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

F1’s CHAMPION THE PHOENIX OF ENGINE DONINGTON HALL THE FORD DFV NORTON IS ALIVE AND WELL

The cat that

got CELEBRATINGthe THE cream XK120’s 70TH BIRTHDAY Dealer Spotlight 3 The Cat That Got The Cream 4-7 Missing Moniker 8 BMH News 9 F1’s Champion Engine 10-12 Classic Character 13 The Phoenix Of Donington Hall 14-17 Classic 18 Born To Win 19 Above: introduced in 1961, Lea Francis’s Uni-Horse garden tractor was a success, but came too late to save the company 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- As the UK careers down a seemingly With on the brain, we 2 er makes every effort to ensure rudderless path towards Brexit and an couldn’t help researching which the magazine’s contents are correct uncertain future, there is comfort in nationalities have so far fared best in but can accept no responsibility recalling some of the country’s many the Drivers’ Championship since its for any effects from errors past successes. And, with both the inception in 1950 - the findings of this or omissions. Jaguar XK120 and the XK engine that slightly tongue-in-cheek survey may inspired it currently celebrating their surprise you. Our Missing Moniker on NB Motoring Classics is the printed 70th anniversary, we could think of this occasion concerns Lea-Francis, and online publication of British Motor no more deserving a cover story for one of many British car makers that cut Heritage and its retail trading arm. this issue. its engineering teeth on pedal cycles and then motorbikes – it’s a typically Publisher: Of course Jaguar is not only still with fascinating tale. British Motor Heritage Limited, us, but enjoying increasing worldwide Range Road, Cotswold Business prosperity. Norton’s history has, It’s no surprise that a number of Park, Witney OX29 OYB, UK however, been more turbulent, with British Motor Heritage’s (BMH’s) Tel: +44 (0)1993 707200 years in the wilderness following those Approved Specialists have founded Email: [email protected] decades of supremacy on road and their businesses on the classic track. How heart-warming then to see and the successful Wiltshire-based Editorial: the brand firmly back in British hands, concern of Somerford Mini is the focus Gordon Bruce Associates and producing aspirational machines of this issue’s Dealer Spotlight. Add in Email: [email protected] that cleverly combine the classic lines Managing Director John Yea’s news on Web: www.gordonbruce.com of the company’s glorious past with BMH’s continuing success in the classic contemporary technology – we bring the car marketplace and the latest addition Design and production: story up-to-date. to the company’s fleet of historic racing Lead Designer: Emma Green cars, and there will hopefully be at least Flipside Group Another recent cause for reflection something here for you to enjoy reading www.flipsidegroup.com was the 50th anniversary of the Ford during the remaining long winter nights. Cosworth DFV racing engine, the extraordinary V8 powerplant that scored Enjoy! Follow us on: a totally unrivalled 155 Grand Prix @MotoringClassic victories, and allowed non-manufacturer teams to not only compete but win Motoring Classics championships in abundance. We pay tribute to this extraordinary masterpiece and, via this edition’s Classic Character, to OBE, the genius behind the DFV and so many other often Gordon Bruce unbeatable powerplants. Editor ‘SEVEN DAYS AND SEVEN NIGHTS’ – THE WONDERFUL DEPICTION OF COVER PHOTO: ‘SEVEN DAYS AUGUST 1952, BY RENOWNED MONTLHÉRY, JAGUAR’S XK120 RECORD-BREAKING EXPLOITS AT ARTIST KEITH WOODCOCK (WWW.KEITHWOODCOCKART.COM) AUTOMOTIVE AND AVIATION www.motoringclassics.co.uk www.bmh-ltd.com SOMERFORD MINI

Pete Hines began his working life Hines devoted the next 36 to the company’s highly informative website 3 as a cabinet maker, but became servicing and repair of Issigonis’s baby (www.somerfordmini.co.uk), and disillusioned when his employer masterpieces. Then, completely out spares are distributed to just about moved from the production of of the blue, he was offered a hoard of every country in the world. There is conventional wooden furniture to BMC and Special Tuning spares that a 15 month (down from 36!) waiting the chipboard and MDF of kitchen filled two houses, a pair of lock-up list for Somerford’s much-vaunted and bathroom units. His solution garages and a barn. Within no time he’d restorations, and whether a customer’s was to transform his hobby into a not only purchased all the items and requirement is for a service, minor business and create a company amassed sufficient vehicles to move repair or complete refurbishment, specialising in the servicing, repair them the 175 miles from Merseyside the nine-strong firm’s watchword and restoration of classic . to Wiltshire, but sold 50 percent to remains the same – ‘quality’. Japan. A new strand to an already His parents were not car oriented, but successful business had been created. Pete Hines believes the future for the Mini was in its heyday during his classic Minis is long and bright – ‘it youth and was his model of choice from Two years ago all aspects of Somerford remains good for Triumphs and MGs, an early age. An attempt to persuade Mini were rehoused in a smart 12,000 which are 10 years ahead of the Mini. his mother to purchase one failed when sq ft industrial unit in Calne. As Pete Five years ago customising of the she opted for a Metro instead but, as says, ‘the business may have lost model was still popular and nobody soon as he was old enough, he acquired its rustic charm, but it’s now neatly wanted 850 MK1s. Now demand is the first of many examples – a relative organised under one roof, complete huge, values are rocketing and the new wreck that he lovingly rebuilt and with proper shop’. The stockholding breed of enthusiast insists on them customised to taste. Some eight years currently runs to over 10,000 parts being as original as humanly possible’. later he founded what’s now known with a further 5,000 itemised on the as Somerford Mini on just £2,000 of savings, support from the Prince’s Trust and the Enterprise Allowance Scheme, and a cantilever toolbox.

