ATTEND ONE OF OUR

FREE OPEN www.motoringclassics.co.uk www.bmh-ltd.com SUMMER 2019 DAYS BABY DRIVERS HARRINGTON’S WE MAKE A MEMORABLE VISIT TO THE UNDER 17 RICH HERITAGE CAR CLUB RECALLING THE PRODUCTS OF SUSSEX’S FORMER COACH-BUILDER

merlinTHE STORY OF THE UNFORGETTABLE JAMESON SPECIALSmagic

TO FIND OUT MORE ABOUT EITHER OFFERING, OR BOOK AN OPEN DAY SEE WWW.UNDER17-CARCLUB.CO.UK Classic Character 3 Merlin Magic 4-8 Missing Moniker 9 Baby Drivers 10-12 BMH News 13 Harrington’s Rich Heritage 14-17 Classic Motorsport 18-19

Above: what might have been - the second of two Jensen P66 Interceptor Motoring Classics reproduction prototypes, the first of which was a convertible. The model was intended to fill the in whole or any part of any text, gap created by the demise of the Austin-Healey 3000, for which Jensen built the photograph or illustration without bodies. The convertible was scrapped but the coupe lives on (Photo courtesy of written permission of the publisher MPL, National Motor Museum) 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

2 or omissions. Our automotive world has become one Asked to list British coach-builders of the NB Motoring Classics is the printed of crazy extremes. We nowadays have past, most enthusiasts could probably and online publication of British Motor totally legal road cars that will attain readily recall such names as H J Mulliner, Heritage and its retail trading arm. c.270mph (eg the Bugatti Veyron Super Barker, Gurney Nutting and Thrupp & Sport and Hennessey Venom GT), yet Maberly. However, there are numerous Publisher: intended legislation will automatically others who’ve contributed to our British Motor Heritage Limited, prevent all our chosen chariots inching motoring memories, but about whom Range Road, Cotswold Business a mere soupcon above the country’s there have been less column inches, Park, Witney OX29 OYB, UK speed limits, even the maximum of and in this issue we review the many and which is 200mph below what Bugatti varied products of Thomas Harrington. Tel: +44 (0)1993 707200 man could otherwise opt to travel at. Our Missing Moniker on this occasion Email: [email protected] Customising cars to taste has also is Jensen, a company arguably as become a minefield, with MOT tests successful at building vehicles for other Editorial: becoming ever more finicky and some manufacturers (Austin-Healey, Sunbeam Gordon Bruce Associates insurers even requiring prior knowledge Tiger, Volvo P1800 etc) as for itself, and Email: [email protected] of a switch from summer to winter quite a technological trailblazer in its tyres. All of which must surely be heyday. For our Classic Character we Web: www.gordonbruce.com stifling the talents of Britain’s inveterate have opted for Billy Cotton. Immortalised special builders. What better time then, by his catch phrase ‘Wakey Wakey’, he Design and production: to celebrate the wacky but wonderful was one of the great band leaders of his Lead Designer: Emma Green 27-litre V12 creations of the late Paul day, whose many other hobbies included Flipside Group Jameson, as we do on pages 4-8. motorsport. Coincidentally he was also www.flipsidegroup.com the first owner of the 1957 Porsche Of course, much of the aforementioned 356A (‘UUL 442’) that Ian Scott Watson legislation is aimed at preventing drivers subsequently fielded for Jim Clark, Printing: killing themselves or others, but while setting him on a path to motor racing Hartgraph Ltd laws may curtail the excesses of bad superstardom. www.hartgraph.co.uk drivers, they won’t make the culprits more skilled – only training will achieve Happy reading! that. How great then that bodies like Follow us on: the Under 17 Car Club exist to set youngsters on the right path from the @MotoringClassic moment they slip behind the wheel. We paid a visit to one of their meetings Motoring Classics and were very impressed by what we Gordon Bruce witnessed. Editor Cover Photo: the astonishing six-wheeled Jameson Mk.2, dominated Rolls-Royce Merlin engine by its mid-mounted, 1760bhp supercharged www.motoringclassics.co.uk www.bmh-ltd.com L to R: Sallon’s wonderful cartoon of Billy Cotton the band leader and racing driver; here Cotton and ‘Wilkie’ Wilkinson celebrate a class win and 3rd place in the 1937 JCC International Trophy race at Brooklands (Photo courtesy of MPL, National Motor Museum)

Classic Character 3

BILLY COTTON (1899-1969) Racing driver, footballer, pilot, boxer – oh, and one of Britain’s greatest showbusiness personalities

The Cotton dynasty has bestrode the world of British light entertainment for a century. Its latest representative is popular radio and TV presenter Fearne, Billy’s great-niece. His own career began on the drums, while simultaneously holding down the job of London bus conductor. However, he was always a man in a hurry, and by 1924 was fronting his own dance orchestra, the London Savannah Band.

