example of the Type 72, a model that raced for six seasons and notched up 20 GP victories


11

championships with the massive Type 79, the first F1 car to fully benefit from ground effect aerodynamics. The 25 was notable for being the first Grand Prix machine to feature a fully stressed monocoque chassis, the additional stiffness of which allowed the use of softer suspension.

1967 was notable for the birth of the Type 49 – in which the engine (the immortal Cosworth DFV) was a fully stressed member. It was also the first such car to be designed around its engine rather than the other way round. It memorably won its inaugural event, when Clark took the flag at Zandvoort – he hadn’t even seen the car prior to that weekend, let alone driven it! Other Type 49 factoids include:

• The 1968 car in which Hill won the championship was the first to be fully-liveried in a sponsor’s colours and the first to be named after them – ie Gold Leaf Team Lotus• The model gave no less than 5 world champions their debut F1 drive

• And, if you thought drag reduction systems were a recent invention, think again, for later 49s featured just such a device!

[For the record, the Type 49 was not quite the first F1 car to feature the engine as a fully stressed member – that honour fell to the considerably less auspicious Type 43 (not displayed at CTL). Having enjoyed years of success with Coventry Climax engines, Lotus had to look elsewhere for the 1966 season, ending up with the unreliable BRM H16 unit that was so heavy it took four people to lift it!]

Among the other cars that are available for CTL visitors to view are: the Type 87 that was the first F1 car to feature a carbon fibre chassis (pipping the McLaren MP4/1 by several weeks), and the infamous Type 88 that, in true Chapman fashion, circumnavigated the regulations (in particular that governing ride height) by having two chassis – one housing the mechanicals and driver and one supporting the bodywork. It was

understandably protested by the other teams and banned, after which Chapman reputedly began losing interest in the formula that had dominated his life for over 20 years.

In addition to showcasing the brilliance of Chapman and his fellow designers, viewing this extraordinary line-up of cars also serves to emphasise the breadth and depth of driver talent that piloted them over the years – Senna, Clark, Hill, Mansell, Häkkinen, Piquet, Rindt, Fittipaldi, Andretti, Herbert, Ickx, Moss, Peterson, Reutemann, de Angelis and others were all works Lotus drivers at one time or another.

Members of the public are able to visit Classic Team Lotus, tours of which are conducted either by Clive Chapman himself, or the extraordinarily well versed Guy Munday, who was the guide on the day of our visit. Such outings can be standalone or paired with a trip round Lotus Cars. For further details see www.lotuscars.com/factory-tours.


Clockwise from top left: Graham Hill’s Type 49 Monaco winner of 1968 and and 1969; a superb line-up of iconically-liveried Lotus Grand Prix cars; a group of enthusiasts admire a Type 25 - the model that introduced monocoque construction to F1 and won the 1963 World Championship in the hands of the immortal Jimmy Clark; a Type 22 Formula Junior car

12

Bon vivant Captain Raymond Flower was the author of over 20 books on subjects as diverse as: Lloyds of London, of which he was an underwriter; the Chianti region of Italy, where he eventually lived in a 1000-year-old castello; and motorsport, of which his personal experience included placings in Alpine rallies and RAC Tourist Trophy races. He was also the father of the Meadows Frisky microcar. Whilst managing director of the Cairo Motor Company founded by his father, he’d penned a small sports car called the Phoenix Flame Bird, however, that project died with Nasser’s rise to power. Undaunted, Flower returned to the UK intent on producing a lightweight people’s car instead. Established automotive engine and transmission supplier Henry Meadows Ltd backed the project by providing the required development facilities and staff,

including former Kieft designers Gordon Bedson and Keith Peckmore, who were tasked with creating a working prototype. Nicknamed The Bug, it was a tiny (c.9ft) four-wheel two-seater featuring a ladder chassis clothed in a rudimentary, gullwing-doored alloy body. Power came from a rear mid-mounted 250cc Villiers two-stroke engine, from which drive was transferred to the narrow track, solid rear axle via a four-speed manual gearbox and roller chain. Reversing was achieved by running the engine backwards through a Dynastart unit.