The firm’s first home was among the wooden buildings of a farm in Great Somerford, Wiltshire, the vacancy of which resulted from the salmonella scare. Having spent three months resurrecting the dilapidated sheds,

www.motoringclassics.co.uk www.bmh-ltd.com The cat that got the cream Happy 70th Birthday XK120 Seventy years ago this October, Jaguar debuted two new models at the Earls Court Motor Show – the MKV saloon/drophead coupe and the XK120 two-seater sports car, complete with

4 equally new DOHC XK engine. The latter car was intended to be the secondary exhibit, but took the entire show by storm. We recall the effect the XK120 had on the world and a Britain still reeling from its second world war in 30 years.

www.motoringclassics.co.uk www.bmh-ltd.com Facing page: the XK120 was the star of the 1948 London Motor Show. Above left: the Jaguar-engined MG EX135 at Jabbeke, 1948. Above right: Stirling Moss (#7) at the start of the Dundrod TT, 1950, that he went on to win. Below, left and right: shots from the production car race at Silverstone, August Happy 70th Birthday XK120 1949, eventually won by Leslie Johnson (#7) with Peter Walker (#6) second (Photos - Paul Skilleter Collection and other sources) Compared with some rivals, Jaguar were built and tested under the following anything else in production at the time. initially appeared slow out of the blocks codes, where ‘X’ stood for experimental Moreover, a limited run of such cars post WWII, and the first sign that – XF, XG, XJ‘4’ and XJ‘6’, of which the would allow Jaguar to fine-tune its new masterpiece before committing it to the

something exciting was brewing behind four- and six-cylinder XJ units ultimately 5 the doors of Browns Lane actually became the direct forerunners of the scale of production necessary for the involved an MG car rather than a Jaguar. XK one. MKVII saloon. The extraordinary decision was therefore taken to both design and The machine in question was Goldie build a six-cylinder XK-powered two- Gardner’s streamlined EX135, with The MKV Jaguar was intended as an seater in time for display at Earls Court which he broke the flying mile, kilometre interim model and, though visually similar from October 27, 1948 – an apparently and five kilometre records at Jabbeke, to the outgoing MKIV, was based on an impossible task in the available time of Belgium in September 1948; topping all new chassis (complete with torsion just six weeks. 177mph in the process. Nestling under bar independent front suspension) that the low-lying engine cover was an all- had primarily been designed for the A fully-equipped MKV chassis was duly new DOHC four-cylinder engine, that MKVII of the future. Plans for the debut commandeered and 1ft 6in cut from turned out to be a prototype from the of both the MKV and the XK engine at the centre. A skeleton frame was then family of four-, six- and 12-cylinder units the 1948 Earls Court Motor Show were formed by eye, to which the first example Jaguar had been considering using in its all but complete when Jaguar boss of the perennially graceful Lyons-penned upcoming MKVII saloon, and possibly William Lyons had his most famous body was hand-shaped in aluminium by a junior sibling. Ultimately, neither the eureka moment - ie the thought that a a skilled sheet metal worker under the 12-cylinder engine nor the smaller car sports car powered by the new DOHC direct guidance of his master – a highly were progressed, but four lines of engine unit would almost certainly outperform demanding process that was reputedly

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www.motoringclassics.co.uk www.bmh-ltd.com Above, clockwise from L to R: ‘LWK 70’ pounding round Montlhéry’s bumpy banking, August 1952; the Montlhéry team celebrating their success; the Johnson and Whitehead XK120s at Le Mans, 1950; the XK120s of Clark, Whitehead and Johnson before the start of Le Mans, 1950; Ian Appleyard on the Rallye des Alpes 1951; the remarkable DOHC straight-six XK engine; the ultimate incarnation of the XK120 was the Jaguar C-Type (aka XK120C) – here we see the Hamilton/Rolt example heading for Le Mans victory, 1953 (Photos – Paul Skilleter Collection and other sources)

completed in less than two weeks. The mass-produced 3.4-litre engine really even came within a sniff of winning the intention was, depending on public could power a standard road car to 1950 Le Mans 24 Hours in the hands of reaction, to hand-build a few hundred of (what in those days was) such a heady Leslie Johnson and Bert Hadley. And it the new roadsters as required. However, figure. Jaguar’s response was swift and was not long after that the XK120 won within days of the bronze-coloured show effective. In May 1949 it flew a party the first of many laurels in the world of car going on display it was evident a of journalists to Belgium by Douglas rallying, courtesy of chassis 660044 6 total rethink was required – such was DC3, where they witnessed first-hand (‘NUB 120’) in the experienced hands of the euphoria with which the XK120 was the second lefthand drive XK120 built Ian Appleyard. greeted. In the end, production spanned (chassis 670002) power down the five years during which the car was Jabbeke straight at not just 120mph, but XK120s achieved many claims to fame, produced in three guises – roadster, fixed in excess of 130mph. but arguably the most extraordinary head coupe and drophead coupe; the belongs to the subject of our glorious combined production volumes of which Rallying and racing front cover picture by Keith Woodcock –