His first solo flight as a WWI pilot Field, who allowed Cotton to compete in notable success at Brooklands, where occurred on April 1, 1918, the day the his ex-Segrave . The bug bit, which he became one of only five MG drivers Royal Flying Corps morphed into the RAF. not only resulted in Billy later driving the to lap the circuit at over 120mph, and But, a self-confessed daredevil, he had ex-Malcolm Campbell Sunbeam Blue Bird in the British Grand Prix - he and ‘Wilkie’ come a cropper by the end of hostilities. at Southport, but owning it too. “Field said Wilkinson finished 7th in 1938, while he While landing a Bristol at RAF Yatesbury, he would sell me the car for £50 if I would was no less than 4th when sharing the he attempted to startle some cadets attempt to beat its former world record driving with David Hampshire in 1949. standing between the hangars, but ended of 150.766mph. Only a burke (sic) would up hitting another aircraft and a building, have said yes, and I did, even though Cotton’s showbusiness career blossomed, breaking both legs and an arm. Unbowed, there were only two speeds on that progressing from dance halls to a Sunday he promptly invested £90 of his demob beast – fast and stop!” On September 5, lunchtime radio show, and then a BBC TV gratuity on a Norton, which he then raced 1936, in treacherous conditions, Cotton one boasting an audience of 20 million. at McGilligan’s Strand in Ireland. recorded a brave 121.570mph. This beloved entertainer suffered a stroke in 1962 and passed away seven The elevation to four-wheeled motorsport It was in 1935 that he began his short years later while watching boxing at the occurred in 1925, when the band was but meaningful spell as a circuit racer, Empire Pool, Wembley. His entertaining attached to the Southport Palais. He was progressing from a Riley Nine to an autobiography is appropriately titled ‘I Did encouraged by local sand racing hero Jack MG K3 Magnette and ERA. He enjoyed It My Way’.

www.motoringclassics.co.uk www.bmh-ltd.com merlin GORDONmagic BRUCE RECOUNTS THE STORY OF THE UNFORGETTABLE JAMESON SPECIALS In seven memorable years of testing cars for Motor magazine I was lucky enough to drive pretty much everything from an invalid carriage to James Hunt’s F1 World championship-winning McLaren M23. But the maddest motor of them all was the 1760bhp Rolls-Royce Merlin-powered six-wheeled special of the late Paul Jameson. This is the story of that extraordinary machine, plus the two other 27-litre monsters for which he was responsible. Fasten your seat belts and prepare to be amazed!

a derelict Centurian tank. It was while by the idea of building a fresh mount JAMESON MK.1 testing the rolling chassis at Biggin around a supercharged Merlin engine The inveterate constructor set about Hill Airport that Jameson first met – ie something with over twice the building his first car in 1966, the focus transmission guru John Dodd. At this power! Dodd’s attempt to purchase the of which was a 27-litre V12 Meteor stage, the car was immaculate and its unfinished Mk.1 therefore met with little powerplant (ie the non-supercharged 4 maker had commenced the creation resistance, opening the door to one of c.700bhp relation of the immortal of a striking aluminium body to clothe the more bizarre chapters in UK motoring Merlin) he’d salvaged from the belly of it, yet was increasingly captivated history.

www.motoringclassics.co.uk www.bmh-ltd.com Far left: Paul Jameson and his younger brother Robert aboard the newly completed Jameson Mk.1 rolling chassis. Above L to R: The Jameson Mk.1 again - this time complete with the controversial body commissioned by John Dodd; the car as it looks today; Dodd and family on horseback outside the High Court of Justice. Below L to R: the Jameson Mk.2 complete with body; Robert Powell’s winning design on which the body was loosely based (Photo courtesy of LAT); the MK.2 and a model of Powell’s design at an Alexandra Palace car show (Photo courtesy of LAT)

An extrovert to his finger-tips, Dodd What of the car? The original body burnt exhaust gases exited through a pair of commissioned Fibreglass Repairs of to a crisp in Sweden, to be replaced ginormous horizontally-mounted funnels. Santa Pod fame to envelop the car in by one in the vein of a Reliant Scimitar When I first met the car in 1976 it was a gargantuan two-door coupe body akin GTE, also on steroids. Like its owner, the completely body-less but, while I was to a Ford Capri on steroids. The claims restored behemoth now enjoys a more only allowed to passenger in the Dodd being made for this monster were leisurely existence in the sun, but no machine (‘you wouldn’t be able to handle even more outlandish than its looks, doubt astounds and amazes a whole new the power’!), Jameson was only too and included: a top speed of 217mph, generation of public whenever it comes happy for me to strap a 7th (!) wheel on 0-180mph time of 6 seconds, and a lap out of hiding, so let’s drink a glass of the back of the 150 percent more potent of the Nürburgring just 2mph shy of the Sangria to that. six-wheeler, and floor it down the runway track record. All complete poppycock, at Blackbushe Airport. but great fun, and the public and much of 5 JAMESON MK.2 The experience defied description. We the media lapped up the factoids for all Jameson’s second creation was equally hit 60mph in 4.8 seconds and 100mph they were worth. Rolls-Royce, however, expertly engineered. True to his dream, in 10.4 – ie 2.7 seconds faster than the were incensed that the snooker table- Paul placed one of his precious ex- Lamborghini Countach of the time. At this length bonnet terminated in one of its Argonaut Merlins in the centre of a home- point the supercharger chimed in and the hallowed radiator grilles. A succession brewed chassis, such as to achieve a beast really started to motor – the effect of court proceedings ensued, during c.50/50 weight distribution. Its 1760bhp was equivalent to being hit up the back which the judge reputedly accused Dodd passed via a Jameson-designed transfer by a speeding double-decker bus – and at of behaving in ‘a cavalier fashion’. Up box to a pair of Rolls-Royce Hydramatic the 160mph mark was still accelerating until then he’d antagonised the bench transmissions, each of which was linked like an automotive Usain Bolt. The only by parking the offending car on the to its own Jaguar MK10 axle. Drive problem was that the end of the runway double yellow lines outside. Imagine their finally reached the road courtesy of a was approaching at a terrifying rate of reaction then, when he, his wife and two quartet of Wolfrace alloy wheels, shod knots, and I just had to hope the brakes children upped the ante by riding right up with tyres from a V12 E-Type Jaguar. The were up to scratch - if they hadn’t been, to the courtroom doors on horseback. considerable responsibility for keeping you wouldn’t be reading this article! What Suffice to say he was ultimately charged the Merlin cool, fell to two massive speed could we have attained, room with contempt and forced to commence Ford truck radiators and Kenlowe fans permitting? The car was geared for a new life in Spain. mounted vertically in the tail, while the