While The Bug was undergoing trials in the UK, a more production-oriented Frisky was evolving in Turin, courtesy of Vignale designer Giovanni Michelotti – a personal friend of Raymond’s brother, Neville. The striking result was displayed at the 1957 Geneva Salon to much acclaim, though it was quickly apparent that the complex gullwing design was not financially viable, and by the

time of that year’s Earls Court Motorshow, the newcomer featured conventional ‘suicide’-type doors.

The Frisky project ultimately changed hands five times between 1957 and 1961, yet all but the final examples were crafted at the Meadows plant in Wolverhampton. Total production is understood to have been around 1200 cars, of which c.75 are known to have survived. Most are the Family Three version, so-called because it had three rather than four wheels and could therefore be driven on a motorcycle licence. Of the four-wheelers it seems only 12 Sports (the convertible option) and just four Coupes have stood the test of time, making them truly rare and sought-after propositions. More information on these cute micro machines is available from the Frisky Register www.meadowsfrisky.co.uk, founded and still enthusiastically managed by John Meadows, Henry Meadows’ grandson.

MISSING MONIKERMEADOWS FRISKY

Above: Frisky production in full flow, 1957 (Photo courtesy of MPL, National Motor Museum). Below: a line-up of pristine Frisky Sports at the 2018 NEC Classic Motor Show (Photo courtesy of Gordon Bruce)


13

SILVERSTONE EXPERIENCE

THE

An exciting new, highly-innovative attraction for motorsport fans

14

This page and bottom right: artists’ impressions of the starting grid, era displays and reception area respectively. Top right: the hangar during renovation and a progress shot of the main display areawww.motoringclassics.co.uk www.bmh-ltd.com

SILVERSTONE EXPERIENCE

Conveniently located overlooking the track alongside the circuit’s main entrance, the attraction is accessed via a revolving door that leads into an impressive atrium. The entertainment flows from the first floor downwards and begins in dramatic style in a tunnel featuring an animated starting grid of racing cars and motorcycles, and all the other intoxicating sights and sounds one associates with one of the world’s top motor racing venues. From here visitors progress to the main display area. Comparisons of the eras will be self-evident from the outline of the 1948 Grand Prix circuit overhead and that of the present day one down below. Courtesy of a canny blend of museum, exhibition and interactive displays, visitors of all ages can expect to be spellbound by:

• Interviews with such Silverstone heroes as Sir Jackie Stewart OBE, Nigel Mansell CBE, Damon Hill OBE and Murray walker OBE• Depictions of: - human endeavour - great sporting rivalries - innovations in materials and aerodynamics etc - the global reach of Britain’s motorsport valley - the unsung role of marshals• Displays of salient racing cars and motorcycles• Oral histories of those involved with Silverstone through its periods as a

farm, WWII airfield and top motor racing venue • The opportunity to try commentating on a motor race

The tour will typically take two to three hours and culminate in an animated lap of the Grand Prix circuit, during which participants will ‘race’ alongside the likes of Senna, Hamilton and Sheene, while Wellington bombers pass immediately overhead – a 360° experience that will be truly memorable for youngsters and adults alike, and especially those unlikely ever to experience the circuit first-hand.

This £20 million ground-breaking project (£9.1 million of which comprised a Heritage Lottery Fund grant) boasts Prince Harry as its Royal Patron. The engineering challenges have been immense, and include the sinking of piles to a depth of 15 metres and a mile’s worth of welding to strengthen the original part of the building. Along the way it was discovered that not only had the original bolts securing the hangar to the ground been of minimal length (it was only meant to be a temporary structure), but the bases of three of the four corners had suffered severe acidic corrosion – evidently as a result of them being used as makeshift toilets!