were 12,045! And, of course, the model ie the fixed head coupe (‘LWK 707’) that So, the newcomer really was quick in then spawned the XK140 and 150, both averaged an astonishing 100.31mph a straight line, but how would it fare on of which were suitably successful in their for seven days and seven nights around a circuit? The announcement that there own right; not to mention the XK120C (or Montlhéry in August 1952, in the hands would be a one hour race for production C-Type Jaguar) that won Le Mans in both of Stirling Moss, Leslie Johnson, Jack cars at Silverstone in August 1949 1951 and 1953. Fairman and Bert Hadley. It covered a proved too good an opportunity to miss, total of 16,851.73 miles round what was and the factory entered three examples The ubiquitous XK engine also way a notoriously rough circuit. painted in the suitably patriotic shades exceeded expectations, and ended up of red, white and blue. The white one powering all Jaguar production models Performance was the Jabbeke car now converted to and race cars until 1971, at which point righthand drive and assigned to Leslie One of the first comprehensive road it was supplemented by the company’s Johnson. The blue one given to Prince tests of the newcomer was The Motor’s new super-smooth V12 unit. By the time Bira to drive was the previously bronze appraisal of the Earls Court car, carried production of the XK one finally ceased in prototype from the Earls Court Motor out shortly after its appearance in the 1992, it had found its way into all manner Show, while the hitherto unseen red car Daily Express Silverstone race. With of additional vehicles from Scorpion was placed in the equally capable hands hood and sidescreens in place, the tanks to Dennis fire engines and a variety of Peter Walker. Bira led for 17 laps but renowned weekly magazine achieved of marine craft. Early ideas of producing failed to finish and the race was won by a very respectable 0-60mph time of a Jaguar XK100 – the same two-seater Johnson, with Walker in 2nd place, 5.6 10.0 seconds, top speed of 124.6mph body as the XK120 but powered by a seconds behind – their speed was such and an average fuel consumption of four-cylinder version of the XK engine – that the trio of Jaguars had lapped every 19.8mpg. In standard guise as fitted were never followed through. However, other competitor. to the XK120, the XK engine delivered the numbers in both model names were 160bhp at 5,000rpm. The SE version intended to represent their potential top And so it went on, with the model that sported high lift camshafts and twin speed, and it’s interesting to note there gaining more and more honours. Chassis exhausts produced a further 20bhp, was an initial degree of scepticism over 660040 (road registered, ‘JWK 651’) while 210bhp was expected of versions whether the 120’s normally-aspirated, www.motoringclassics.co.uk www.bmh-ltd.com equipped with a C-Type cylinder head and larger carburettors, and an even healthier 220bhp when the competition head breathed through a trio of twin-choke Weber carburettors. 7 Landmark designs

So we see the XK120 and its mould- breaking DOHC engine really were landmark items of their time such that, even 18 months after their launch, Autocar magazine was moved to say, ‘Nothing like the XK120, and at its price, has been previously achieved – a car of tremendous performance yet displaying the flexibility and even the silkiness and smoothness of a mild mannered saloon’.

Eighty six percent of XK120 production was exported, much of which went to the USA, earning invaluable dollars at a time when the British economy was on its knees. The car was not only initially the fastest production car in the world, it immediately proved successful in competition and came close to winning Le Mans, kick-starting a golden period for Jaguar at La Sarthe, that resulted in no less than five victories in seven attempts.

But what’s perhaps even more impressive, is the way the XK120 has weathered the years. Those uniquely graceful curves are as alluring today as when first seen 70 years ago, while the crackle of a well-tuned XK engine remains a joy to hear. We raise a glass to Sir William Lyons, William Heynes, Claude Baily and Walter Hassan, the chief architects behind one of the greatest of all British automotive icons. If only you could still buy one for £998 today!

www.motoringclassics.co.uk www.bmh-ltd.com www.motoringclassics.co.uk www.bmh-ltd.com 10 8 Lea-Francis though and the effects ofthedepression,though andtheeffects Finances remained acontinuingproblem 1928 UlsterTT. of whichcarriedKayeDontovictoryinthe supercharged production car, anexample models -theformerbeingBritain’s first 1925 ledtotheHyperandAceofSpades company’s heyday. Achangeofimagefor the to Meadowsenginesthatkick-started designer CharlesVan Eugenandamove the ensuingappointmentofDutch-born The re-entry occurred in1919,butitwas market. again tryitshandatthefour-wheel company afloatlongenoughtoonce- between 1912and1924keptthe far superiormotorcycles produced today.- none of which survive The below the occupants’ feetwere made cylinder enginemountedhorizontally design powered byabizarre three- successful, andjustthree ofthe1903 Their firstforayintocarswasless they acquired astrong reputation. manufactured pedalcycles,forwhich Lea andGrahamFrancisoriginally many earlyBritishcars,Richard In commonwiththemakersof MISSING MONIKER 1960. Sadly, both the design and livery Zephyr-powered Lynx 2+2Roadsterof an automotivecomebackwiththeFord engineering projects before attempting the companyconcentratedongeneral declinedand sales hadnevertheless fine car, butbytheearly‘50svehicle The 2½Litre of1949wasa Sports developed from theRoseunit. Connaught F2single-seaterswasalso cars. The powerplant of the A Typesports the basisofConnaughtL2andL3 thatformed transmission oftheSports outlay), anditwasthechassis,engine MG TC and Minx for the same purchaserSports couldhaveboughtan provedofferings popularifexpensive(a The post-war14hpSaloonandSports the cylinderblock. unit, withtwincamshaftsmountedhighin engine ofsimilarlayouttotheRiley12/4 Hugh Rose,andthelatterpennedanew former RileyemployeesGeorge Leekand The businesswasreformed in1937by hands of the receiver by the early ‘30s. 14/40 model,sawthecompanyin troublesome –builtenginesofthe plus warrantyclaimsregarding the See www.lfoc.org detail. forfurther praised spares andrestoration service. of a much has kept it alive courtesy was acquired byBarriePrice,who Quinton Hazell.TheLea-Francisname receiver in1962andthenpurchased by business wasplacedinthehandsof the motormanufacturingarmof and onlythree were completedbefore with goldtrim!)were atouchoff-key, of theLondonMotorShowcar(mauve (Photo –Sotheby’s) 2½ Litre of1949wasafinecar Sports Ulster TT, 1928(Photo-LAT). Below: Above: KayeDonenroute tovictoryinthe The The