Continued overleaf>

www.motoringclassics.co.uk www.bmh-ltd.com Above, clockwise from top left: was this the first transformer?! - Paul Jameson demonstrates the intricate workings of the Mk.2’s extraordinary body; the Mk.2 blasting off the line at Brighton Speed Trials; Paul Jameson looks on as Gordon Bruce affixes the seventh (!) wheel to the Mk.2 prior toMotor magazine’s acceleration runs at Blackbushe. Below: the Mk.2 flat out at Blackbushe with Bruce at the helm, plus the unique cockpit

185mph at peak revs of 3,000 rpm, and creator once more had itchy fingers, and his own wedding – and had planned to I have little doubt it would have attained this stunning (if less than beautiful) car keep it indefinitely, but a feature on it in just that. was sold to the Autotron motor museum Motor Sport magazine set the story on a in Holland - more of which shortly. different course. Recalls Robert: “I was Following the test, we ran a competition sitting at home one day in 1993 when a 6 for Motor’s readers to pen a body for chap knocked at the door, explaining that the beast. The winner was Robert Powell JAMESON MK.3 The basis of Paul’s third masterpiece he’d come to purchase the car on behalf of the Royal College of Art, and Paul was the chassis of a long-wheelbase of American comedian/talk show host/ duly employed Fibreglass Repairs to 1933 Rolls-Royce Phantom II that had avid car enthusiast Jay Leno. Apparently construct an open-roofed approximation been advertised in Exchange & Mart for Leno had read the piece in Motor Sport of that design. The car was then road £500. Once restored, it was equipped and was determined to add the Jameson registered and appeared at a number with a front-mounted normally-aspirated to his collection. Initially nonplussed, I of shows and events. It also left Paul’s Merlin from a de Havilland Mosquito. The ultimately agreed suitable terms.” brother Robert with many memories: power of c.700bhp passed via a 2.5:1 “We were together one night when Paul ………..Leno takes up the story step-up box and heavy duty clutch to a decided we should pop down to Brighton four-speed Jaguar transmission. in the car. En route we were stopped by the police on the pretext of ensuring it Sadly, Paul Jameson succumbed to was taxed, but it was pretty obvious they cancer before this vehicle was completed, just wanted to look at the six-wheeler. a task that was then overseen by Robert Little would they have known that if you Jameson, while a bespoke body of floored the throttle at 140mph, all four wood and aluminium was crafted by rear wheels would light up – it really Angus, another member of the talented was that powerful!” Clearly there was Jameson clan. Robert used the car for scope for years of fun, but the monster’s several years – not least for transport at

www.motoringclassics.co.uk www.bmh-ltd.com Above, clockwise from top left: the basis of the Jameson Mk.3 - a Rolls-Royce Phantom II chassis; the Mk.3’s new body taking shape in Jay Leno’s garage; the first body as constructed by the Jameson brothers. Below: Jay Leno at speed in the Mk.3 as it is today

“It’s true, I bought it unseen. I was on the eight-cylinder engine it would probably an all all-English vehicle event, called road with my comedy show at the time sound like an octet of shot guns, but ‘Queen’s English’. Other times I drive it to and did the deal on a hotel phone. My being a 12 it’s is surprisingly acceptable. work just for fun.” thinking when purchasing old cars is if Jay Leno’s collection is housed in they’re all there and running, then that’s “The cooling wasn‘t ‘up to snuff’, so I had a guy build a special radiator core into premises of 140,000 sq ft, where the 90 percent of the problem solved. And Jameson Mk.3 has a Meteor-engined 7 so it was, though we’ve made a few the original shell, fitted a pair of electric water pumps and run the system on replica vintage and a trailer- changes over the years. For example, mounted supercharged Merlin for we rebuilt the top end of the engine Evans Waterless Coolant. The car never now overheats, not even in the thick of company, not to mention 185 other cars and replaced the 4-barrel Holley with and 163 motorcycles! six twin-choke Webers. There was no LA traffic. We’ve made some changes to precedent for running a Merlin on such the driveline too. The torque of the Merlin Webers, but I love those carburettors kept snapping the teeth off the Jaguar TAILPIECE... and wanted to see if it could work. And gearbox cogs. So, after the third box had While carrying out the research for this it does, though they’re a little tricky to been trashed, I switched to a six-speed article, we discovered that the Jameson tune - by the way, the pattern for the inlet Dodge truck unit that drives through Mk.2 six-wheeler, which had latterly been manifold was made on a 3D printer, as a Dana axle. The car still rides on wire part of the renowned Louwman Collection was that for the water pump check valve. wheels, but I had the spokes changed for in The Hague, was about to be auctioned. We installed a pair of 30 gallon fuel tanks ones twice the diameter. We retained the We duly informed Robert Jameson, who – one houses aviation fuel and the other original bonnet and wings, but created a wasted no time in purchasing it for is filled with premium unleaded. I start new period-correct body to go with them. posterity. So, it’s now back home in the and finish a journey on the former and The car is surprisingly easy to drive, and UK for the first time in 36 years and all do my general running on the latter. The the torque of the engine so vast you three Jameson cars live on around the exhaust is just open pipes. You’d imagine could easily pull away in 6th gear. I take world – facts I’m sure Paul Jameson it to be hellaciously loud, and if it was an it to shows and recently displayed it at would be truly delighted to know. Continued overleaf>

www.motoringclassics.co.uk www.bmh-ltd.com www.motoringclassics.co.uk www.bmh-ltd.com 8