Ultimately, the venue is likely to welcome some 400,000-500,000 visitors per annum, including 40,000 school children

engaged in STEM projects, and will doubtless be very popular during the Grand Prix, Moto-GP and Silverstone Classic weekends, when pre-booking will be essential. In addition to housing The Silverstone Experience, this highly impressive 4,000 square metres building will provide state-of-the-art storage for the irreplaceable archive of photographs, programmes, time sheets and other ephemera of the British Racing Drivers’ Club (the owners of Silverstone Circuit), as well as meeting rooms and a café overlooking the circuit. The person who’s been masterminding the creation of The Silverstone Experience since 2011 is Sally Reynolds, who previously held senior roles at Woburn and LEGOLAND. At present she heads a team of just 15, but ultimately it will comprise 30-40 fulltime staff and 123 volunteers. Commenting on the challenge she said: “The inspiration for the project comes from the wish to bring history to life – ie introduce a non-heritage audience to heritage through the appeal of motorsport.”

From our privileged preview tour, we think The Silverstone Experience is set to become a major visitor attraction for the UK, and will hopefully open the eyes of many new youngsters, male and female, to the countless variety of opportunities that exist within the field of motorsport. For further details access www.silverstone-experience.co.uk.

Silverstone Circuit, the ‘Home Of British Motor Racing’ and, to date, the venue for no less than 52 British Grands Prix, is an area brimming with history. Back in the early 1100s it was the site of Luffield Abbey, home to an order of Benedictine Monks, while the track’s famous Becketts corner and Chapel curve draw their names from the chapel of Thomas à Becket built in memory of the murdered Archbishop of Canterbury. For years prior to the reign of King Edward I the location featured a royal hunting lodge, and the expanse rose to prominence once again during WWII, when in 1943 it was transformed from farmland to the home of No.17 Operational Training Unit of the RAF, and its flight of c.50 Wellington bombers. The race circuit replaced the airfield in 1948, and while five of the six large wartime hangars are long gone, against the odds, one survived the test of time and has now been restored and extended to house the unique Silverstone Experience. It’s on course to open its doors to the public this spring, and promises to delight and amaze motorsport fans for many years to come.

15


THE RED ARROWSBEST OF

THEBEST The editor first met the Red Arrows (aka The Reds) as an excited student at RAE Farnborough in 1968, but topped that experience by a country mile last year during an unforgettable visit to RAF Scampton.

16

Our thanks to Motoring Classics’ printer, Hartgraph Ltd, for enabling the visit to Scampton. All photos courtesy of Gordon Bruce


17

THE RED ARROWSBEST

A DAY OF DAYSGod clearly approved of the schedule proposed for June 22, as the sun shone unwaveringly in a cloudless sky. My anticipation had been building for weeks, as this opportunity to visit Scampton would include meeting the world’s premier aerobatic display team. No, we wouldn’t get to fly with them, but would: sit in on the pre-flight briefing; observe a 2018 display practice; attend the subsequent debriefing; visit the engineering hangar and get up close and personal with the team’s astonishing BAE Systems Hawk T1 aircraft, and the dedicated ground crew responsible for their upkeep.

The briefings had to be heard to be believed. These guys are from another planet, the same one also inhabited by such equally rare talents as Lewis Hamilton & Co - ie super-humans that can process multiple strands of information at lightning speed, and then recall in detail their resulting actions at a later date. There is nowhere to hide. Names are left at the door of the briefing room, inside which the team refer to each other solely by their call signs – Red 1, Red 2 etc. This allows them to politely critique each other’s performances as well as their own, during which no stone is left unturned in the pursuit of perfection. The minutiae of every manoeuvre are debated as if the pilots’ lives depended on it – because they do! Take ‘Opposition Barrel’ for example. This is the famous exercise where the so-called ‘Synchro Pair’ of Reds 6 and 7 fly directly at each other 100ft above the ground at a closing speed of 800mph, performing barrel rolls the moment they pass – the margin for error is effectively non-existent.

As ever, the 20-minute display we were lucky enough to witness was truly awesome. I’m fortunate to have viewed The Reds on many occasions over the years, but could never tire of witnessing the combination of such blatant skill and a level of pre-eminence that only comes from ceaseless practice. The team’s motto – Eclat (ie perfection) – could not be more apt.