FROM BMH Managing Director John Yea reveals all HERITAGE

Regular readers will know that our big suspension components, and we intend commercial derivatives, as more original news last year was the launch of the to enlist Newton Commercial to make the tooling has come to light. We are also Mk1 Mini bodyshell. What wouldn’t interior as good as the exterior. involved in a very exciting project that’s have been clear is that in order to due to go live in the near future. All of this develop tooling for the unique parts, The story of the build will be captured on has resulted in us adding three members a donor car (which just happened to film in a series of progress reports that of staff to the manufacturing department be an original Cooper S) had to have will be posted on social media under the and we are very fortunate they found its body butchered to provide master Motoring Classics banner, and we hope their feet quickly, which contributed to references for the new machinery. to have the finished car out and about the company’s strong performance at The good news is that this poor Mini, later this year. the end of 2017. ‘OYO 747F’, is about to be rebuilt Now the dust has settled on 2017 we using the first replacement can reveal that it was the best ever for So far 2018 is proving exciting 9 bodyshell – the one displayed in the company, with total sales (including for us, long may it continue. primer at the 2016 NEC Classic Show those of Tex Automotive Ltd) just shy then painted in Almond Green with a of £5.5million. This resulted from the White roof for the 2017 exhibition. strength of the core parts business, plus record sales of bodyshells and the We are entrusting the build to Somerford growing supply of original parts to Jaguar Mini (see page 3) who we know will and Land Classic. The start to this produce a first class result. Although the year has also been strong, with orders donor car was originally prepared for and sales for both BMH and Motoring rallying, we are going to rebuild it as a Classics exceeding budget. standard road car; albeit complete with the former’s engine improvements. It Later this year we expect important will also feature Heritage subframes and announcements in relation to the Mini

www.motoringclassics.co.uk www.bmh-ltd.com F1’S The Ford

CosworthJune 4, 1967 was a landmark day even by DFVthe helter-skelter standards of Formula One. ’s team had brought a pair of brand new Lotus 49s to Zandvoort, powered by equally unproven Ford Cosworth DFV engines. Their driver won the race at a canter, in what proved to be the 10 first of no less than 155 Grand Prix victories for the DFV. Formula One had been changed for ever.

Above L to R, the key collaborators behind the DFV-powered : car designer Maurice Philippe; engine designer Keith Duckworth; team driver and tester ; , Cosworth; and Colin Chapman, Lotus (Photo – Ford). Top: Theo Page’s superb cutaway of the DFV (Photo - Ford) www.motoringclassics.co.uk www.bmh-ltd.com discussions with the company’s pipe- stony ground. Undaunted, he initiated while hisfirstapproach toFord fellon didn’tgohisway,with AstonMartin to themainstream motorindustry. Talks such a project alone, Chapman turned not rise tothe occasion. Unable tofund ofJaguar),could Climax (bythenpart long-standing enginesupplier, Coventry Lotus uncompetitiveovernight,asits ofthe1966season.Thismade start of 1.5-litres inenginecapacityfrom the F1 regulations thatspecifiedanincrease Valve) enginesprangfrom thechangein The motivationfortheDFV(DoubleFour designer ofhisgeneration. arguably themosttalentedengine (see P13), of Cosworth Duckworth of allracingcardesigners;andKeith Chapman, amongthemostinnovative the greatest drivers of any era; Colin of three people;Clarkhimself,oneof extraordinary result involved the genius qualifying higherthaneighth.The few practice laps and prevented him rear hubbearinghadlimitedhimto sampled theDFV. Moreover, abroken in aLotus49before thatmeeting,nor Incredibly, Clarkhadneverevensat Museum andothersources) development oftheDFV;turbocharged DFXandDFSengineswonanincredible Cosworth 152IndyCarraces(Photos-MPL,NationalMotor 25 GrandPrixvictories.Below, LtoR:MarioAndretti wasoneofsevendrivers towintheIndyCarchampionshipwithaturbocharged Top, LtoR:Cosworth’s laterpremises were more salubrious;thebusinessendofaLotus49;DFVpowered to JackieStewart better valuefrom Ford’s pointofview, talents. Themilestonedeallookseven convincingofDuckworth’sno further ‘Ford’ onthevalvecover, andneeded Formula 2engineinreturn forhaving Cosworth’s verysuccessful997ccSCA had already backedthe development of worked forChapmanatLotus,whileHayes had Duckworth foundation of Cosworth, as, prehistory between the parties the Engineering. Again, there was relevant ofCosworth builder –KeithDuckworth along withChapman’s choiceofengine The sponsorshipwasdulyagreed, even today! £100,000; ie nomore than £1.27million low, asChapmanhadrequested amere the cost–nothowhighitwas,but whose onlymajorconcernseemedtobe to themainFord board inDearborn, programme. Hayespresented theproject model the successful years thepair had cooperatedover motoring column,whileinmore recent when he’demployedChapmantopena of theSundayDispatchnewspaper, been friendsfrom Hayes’s daysasEditor WalterMotorsport, Hayes.Thetwohad and smoking HeadofUKPublicAffairs to DennyHulme,-.1968 wins thatyear, leavingthechampionship team ofachievingmore thanthree further combination, but unreliability robbed the Lotus 49andDFVenginewere awinning it’d survivedjustlongenough!Clearlythe had beenseparatedbyonegoodone,so themissingteethinhisengine fortunately showed ithadsuffered asimilarfate– race stripdownofClark’s powerunit on thecamshafttiminggears.Apost- the raceuntilside-linedbybroken teeth fromstarted polepositionandinitiallyled Clark’s teammate,GrahamHill,had had been, it was not without its problems. Stunning thoughtheDFV’s Dutchdebut Duckworth’s DFVcake. arrangement thatwouldbetheicingon angle, four-valve-per-cylindercombustion as adevelopmenttoolforthenarrow- conquering unitinitsownright,served fromengine, and apart becoming an all- cylinder blockoftheCrossflow Cortina the smallerpowerplantwasbasedon Known as the FVA (Four Valve Type A), the agreed 3-litre V8unitforFormula1. 1967 Formula2regulations, aswell line 1.6-litre four-cylinderonetomeetthe not onebuttwoengines–ieanewin- when youconsideritactuallyinvolved www.motoringclassics.co.uk www.bmh-ltd.com