DISTINGUISHED ENGINEERING BACKGROUND Paul Jameson’s father, Joseph, was a for turning marine propeller shafts. The talented engineer, whose multifaceted sister business of Jameson Aero Engines company, J L Jameson, manufactured constructed jigs for the likes of Rolls- all manner of items including: the 1933 Royce, and designed and made the Jameson Special - a purposeful-looking innovative flat-four engine fitted to the racer, powered by a supercharged two- early Cierva Skeeter helicopters. stroke engine of his own design, that competed at Brooklands in the hands It was in this high octane environment that of Dudley Froy, and was entered on a Paul Jameson grew up, and it was while couple of occasions for none-other than working for his father that he forged a Malcolm Campbell; a complete 500cc relationship with renowned privateer race F3 single-seater that also featured a team owner Rob Walker, for whom he Jameson two-stroke powerplant; various contributed to the restoration of prestige engine and transmission components customer cars, and even provided race for Campbell’s Blue Bird record-breaking team support for Graham Hill’s Brook cars and boats; and powerplants for Lord Bond Oxo F1 car. However, it was while Howe. By the time of WWII, the company learning to fly Tiger Moths at Redhill was 120-strong and, post hostilities, in c.1960 that he’d learnt of a BOAC largely concentrated on the manufacture Argonaut airliner that was being stripped of quality machine tools - everything from for spares, and purchased a couple of its small ones for grinding asbestos brake Rolls-Royce Merlin engines – an act that linings (no you wouldn’t do that today!) did much to define the rest of his life. to double-operator ones of c.60ft long

Lefthand column, the Jameson Mk.3 as it is today, in order from the top: the refashioned cockpit; the business end of things, including the fabulous exhaust manifold created by Robert Jameson; more automotive artwork - six twin-choke Webers atop of 27-litres of Rolls-Royce Merlin; the unique view through the V; the car’s Dana axle being readied for fitment; Jay Leno’s tribute to a friend’s father - a very personal reminder that, though the fabulous Merlin engine can be fun now, its original purpose was to help win WWII, which it did most effectively. Above, clockwise from top left: Joseph Jameson and Dudley Froy with the original Jameson Special at Brooklands, 1933; a Cierva Skeeter; www.motoringclassics.co.uk www.bmh-ltd.com one of many machine tools designed and built by J L Jameson Ltd MISSING MONIKER JENSEN

Above: one of the handsome Jensen-Fords. Below: a pristine CV8 MOTORS (Photos courtesy of MPL, National Motor Museum)

Mentioning the name Jensen to most commission of Hollywood legend Clark first production four-seaters to be clothed enthusiasts will most likely recall Gable to design and build a Ford-based in fibreglass bodies; the CV8; the all new the last of the Interceptors that was convertible. This quickly led to a run of similar Interceptor with steel body penned by the company’s flagship model from so-called Jensen-Fords and then the ‘White Touring of Milan; and the FF, which was the 1966 to 1976, but the company had Lady’, their first true production model that first production car to feature four-wheel enjoyed a fascinating and largely evolved into the handsome 3½-litre Ford V8- drive and anti-lock brakes. And, though not successful history long before that. powered S-Type. Never ones to rest on their universally loved, there were the Jensen- laurels, they were quick to spot the scope The seed was sown as far back as 1926, Healey and GT that actually accounted for of aluminium for vehicle construction, a 72.5 percent of all 19,002 Jensens made, when brothers Alan and Richard Jensen discovery that would put them at the forefront bought and stripped an unsuspecting of which the ill-fated S-V8 was the last. It’s of commercial vehicle manufacture for a 9 Austin Chummy saloon and replaced the not common knowledge that Jensen also while, with the JNSN lorries and revolutionary built or assembled countless bodies for proprietary body with an open Jen-Tugs – handy-sized articulated trucks one of their own eye-catching design. By other manufacturers including ones for: the offered with no less than 14 different types ‘Big’ Healeys, Austin A40 Sports, Sunbeam 1932 they were ensconced at W J Smith & of trailer. Sons of West Bromwich, where they created Tiger, some Volvo P1800 Coupes, and the Austin Gipsy. Jensen-monikered bodies for a raft of popular Jensen’s first post-war car was the imposing marques, including Wolseley, Morris, Singer PW of which 18 were made, but it was the may be long gone, but if and Standard. When William Smith passed inaugural Eric Neale-penned Interceptor of you hanker after an as-new Interceptor, away two years later they assumed control of 1950 that largely set the tone for all ensuing both Cropredy Bridge Cars and Jensen the company, renaming it Jensen Motors Ltd. models until the company’s effective demise International Automotive can oblige. Details Their kick-start to fame sprang from the in 1976. Next up were: the 541 series, the for the active owners’ club can be found at www.joc.org.uk.