So to the 120-strong support team that comprises experts in avionics, logistics, mechanical engineering and weaponry, as well as those responsible for the aircrafts’ smoke dye system, pilots’ safety equipment, transport (the Reds have a fleet of 20 vehicles), public relations, administration, air operations and photography etc. The latter role is more fundamental than you might think as, apart from stills from the ground and air, the snappers video every display for subsequent appraisal, a vital safety procedure before which they will not take to the air. Included within the 120 are ‘The Circus’ – 11 key members who fly to and from the display venues in the rear of the aircraft and are responsible for the critical pre-flight safety checks etc. In the same way the pilots are dubbed Red 1 to 11, The Circus are correspondingly labelled Blue 1 to 11.

As you would expect, the aircraft are immaculate inside and out, and the pilots clearly love their T1s, which they say are perfect for their needs. However, nothing lasts forever and the type, which entered service as far back as 1976, is due to be decommissioned in 2030, so the hunt is already on for the most suitable replacement. The problem is, later designs of trainer such as the

Hawk T2, feature technology specifically designed to prevent some of the extreme manoeuvres that only pilots of the Red Arrows’ capability can safely execute. It will be very interesting to learn how this issue is overcome.

RAISON D’ÊTREThe purpose of the Red Arrows is multi-stranded. They are the public face of the RAF, so serve to inspire future generations – not just regarding a career in aviation, but about what teamwork can achieve. They are also prime ambassadors for UK inc., its innovation, engineering and education - a privileged role that has seen them perform nearly 5,000 displays in 57 countries since their inception. One of their longest promotional tours to date was the 20,000-mile 60-day ‘Best of British’ one in 2016, during which they visited no less than 12 countries, performing displays as far afield as India, Abu Dhabi and China. Those concerned about the £millions such tours cost, should note that they also add literally £billions to the UK Exchequer, more than justifying the past expeditions and the extended one planned for Canada and North America this year.

So, the next time you see The Reds in action, bear in mind that they are not only one of the UK’s premier attractions, but also one of its most successful exports. We should be immensely proud of this uniquely British institution and do everything required to ensure its indefinite continuation.

Continued overleaf>



18 STEEPED IN HISTORY

The Reds were formed in late 1964 when, instead of supporting a number of independent display units, the RAF decided to put its weight behind a single team under the auspices of The Central Flying School – the oldest such operation in the world. The name Red Arrows was a nod to the 1950s Black Arrows squadron of Hawker Hunters, who remain in the record books to this day for looping no less than 22 aircraft in formation. Similarly, the chosen colour reputedly recognised the role previously played by the Red Pelicans, a group of six Jet Provost T4 fast jets, while the Arrows’ original aircraft, the Folland Gnat, had been the choice of the foregoing Yellowjacks.

The Reds began life at RAF Fairford,

Gloucestershire before moving to RAF Kemble (now Cotswold Airport) in 1966 and then RAF Scampton in 1983, where they have so far remained; apart from a five year stint at RAF Cranwell. However, they are due to switch to an as a yet undisclosed new home within the next few years, as Scampton (from where the legendary 617 Squadron ‘Dambuster’ raids of 1943 were orchestrated) is to close in 2022. Watch this space!

The display originally comprised seven aircraft, but was expanded to its current number in 1968, leading to the creation of the ‘diamond nine’ formation for which The Reds are renowned. Of course, only an elite few ever qualify for the team. It requires years of service as an RAF officer before you can even apply, including a minimum of 1,500 hours on fast-jets such as the Typhoon or F-35. You would

also need to be branded an ‘exceptional’ pilot from the get go. Once aboard, you’d serve a three year stint during which life would never be dull – even before the display season begins there are four months of training with three flights per day, five days a week. During this period, the pilots sport green flying suits, only graduating to their trademark red ones when the season’s routine has received its final sign off.