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11 was a different story, and with further Stewart (3), (2), , , Al development behind both car and engine Graham Hill (1), (1), Unser, , and and victory in the opening round in South (1), Mario Andretti (1), Africa, it looked like bringing Clark his Alan Jones (1), (1) and 2. third World Championship. But by the (1) (2.5-litre Cosworth DFW) next meeting, the F1 fraternity was in mourning, following its stellar driver’s Constructors’ Championships: Race wins: 7 – Jim Clark, Jochen death in a Formula 2 race at Hockenheim. 10, courtesy of five teams – Lotus Rindt, However, Lotus managed to brave the sad (5), Williams (2), Matra (1), Tyrrell (1) Championship wins: 1 – Jim Clark, situation and score four further victories, and McLaren (1). The total points Lotus 49T, 1968 thereby annexing the Constructors’ and scored were 3,433. The closest rival

Drivers’ (Hill) titles. was with 1,051 over the 3. International sports car events same period (DFV and DFL) The success also provided the now more reliable DFV with its first series victory. The Best season: 1973, with victory in Race wins: 8 – including Le Mans in big change for 1968 had been, much to all 15 races 1975 (/Derek Bell, Gulf Colin Chapman’s chagrin, Ford’s decision GR8) and 1980 (/Jean- to make its star engine available to other Most DFV-powered cars per race: Pierre Jaussaud, Rondeau M379B) teams as well as Lotus. This changed 26 – 1974 Belgian Grand Prix the face of Formula One in a trice, for 4. British Hill Climb Championship

12 suddenly even the category’s minnows Span of victories: DFV engines could guarantee supplies of a competitive won Grand Prix races every season Championship wins: 11 (1977- engine for a fixed outlay. It was the making from 1967 to 1983 2000 inc.), courtesy of Alister of teams like ’s Matra and Douglas-Osborn, Martyn Griffiths, Roy then Tyrrell-branded outfits, whose driver And that’s far from the end of the story Lane, Andy Priaulx and David Grace. achieved no less than 25 for, though Duckworth designed the DFV race and three championship victories in for Grand Prix racing, he managed to It has been said that the best way to DFV-powered machinery. Taking this and cleverly re-engineer it for use in other achieve a £1million in motorsport is to all its other Grand Prix achievements into formulae, where it often proved equally start with £2million, so rapidly does it account, the engine’s domination is unique devastating for the opposition, for gnaw its way through whatever budget and unlikely to be repeated in the history example: is available. However, Ford’s £100,000 of the formula: investment in the DFV was surely the best 1. IndyCar (turbocharged ever made in the history of international Race wins: 155 Cosworth DFX and DFS) motorsport. We certainly can’t think of a (58 percent of those entered) Race wins: 152 better one – can you?

Drivers’ Championships: Championships: 12, courtesy of 12, courtesy of nine drivers – Jackie seven drivers – , AJ Foyt, Top, L to R: Ford’s spectacular Super- van 2 was DFV-powered; L to R, Mike Costin, Keith Duckworth and with the 400th DFV engine; Ford’s beautiful but flawed F3L was another DFV-powered racer. Left, clockwise L to R: Bell and Ickx relied on DFV power to win Le Mans in 1975; was another race category to benefit from the DFV; Jim Clark taking the new Cosworth-powered Lotus 49 to its maiden victory (Photos - Ford and other sources)

www.motoringclassics.co.uk www.bmh-ltd.com DAVID ‘KEITH’ DUCKWORTH OBE (1933-2005)

Few would question that Keith Duckworth was the most outstanding engine designer of his generation. As if fathering the Ford Cosworth DFV engine wasn’t testament enough, he was primarily responsible for a string of other victorious car units as well as valued technological contributions to aviation, motorcycling and powerboating.