www.motoringclassics.co.uk www.bmh-ltd.com BABY DRIVERS Motoring Classics made a memorable visit to the Under 17 Car Club

Let’s face it, kids don’t like being told what to do - who does? But, given half a chance, they will willingly ape what their parents get up to, especially if it’s fun and exciting. Driving cars is a perfect example, and many of our readers doubtless took to the wheel way before their 17th birthday. However, with an ever decreasing number of suitable off-road sites, it is much harder for today’s budding motorists to experience the pastime before they’re officially licensed to do so. The Under 17 Car Club (U17CC) created a solution to this problem no less than 43 years ago. So, if there’s a frustrated junior driver in your family, read on. 10 ALL PHOTOS COURTESY OF GORDON BRUCE ALL PHOTOS

www.motoringclassics.co.uk www.bmh-ltd.com Yes, cars can be huge fun, but they open days held up and down the country. Each member has a folder of progression can also be exceedingly dangerous Membership costs £295 per annum, in and requires an Associate – generally a and, according to statistics from the return for which the young drivers have parent or guardian – to provide a suitable road safety charity Brake, drivers aged access to no less than 34 meetings car, and act as their primary tutor. Both between 17 and 19 account for a mere a year, with general driving days members and Associates are regularly 1.5 percent of licence holders, but nine divided between: Bovington, Dorset; assessed by an instructor, all of whom percent of all fatal and serious crashes. Castle Combe, Wiltshire; Kempton are IAM or RoSPA qualified, or both. All By engaging with members of this group Park, Middlesex; Lyneham, Wiltshire; those involved in the running of the club 11 before they hit the roads, the U17CC not Malvern, Worcestershire; Moreton-in-Marsh, are volunteers, the current membership only helps them pursue an action-packed Gloucestershire; Saffron Walden, Essex; of which is around 225. Only the hobby, but instil an attitude of safe and Seighford, Stafford. For those Members drive most of the time, but driving that will remain with them for life. who’ve attained the necessary grade, when both Members and Associates And, guess what, it works! According there is then the option of instruction in are given exercises to perform, it’s to a survey of former club members, such additional skills as: night driving; rumoured the kids generally fare better while one in five youngsters will make first aid; skid pan control; rally driving; than their parents! an insurance claim for an accident within 4x4 off-road driving; motorway driving; their first 12 months behind the wheel, plus the opportunity to experience Pathfinders those that have successfully progressed vehicles as diverse as Caterham Sevens This is a concentrated 4½-5 day course through the club’s programme are some and articulated trucks. based on the same principles and caters three times safer, and nearly twice as for those aged 15 to 17. This year likely to pass the DVSA test first time. The grading system runs from 5 for seven such events are being divided a novice who’s mastered the basic between venues in Malvern, Driffield and 34 meetings a year operational skills to 1, which is higher Seighford, and held during half term and Membership for newcomers is open than the standard of the DVSA test. Then school holidays. The cost is from £170. to those aged 11 to 15 and, for those there’s Grade X, which is nearer the wanting to test the water before joining, level associated with IAM RoadSmart (to Continued overleaf> there are a number of free-of-charge whom the U17CC is affiliated) or RoSPA.

“It’s truck day. I’ve only been driving for five months and I’m about to get behind the wheel of a Parcel Force lorry. It’s great. I can now say I’m 15 years old and the second vehicle I’ve ever driven was a 7.5 ton truck.” Katie, Member “Miles driving at car club in year one = 2,100. Miles driving to and from the club = 5,950. Time NOT spent on a games console = 220hrs. Learning to drive safely - PRICELESS!” Mick, Associate

www.motoringclassics.co.uk www.bmh-ltd.com Magic Day took to the circuit was reluctant to get Every year, the club runs an ever-popular out of second gear.” Well, clearly much event at the Castle Combe race circuit has happened in the meantime, and after called ‘Magic Day’, to which friends five laps alongside him in a Ford Focus and contacts bring a range of exciting ST we can confirm he’s certainly lacking vehicles for the members to ride in and/ confidence no longer, and was happily or drive. Aside of being great fun for all, giving it the beans at times, but in a it is a successful fund-raising occasion totally controlled, safe manner. that has so far amassed over £60,000 for the Members’ charity of choice – the As he treated us to a guided tour of Teenage Cancer Trust. the different exercises he revealed: “As a Grade 1 I get to practice on my own The history now. It can be a little lonely at times, The club was created in 1976 by Our visit to Lyneham MOD Lyneham is an operational REME but great experience. I normally get children’s author Sandy Barrie, with site with 7.8 miles of well surfaced to around 25 meetings a year, have support from that irrepressible king roadway. For the hard working made loads of friends and have so far of British club racing, Barrie ‘Whizzo’ organisers, the day began with two driven at least 100 different vehicles Williams, who remained a patron until including: a Ferrari, , hours of cone laying in order to create passing to that big race grid in the sky different areas of experience, including: various Porsches, Jaguar F-Type, Range , Ford Mustang, single and double last year. Among the c.4,500 members 12 a normal two-way road; motorway; one- decker buses, and a whole variety of to date, was the late Richard Burns – the way system; roadworks; passing places; only Englishman to so far win the World and an area for practising reversing, trucks. I’m currently studying motorsport Rally Championship – who also became parallel parking and other standard engineering at Chippenham College, manoeuvres. Considering there were which I hope will lead to a career in a patron and remained so until his some 100 Members, 100 Associates Formula One, and also plan to do some premature death in 2005. and 20 instructors (ie 220 people) in racing myself, so my time with the club attendance, everything seemed to run fits perfectly with my future plans.” remarkably smoothly, and it was clear a In an age when the whole world seems good time was being had by all. To get a troubled and our young are constantly first-hand feel for what these youngsters criticised, it was an absolute pleasure to are learning, we passengered with Josh see kids and their parents having such a Stagg. Now 14, this impressive young great time, while producing drivers who man joined four years ago and is now are clearly going to be a lot safer than a bona fide Grade 1, but admits to a the majority on the roads today. What’s shaky start: “I was really keen and paid not to like?! For more information see the subscription myself with birthday www.under17-carclub.co.uk. and Christmas money, but when I first