The red, white and blue smoke trails are another Arrows trademark, achieved by injecting dyed diesel into the Hawk’s exhaust at precisely the appropriate moments – there is only sufficient dye for five minutes of white smoke and one of red and blue. However, there is surely no more patriotic a sight than the Red Arrows painting the sky with trails of red, white and blue.

www.motoringclassics.co.uk www.bmh-ltd.comwww.motoringclassics.co.uk www.bmh-ltd.com

19

Motoring Classics in

This time last year I headed into the season full of optimism, and with a reasonable expectation we would complete our FIA Mini Cooper S in time to race it, as well as our proven MGB and Austin A40. For a variety of reasons – mostly beyond our control – the reality was very different, ie the on-track action was messy and the Mini build foundered.I’m happy to say I have every reason to be more confident about 2019, as there are clear signs all three cars will be on the button by the first meeting. Based on our level of performance at the end of last season, we should be able to give a good account of ourselves too, though I am nevertheless planning to have some driver coaching to help with the few weaknesses I recognise, plus the many I’m probably blissfully unaware of!As last year, we are a sponsor of the Equipe GTS series, which continues to go from strength to strength, with oversubscribed grids and additional races expected to be a feature of the season. We will be campaigning the MGB in it as usual, while also entering HRDC races with both the Mini and A40.

In addition to the usual circuits on our schedule, there are a number of highlights I’m really looking forward to. Equipe GTS has again been invited to race on the Brands Hatch GP circuit, which is always a pleasure and privilege – that event’s scheduled for the late May bank holiday weekend. Another circuit I love, but visit all too rarely, is Thruxton. The HRDC meeting there will hopefully see us out in the A40 and Mini, for which I’m already saving for the extra tyres required - the track surface is notoriously abrasive and our last visit wore out two sets of rubber on each car! Last but not least, Chris Ryan and I are plotting to do the Spa Six Hours in our shared Volvo Amazon. This should be a real experience and I’ll take a bet the beast will surprise a few people, as it’s not half as staid as it looks!As I write, our return to the circuits is little more than a month away, with an Equipe GTS track day at Brands on the Indy circuit on March 1, followed by an HRDC one at Goodwood on March 18. I can’t wait for the wheels to start turning!

British Motor Heritage MD John Yea previews his forthcoming racing season

Above: the Spa Six Hours attracts a fabulous mix of cars. Below: this year the BMH A40 will be joined at HRDC

events by the team’s newly-built Mini Cooper S (Photo courtesy of Dickon Siddall)

FOR THE FIRST TIME EVER, STOW MARIES GREAT WAR AERODROME WILL BE HOLDING ITS VERY OWN

RAF 100 PROMSTHE DUNMOW WIND BAND WILL PRESENT

‘Music under the Stars‘AS THEY PERFORM FROM INSIDE A WORKING HANGAR

SATURDAY 29TH SEPTEMBER 2018

TICKETS £25 PER ADULT + £12 PER CHILD UNDER 16. Includes a glass of Pimms on arrival and a traditional Essex hog roast. Arrival is from 4.30pm, ready for the concert at 5pm. The evening should finish by 8pm.

FOR MORE INFORMATION ON THIS AND OTHER EVENTS VISIT

WWW.STOWMARIES.ORG.UK

As the original equipment manufacturers to companies such as Rover, MG, Triumph, Jaguar and many others over the years, Tex has established an unsurpassed reputation for quality and service.Today that quality remains evident in our Classic range of products, over 95% of which are manufactured in our factory in Oxfordshire on the original tooling. The current products range from wing and door mirrors to wiper arms, blades and related accessories, all of which are as supplied to the aftermarket for British cars in the ʻ50s, ʻ60s and ʻ70s. Tex were also fitted as original equipment to all British Leyland vehicles between 1974 and 1983.

THE ORIGINAL AND THE BEST

BUY ON LINE AT

www.motoringclassics.co.ukOR PLACE YOUR ORDER BY PHONE ON 01993 707200

Look for the original stamp when buying a product. We are the only manufacturers.

A GREAT

BRITIS

H

BRAND

SINCE 1

948

leading the charge - gordon bruce associates

Documents