A proud Lancastrian and son of a Formula 3 and Formula 2 categories. textile engineer, Duckworth hailed Then came the incomparable DFV. from Blackburn, though was educated Add in the myriad successes with at Giggleswick School, Yorkshire and other branches of motorsport and Imperial College London. Impressed by road vehicles, and it’s self-evident how his son’s evident design and construction Cosworth became the most successful skills, Duckworth senior equipped the independent engine manufacturer in youngster with an array of machine history. The accolades flowed aplenty

tools, with which he soon became – Queen’s Awards for the company, an 13 highly proficient. With a leaning towards OBE for Duckworth etc, but the demands • ‘It is better to be uninformed than ill-informed’ aviation, he spent his national service took their toll, and following open heart in the RAF and was 70 hours towards surgery in 1987 he relinquished the role • ‘Development is only necessary obtaining his wings when brutally of company chairman to Costin. to rectify the ignorance of designers’ downgraded to navigator training for falling asleep at the controls of a flight Duckworth’s engineering achievements • ‘Young fools go on to become back from Germany. It later transpired are unforgettable. So too are the old fools’ the drowsiness was an allergic reaction Duckworthisms he coined, eg: to the Elastoplast he’d been wearing for a sprained ankle. He later became an avid and accomplished helicopter pilot.

His introduction to the car industry was a holiday placement in the gearbox shop of Colin Chapman’s emergent Lotus organisation (whose staff included future F1 champion Graham Hill), and on returning after graduation he was tasked with curing the problems of the Lotus 12’s transmission – aka ‘the Queerbox’. He determined what was required, but Chapman refused to invest the related funds. Eight months into the job Duckworth reputedly said to him: “I’m not prepared to waste my life developing something that will never work,” and handed in his notice.

While at Lotus, Duckworth had become acquainted with Mike Costin and they now combined their considerable talents and surnames to form Cosworth – ‘to make a living messing around with Above: a pair of genius brains at work – double World Drivers’ Champion Jim Clark and Keith racing engines’. Their powerplants Duckworth (Photo- LAT). Top: Henry Ford II presenting Keith Duckworth with a miniature drawing rapidly dominated the Formula Junior, board in recognition of the DFV engine’s extraordinary success (Photo – Ford)

www.motoringclassics.co.uk www.bmh-ltd.com OF DONINGTON HALL

is alive and well

14 The general perception of Britain’s once all-conquering industry is that after years of under-funding, mismanagement and industrial disputes it passed quietly away in the 1970s, handing the market to the Japanese on a large, highly-polished silver salver. There’s much truth in the tale but, happily, a new twist as well. 14

www.motoringclassics.co.ukwww.motoringclassics.co.uk www.bmh-ltd.com www.bmh-ltd.com Facing page: the new Com- mando 961 Café Racer. Above, clockwise from left: James Lansdowne Norton; 1907 TT winner Rem Fowler; an F3 Coop- er with short- Norton Manx engine; the immortal Norton ‘featherbed’ frame; , is alive and well 350 Norton, en route to victory in the 1961 Junior TT (Photos – Norton; MPL, National Motor Museum; and other sources) 15

The advent is too complex to fully Norton’s hand-built are the design was treated to a makeover recount here, but suffice to say that a aimed further up the motorcycling scale by James Norton and his daughter Ethel, number of the most iconic two-wheeled and retail from £15,495 to upwards of who jointly evolved the ‘curly N’ portrayal

names from the UK’s glorious past £28,000. still in use today – Ethel is also credited 15 have subsequently risen phoenix-like with serving as a sometime test rider for from their automotive ashes, of which A glorious past her father’s products. The future looked the best known and most prolific are The first British motorcycle manufacturer bright, but James Norton had suffered Triumph and Norton. The resurgence of was the now largely forgotten marque of from an incurable heart condition since the former has been well publicised - the Excelsior, which began production as youth, which now forced an extended rights to the name were purchased by early as 1896, but Norton was not far period of convalescence on him, and by successful residential house builder John behind and, having supplied parts and 1913 his control of the company had Bloor in 1983, and his Hinckley-based fittings to existing members of the two- weakened and it slid into liquidation. company last year grew to manufacture wheeled trade from 1898, Birmingham- Happily a white knight appeared in the no less than 63,000 machines, 86 born James Lansdowne Norton launched form of its major creditor, Bob Shelley percent of which were exported. Profits his Clement-powered Energette in 1902. of toolmakers RT Shelley Ltd. A period were a cool £23m. Business was initially slow, but notably of steady improvement ensued and, improved when in 1907 Rem Fowler won though James Norton died in 1925 The welcome re-incarnation of the Norton the twin-cylinder class of the first ever (aged just 56), it was not before seeing brand has so far been a lower key affair, Isle of Man TT, riding his own - his firm’s OHV-engined Model 18 annex but no less exciting. The rights were powered Norton. By 1908 the company the preceding year’s Senior and Sidecar acquired by former gamekeeper turned was offering machines propelled by TT events. firework entrepreneur Stuart Garner in engines of its own design – the Big 4 2008, since when he has established a (633cc) and 3½ (490cc). Norton’s By the mid ‘30s, Norton was state-of-the-art manufacturing operation reputation was now growing fast and manufacturing over 4,000 road bikes at Donington Hall. The first product by 1909 its motorcycles were even per annum. Its burgeoning competition emerged in 2010 and nowadays the available from luxury department store successes included 10 senior TT wins 120-strong staff produce around 1,000 Harrods. between 1918 and 1938, and 78 motorcycles a year, resulting in an victories from 92 Grands Prix between annual turnover of c.£20million. Unlike For the first 12 years, the company 1930 and 1937. Its contribution to the Triumph, most of whose machines are logo comprised the Norton name as war effort was also prolific, and at a firmly targeted at the mass market and a simple, art nouveau arrangement of claimed 100,000 units accounted for 25 sell from between £7,800 and £14,100, capital letters, and it was in 1914 that percent of all the British motorcycles Continued overleaf>