www.motoringclassics.co.uk www.bmh-ltd.com FROM BMH MANAGING DIRECTOR JOHN YEA REVEALS ALL HERITAGE Our first quarter of 2019 has been really busy, with the manufacturing department working flat out to reduce the level of backorders, while the order intake has exceeded budget, prompting the hire of additional labour on a permanent basis.

DEAD – MG LIVE! 2019 Less positive is the MG Car Club’s news that their excellent annual MG Live! event in June has been cancelled to allow Silverstone to undertake a full resurfacing of the track. The short notice has precluded the Club from finding an alternative venue and will require many people, including us at British Motor Heritage, to revise their plans - eg we will now be increasing exposure for our wares at the MG Car Club Donington meeting on July 20/21. 13 PROMOTING THE BRAND We will also continue to promote our retail offering through the Motoring Classics website, while increasing our advertising presence in the established classic car press. To this end we hosted a photoshoot here at Witney on April 3, featuring two of our well-known classics, the white MGB roadster and green and white Cooper S. Professional models were hired and a huge range of images produced, which were pronounced ‘excellent’ by Art Director Emma Green, who, incidentally, also designs this magazine. We look forward to revealing the results in the near future.

UNFIT FOR PURPOSE Finally, I am forced to return to that two disastrous faults were discovered. thorny, but vital, subject of the quality Firstly, the internal threads on the rod of replacement parts available in the ends where they attach to the steering classic market. The recent build of our rack were completely incorrect. The only two Mk1 has highlighted that there way to have fitted them would have been are still parts being sold that are of very to cross the threads, clearly a completely poor quality and, in some instances, unacceptable action on a safety critical downright dangerous. The first example part of the steering. Secondly, the ball was the track rod ends initially fitted to ends were virtually immovable. The the race car to get it mobile for the 2018 huge frustration is that it doesn’t have London Classic Car Show. They did the to be this way, and the responsibility for job, as no attempt was initially made ensuring such parts are fit for purpose to establish the steering geometry of lies with those who import them. the car but, when it subsequently was, www.motoringclassics.co.uk www.bmh-ltd.com HARRINGTON’S rich HERITAGE Classic sports car fans will recall the Sunbeam Harrington Alpine, but many of you will probably have seen or ridden in cars or coaches built by Thomas Harrington Ltd without even realising it, such was the reach of this once prolific British coach-builder. 14

Above: the one and only genuine Harrington Tiger. Right: Harrington’s Rootes showroom in Worthing showing a pair of Sunbeam and an early Minx (Photo courtesy of David Burgess-Wise) www.motoringclassics.co.uk www.bmh-ltd.com HARRINGTON’S HERITAGE starred intheItalianJobmovieof1969 Cavalier model;thedorsalfinwasaHarringtontrademark;arguably themostfamousofallcompany’s coachproducts -theLegionnaire that exent ofthesubsequentsevenacre sitein the Old Shoreham Road, Hove. Above, LtoR:thefirstHarringtonpremises inKings Road,Brighton (Photo courtesy of David Burgess-Wise); anaerialshotshowingthefull an impressive deco façade, was art of farlarger premises, fronted by Road, Hove,onwhichtheconstruction acre brown-field plotintheOldShoreham decision wasmadetopurchase aseven as, having outgrown the Brighton site, the 1928 wasapivotalyearfortheconcern were allAustro Daimlercoaches. also clothedinHarringtoncoachwork,as Tourist Trophy raceatNewtownards were won thecovetedteamprizein1928 ride. ThetrioofAustro Daimlersthat patented flexible jointsforarattle-free fabric-covered woodenframefeaturing built intheWeymann style,iewithalight, a Harringtonbody havesported certainly Bugatti Type 40or44wouldalmost the day. ForexampleaBritishregistered for theprestige motorcar marques of renowned forcreating bespokebodies but bythemid-1920sbusinesswas drawn coachesandthencharabancs, Pavilion. Itsearliestproducts were horse- 1897, withinastone’s throw oftheRoyal eponymous companyinBrighton Thomas Harringtonfoundedhis the salientmodelnamesofWayfarer, Those steepedinsuchmatterswillrecall assuming coachproduction post-war. allowed ittohittheground runningwhen firm tonewskillsandmaterials,which trailers. Suchactivityintroduced the Lysanders andSpitfires andevenradar for construction ofMosquitos,parts inthe engineering, anditplayeditspart the workforce, madeitidealfor wartime specialities. This, andtheaptitudeof leatherwork, timber curing and other for its ownfoundryanddepartments was remarkably self-sufficient,boasting premises, thesecondHarringtonplant In commonwiththe former Brighton THE HEYDAY which wouldbecomeitsmainstay. business away from cars to the coaches task forthebrothers wastosteerthe and more oftheirownbodies,anearly motor manufacturers producing more by histwosons,Tom andErnest.With control ofthecompany was assumed Thomas Harrington passed away and commenced. Itwasalsotheyearthat Below, LtoR:themostpopularofHarrington’s manycoaches,the Clifford takingoverthemanagementof since before WWII,and Ernest’s son Rootes franchise, which ithadheld assuming responsibility forthefirm’s with Tom’stheir offspring, son Gordon Tom’s positionswere takenoverby the passage of time Ernest and With THE CARS which ithadasmany600employees. Harrington’scertainly heyday, during company trademark.Thelate ‘50s were a Harrington-builtvehicle,asitwas with adorsalfin,thenthatwasdefinitely if you’veeverseenacoachadorned in TheItalianJobmovieof1969.And, gold onboard –ietheonethatstarred edgewith$4millionofstolen Italian cliff last seendanglingperilouslyoveran in HarringtonLegionnaire body, thatwas the 1964Bedford VAL chassisclothed most famousofthemallwasarguably Cars duringthe‘50sandearly‘60s.The Southdown, Ribble,FlightsandCharlie’s hundreds ofexamplestooperatorslike Legionnaire, of which Harrington supplied Crusader, Cavalier, Grenadier and www.motoringclassics.co.uk www.bmh-ltd.com Continued overleaf>