www.motoringclassics.co.ukwww.motoringclassics.co.uk www.bmh-ltd.com www.bmh-ltd.com involved. Most were solo militarised produce them at the required speed Engineering (a manufacturer of frames examples of the dependable 16H, but and customers became decreasingly for Norton motorcycles), needed sidecar versions of the Big 4 model also inclined to buy the company’s older authorisation to apply the Norton logo

16 played a role, complete with powered designs. That and the cost of Norton’s to a rotary racer bound for the National sidecar wheel. demanding racing programme, were Motorcycle Museum. It transpired that largely responsible for another bout of by then the name belonged to American A Norton contested every Isle of man financial woes, and in 1953 the firm sold investment banker Ollie Curme. The TT from 1907 through into the ‘70s - out to AMC (Associated Motorcycles) – request was granted and, more an unrivalled feat. The resulting Manx the concern that’d already swallowed pertinently led to Garner being offered moniker was first applied to a racing up Matchless, AJS, Francis-Barnett the chance to purchase all aspects Norton in 1936, but it’s the later and James. However, by 1966 AMC of the brand only a few months later. bikes that combined the McCandless had itself become insolvent and was Within days he’d acquired the intellectual brothers’ immortal ‘featherbed’ frame reformed as Norton-Villiers under the property and rights to the model names and Norton’s famed ‘double-knocker’ control of Manganese Bronze Holdings. for one of the oldest and most respected (DOHC) engine that are most widely A year later came the landmark Norton motorcycle manufacturers in history. revered, and still raced successfully by Commando, complete with revolutionary The deal also involved four shipping privateers 64 years after the original (Isolastic) rubber bushes that cushioned crates of bikes and parts, and within a works department was disbanded. The the rider from the vibrations inherent in year Garner’s newly-assembled team Manx engine also enjoyed success in car twin-cylinder engines. It remains an iconic had redesigned the Dreer Commando racing, having become the unit of choice motorcycle, over 500,000 of which and tooled up for production of a much for the motorcycle-engined Formula 3 were produced over 10 years, by when improved version. single-seaters of the ‘50s, to the point the entire British motorcycle industry where – horror of horrors – a shortage was all but on its knees, and the rights Milestone moments for the of off-the-shelf engines caused the four- to the famous Norton name had become wheeled fraternity to purchase existing company to date include: splintered. The most notable products bikes for their power units alone. As from this era of confusion were the 1. The 173mph World Record for a intended, Norton’s success on the track rotary-engined road and racing machines rotary-powered motorcycle over a resulted in the increasing sale of road manufactured in the UK, followed by the timed mile set by Stuart Garner on bikes. It also inspired the café racers to updated Commandos created by Kenny the Bonneville salt flats in 2009 create ever more exciting hybrids and, Dreer of Oregon, USA. And it is the latter astride a Norton NRV588 for many, the ultimate examples were that served as the foundation for the ‘Tritons’ – Triumph twin-cylinder engines reincarnated Norton of today. 2. The SG5 racer’s 7th place in the powering Norton featherbed frames. 2016 Superbike TT – Norton’s highest finish on the island in a As things transpired, the featherbed New beginnings The aforementioned Stuart Garner is a quarter of a century, while its fastest frame was something of a double- lap of 140.87mph is the best ever edged sword. Reynolds was unable to multi-faceted businessman and in 2007, in his role as a partner of Spondon achieved there by a British motorcycle www.motoringclassics.co.uk www.bmh-ltd.com Facing page, clockwise L to R: 1972 750cc Commando; 1952 500cc Manx; 1942 16H; Triton. (Photos – Norton; MPL, National Motor Museum; and other sources). Above left: new Commando 961 California. Above right: Stuart Garner’s record-breaking run at Bonneville. Right: an appetising sea of contemporary Nortons. Far Right: a Commando 961 crank- case. Bottom right: the stun- ning-looking V4RR (Photos – Norton)

sq ft facility conveniently set in the Reviving memories of past successes, grounds of the Hall, which itself is just the aptly named Commando and

a stone’s throw from the Donington race Dominator are a clever blend of classic 17 circuit. There is also a training wing design and cutting-edge technology, that processes up to 90 apprentices while the futuristic-looking 1200cc, at a time as, with Government support, liquid-cooled V4RR demonstrates Garner is actively helping to overcome the company’s determination to Britain’s chronic shortage of skilled simultaneously reshape today’s The company’s line-up for 2018 engineers. The company is equally superbike landscape - discover more at comprises the: Commando 961 Sport; passionate about exporting its products www.nortonmotorcycles.com. Taking Commando 961 Café Racer; Commando so, in addition to 10 outlets currently everything into account, this is a very 961 California; Dominator Production spread around the UK, it currently exciting period for the British motorcycle and Dominator Naked; and, coming boasts dealers/distributors in 21 other industry that was once thought to be very soon, the 200bhp V4RR that has countries, from Japan to Jordan and dead and permanently buried. been developed directly from the SG5 South Africa to South Korea, giving an TT racer, and for which options include export ratio of 80 percent. chrome race replica bodywork and BST carbon fibre wheels. All the bikes feature Ohlins suspension and Brembo brakes for optimum performance, but no less than 83 percent of the remaining parts are either manufactured on site or sourced within the UK.

These days, Garner’s home and the headquarters of the revived Norton company is Donington Hall, a gothic- styled pile last occupied by British Midland Airways. The Research & Development, CNC component manufacture, production, testing and despatch operations are all carried out in Hastings House, a modern 45,000

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British Motor Heritage MD John Yea previews his forthcoming racing season

This year sees another significant development in British Motor Heritage (BMH) motorsport activities, as we are building a third car to compete in historic racing events. Following the launch of our Mk1 Mini bodyshells, we are building a Cooper S. Being ready for the start of this season currently appears a trifle optimistic, however! 18

The bodyshell has been fitted with a build of the powertrain and final assembly includes races for pre-‘63 sports cars. superb roll cage courtesy of Endaf of the car is in the capable hands Owen of Owen Developments, who has of Ralph at Pitstop Ltd. The rolling chassis There is also the second running of also fabricated the fuel tank and rear will be on display at Historic Motorsport the Equipe 3 Hour Classic Relay, and subframe mounts. New subframes International, ExCeL, London, February I am proud to say that BMH will again have been created and judiciously 15-18, after which I look forward to be the main sponsor of this race, reinforcement through seam welding getting it on track. which takes place at Donington Park before being powder coated and on July 14/15. Whilst we have not assembled with new suspension I haven’t fully decided on the programme finalised plans for this event, we do components. As I write, the bodyshell of for this year, but the main focus will be have three eligible cars, so it would the mighty Mini has just returned from on the Mini and MGB, with the occasional seem rude not to enter them as a team! the paint shop, finished in the obligatory outing for our A40. The Mini will do some livery of Heritage blue and white roof. of the HRDC ‘A’ Series Challenge, and I also hope to enter some of the Classic All the engine parts have been ordered, Sports Car Club ‘Swinging Sixties’ along with virtually everything else events. The MGB will be employed for required for the build. Plus we have the Equipe GTS Series, plus HRDC a fantastic wiring loom designed and Allstars when either the Mini or A40 constructed by our university student are attending the same meetings. As Vlad Ardeleanu, before his return to last year, we are a sponsor of the Brookes University for the final year of Equipe Series, which continues to go his motorsport engineering degree. The from strength to strength, and this year

www.motoringclassics.co.uk www.bmh-ltd.com BORN to British Motor Heritage MD John Yea BRITONS HEAD THE LIST OF F1 CHAMPIONS So you want to be World Champion. The goodWIN news is you’ve got the basic previews his forthcoming racing season ingredients – talent, sponsorship, determination and a trophy cabinet with lots of spare space. The bad news is the F1 die’s already cast, and the 67 championships to date have been won by just 14 nationalities of driver. So, if you’re from Sweden, Japan, Belgium, Russia or Holland, you’ll need to break the mould, as those are just a few of the 181 countries yet to produce a winner. We review the salient facts.

Where have all the Italians gone? The Formula One World Drivers’ IN SECOND PLACE ARGENTINA AND FINLAND ALSO Championship was first run in 1950 The most successful individual driver HAVE IMPRESSIVE RECORDS and comprised Grands Prix in Britain, to date has been Michael Schumacher, The Argentinian total of five Monaco, Switzerland, Belgium, France with an amazing seven series to his championships was created by just one and Italy, plus the . The name. Add Sebastian Vettel’s four man - the aforementioned Juan Manuel Alfa Romeo team won all six European victories and Nico Rosberg’s solo one, Fangio, who Stirling Moss still believes rounds, with Italian Giuseppe Farina and Germany is currently the second was the greatest driver ever. The four pipping his Argentinian teammate Juan most triumphant F1 country with a series gained by Mika Häkkinen (2), Kimi total of 12 Drivers’ Championships. Manuel Fangio to that inaugural series Räikkönen and Keke Rosberg (1 each) 19 victory by just three points. The only is also pretty staggering, considering other Italian to take top honours so far is IN FIRST PLACE their country, Finland, is only the Alberto Ascari, who annexed the 1952 Maybe it’s the strength of Britain’s 115th most populous in the world. and 1953 championships. A surprising motorsport infrastructure or some magic statistic when you consider the Italian red ingredient in the water, but 10 UK drivers have between them amassed a record WHAT DOES 2018 HOLD? cars of Ferrari have carried nine different Few would bet against Lewis Hamilton 17 championships – Lewis Hamilton (4), drivers to a record 15 championships. matching Fangio’s tally of five world Jackie Stewart (3), Graham Hill and Jim titles, or young Max Verstappen Clark (2 each), and Mike Hawthorn, John IN THIRD PLACE breaking the existing mould and , James Hunt, , Third place in the overall national putting Holland on the winner’s board. Damon Hill and Jenson Button (1 apiece). standings with eight championships It will certainly be fun finding out. presently falls to Brazil, courtesy of the much-vaunted (3), Nelson Piquet (3) and Emerson Fittipaldi (2).

Right: Winners all, L to R – Giuseppe Farina, Juan Manuel Fangio and Alberto Ascari. Below: Michael Schumacher, the most successful F1 driver to date (Photos- MPL, National Motor Museum)

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