15 Above, clockwise from left: Harrington bodies on a Mercedes-Benz, Bentley and Bugatti respectively

vehicle manufacture. It was therefore on Motor Show. This more radical design of an opening rear hatch, while those Clifford’s watch that the now increasingly was already on the drawing board when for 1963/1964 model years had roofs 16 sought-after Harrington Alpine and Peter Harper and Peter Procter famously reshaped to account for the different its derivatives came into being. The won the coveted ‘Index Of Thermal windscreen of the Series III and IV company’s relationship with Rootes and Efficiency’ award in that year’s Le Mans roadsters on which they were based. the fibreglass expertise gained from 24 Hour race, driving a uniquely modified Last, but certainly not least, was ‘DUU coach production made Harrington the Sunbeam Harrington Alpine (see sidebar 550C’, the one and only works-built Tiger. perfect partner, and allowed Rootes to for further detail). The newcomer was Its origins remain a little cloudy, but it offer a coupe version of its premier sports instantly recognisable by its radically would appear to have been constructed car, as MG and Jaguar already did for refashioned rear, from which the Alpine’s on a prototype or pre-production Tiger theirs. Under the watchful eye of Clifford, trademark fins had been chopped, while roadster chassis for a member of the the fastback roof was penned by Ron Le Mans rather than Alpine badges were Rootes family, or somebody at Thomas Humphries, the man who also designed affixed to the front flanks. Production Harrington. Still very much alive and well, the Harrington Cavalier, one of Britain’s ultimately ran to 250 examples, at least it is these days immaculate in its original most admired coaches. The styling of the half of which were exported to the United colour of Midnight Blue and resides in tail was not dissimilar to that of the Aston States. Regarded as an integral part of Canada. Martin DB2, and featured a fixed rear the Rootes range, the Le Mans could be window and shortened bootlid. Available found in the manufacturer’s dealerships With the experience of the Alpine project as an ‘official conversion’ through Rootes and came with an upgraded engine as to assist, Harrington carried out a similar dealers, the coupe was offered with three standard. conversion on the Triumph TR4. Not for stages of engine tune by Hartwell, plus a the manufacturer, but on behalf of L F number of interior upgrades. Production of the Alpine coupe continued Dove & Company, the Wimbledon-based alongside the Le Mans for a couple of Standard-Triumph distributor. The shape Coupe production had hit the 110 mark years, with that of the Le Mans ceasing in of the fibreglass roof complemented by the time the Harrington Le Mans 1963 and the Alpine in 1964. The 1962 the Michelotti-penned body well, and was unveiled at the 1961 Earls Court Alpine coupe heralded the introduction there was sufficient headroom for rear

Below, L to R: coach-building in full swing at the Hove works; Clifford Harrington aboard a Harrington-bodied Bugatti

www.motoringclassics.co.uk www.bmh-ltd.com THE LE MANS SUNBEAMS OF 1961, 1962 AND 1963

Above: a rare Harrington-built Triumph Dové GTR4A. Immediate right in descending order: ‘3000 RW’ at Le Mans in 1961; as rescued from a barn by Clive Harrington; racing at Goodwood following his restoration

seat passengers, though an unchanged ceased to be an element of the motor wheelbase meant they still needed to be industry for the first time in over 85 1961 – HARRINGTON ALPINE both lithe of limb and limited in the leg years. Prepared by Rootes’ competition department, ‘3000 RW’ remains instantly department. Around 55 of the so-called

recognisable by its unique aerodynamic, 17 Dové GTR4s were produced and, like the Many Harrington vehicles survive, and Harrington-designed and built nose, Alpines, are coveted in today’s market. the ‘Harrington Society’ has regularly complete with fared-in headlights. gathered to celebrate the coach-builder Originally finished in Wedgewood Blue, THE DEMISE and its products, with cherished examples it was resprayed in Seacrest Green It has often been reported that Harrington of the cars and coaches and members at the time of its conversion for the was bought out by the . In of the surviving family in attendance. 24 hour race. Following its Le Mans fact it was purchased by Robins & Day, Sadly, much of the company’s archive success it was pensioned off and its a Rootes dealer chain belonging to was destroyed when the works closed. street specification reinstated. Many years later it was unearthed from a barn certain members of the Rootes family. However, Clifford Harrington’s son Clive, in Cheshire by Clive Harrington, who Perhaps inevitably, the switch from who grew up with every expectation of restored it and returned it to the race Harrington family ownership changed one day being involved in the business, tracks. This historically important car the climate within the company, leading retains a strong interest in the company’s now resides in the USA and remains in to the resignation of Clifford Harrington history (as well as his own Sunbeam regular use. in October 1962. All production ceased Harrington Le Mans), and is currently in 1966 and the works, for so long working towards producing the definitive a Hove landmark, was taken over by book on the subject. If readers have British Telecom before being demolished any related information, he would in 1999. Robins & Day retained the be delighted to hear from them at Harrington name for the car dealership [email protected]. premises in Hove and Worthing until the 1980s, at which point the moniker

Below, L to R: a pristine example of the Harrington Le Mans’; a shot showing the badging on the front flank 1962/1963 – KAMM TAIL ALPINES It is less widely known that Harrington also undertook the extensive body modifications for the three Alpines – ‘9201 RW’, ‘9202 RW’ and ‘9203 RW’ – that were prepared for the 1962 and 1963 Le Mans 24 Hour races. This included extensive use of aluminium and the creation of unique Kamm tails; an instantly recognisable feature. ‘9202 RW’ finished 15th overall in the 1962 event in the experienced hands of the two Peters, Harper and Procter.

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British Motor Heritage MD John Yea reports from the cockpit

Friday March 1 saw us at Brands again ran faultlessly, this time with The Brands test day was cool but Hatch with the A40 on a rather Chris Ryan sharing the driving. The dry, and the Mini ran really well, damp, drab day. It ran perfectly, Mini had been run on the rolling road completing two half hour sessions but I’m unsure what we learned, as prior to the day and was seemingly without problem. The gearchange the wet surface caused wheelspin good to go. However, once on the that had felt baulky and stiff in the 18 in second, third and top out of circuit it refused to pull strongly in paddock was fine on the circuit, Clearways corner! Conditions were top, yet at one point accelerated and the car displayed no nasty slightly better at Paddock, so I could as I lifted off the throttle – all vices at all. I was left with a huge try a little harder there, but, all in all, very strange! In spite of our best sense of relief that it was so good it was a gentle start to the year. efforts, this problem persisted and out of the box and that, although 18 prevented me getting a proper feel I’d never driven a front-wheel drive By March 18 we were at Goodwood for the car at racing speeds. The competition car before, I now felt for the HRDC track day, where the decision was made to put it back on confident we wouldn’t be disgraced FIA Mini Cooper S made its long- the rolling road, and a further test on our first outing. Moreover, the awaited debut alongside our well- day was booked at Brands Hatch suspension was an interim set-up sorted A40. We were blessed with for Friday April 12, just before that would certainly be improved really good weather and the A40 its maiden race at Silverstone. by the changes we had in store.

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Sunday April 14 saw our season So to the races, and I was first 19 finally get underway, with us out in the Mini, just after lunch. contesting the VSCC weekend at On my way to the grid I realised Silverstone in the HRDC Allstars the last time I had attempted a with the Mini, and the HRDC Coy’s racing start with a Mini was nearly Trophy with the A40. First off was 50 years ago, on a public road! the Cooper S with a 15 minute However my getaway was good qualifying session. The weather and I immediately consumed the was clear and sunny and the row ahead, only to be caught track dry. The car immediately felt behind a slow starting Mini Marcos great, and I was soon running at a as we went through Copse. At respectable pace compared to my that point I went for third gear, perceived peer group, apart from only to find a box full of neutrals - the only other Mini in the race. It’s clutch failure had ended my race. true to say I didn’t really find the absolute limit anywhere, and there After his superb qualifying, it was were no wild or scary moments, only right that Chris started the but I was eager to see where I A40 in the race, a call that was had ended up. My best time was immediately validated by him 1 minute 18.7 seconds, set on rocketing around the outside of the 7th of the 11 laps I managed. Copse into 6th place, and behind This put me 20th on the grid, only the infinitely more powerful a second a lap slower, and five quintet of Pete Chambers’ very places behind the Crossley Mini. rapid Lotus Cortina, three Ford Mustangs, and an Alfa GTA. He Our intention for qualifying the A40 was also ahead of a Ford Falcon, was for me to do my obligatory and another Mustang, an amazing three qualifying laps, and then position that he held for three hand over to Chris to set a time. laps before the massive power This plan was nearly derailed difference prevailed. Unfortunately when, while slowing down for the the little Austin then suffered pit entry, I was clipped on the rear complete brake failure, ending corner by an errant Jaguar and a great drive. Whilst we came spun into the infield. Fortunately the away with nothing to show for the car was okay and Chris was able weekend, the potential of both to set some fast times, eventually cars fills me with optimism for getting down to 1 minute 13.0 the rest of the season. seconds - the fastest the A40 had ever been, making him the best qualifier in our class, and ahead of ALL IMAGES COURTESY OF all the Jaguars; an excellent result. STEVE GARTSIDE

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