www.motoringclassics.co.uk www.bmh-ltd.com WINTER 2016

WHITTLE’S ‘LITTLE TURBOJET GREY FERGIE’ THE INVENTION THAT THE THAT SHRANK THE WORLD REVOLUTIONISED FARMING

IT’S A MATTER

OF RECORDAUSTIN-HEALEY’S SUCCESS AT BONNEVILLE Dealer Spotlight 3 It’s A Matter Of Record 4-7 Classic Motorsport 8-9 New News From BMH 10 Classic Character 11 Whittle’s Turbojet 12-15 ‘Little Grey Fergie’ Is 16-17 70 Years Old Perfect Presents For 18-19 Petrolheads Above: ‘ Boy’ Glen Kidston enjoyed much success at the wheel of WO’s , but had a spectacular accident in ‘Old Number One’ during the Ards TT of 1929 (Photo: LAT)

Motoring Classics reproduction in whole or any part of any text, photograph or illustration without written permission of the publisher This issue’s cover story recalls the epic winning the 1930 Le Mans race with is strictly prohibited. The publish- PLAYMINI speed record campaign conducted Woolf Barnato. He was also a record- er makes every effort to ensure by and his team on the breaking aviator and WWII submarine the magazine’s contents are correct 3 2 Bonneville salt flats in 1953, 1954 and commander who repeatedly cheated 3 but can accept no responsibility The Japanese love traditional Brit- FIA cars for sale. Constructed with me- specification examples – just as they 1956, and the role of unassuming for- death on land, in the sky, and on and for any effects from errors ish products and the classic ticulous attention to detail and all the would have exited Longbridge or mer WWII RAF pilot Roy Jackson-Moore, under water for 32 years, until lady luck or omissions. comes high up their wish list, as knowledge accrued from Bill’s many Cowley in the day.” now 91 years young, who retains fond finally deserted him over mountains Nick Paddy established to his ad- years of competition, they cost around NB Motoring Classics is the printed memories of this golden period in the in . Surely few lives of any Other items that helped kick-start vantage back in the early ‘90s. £35,000 less engine – to which you and online publication of British Motor history of the Austin-Healey marque. length have been more action-packed? Playmini and are still available today are can add another £30,000 or so for a their Maximiser stainless steel exhaust Heritage and its retail trading arm. Issigonis’s baby was in his blood – dad winning powerplant from Swiftune. The systems and twin-carburettor kits – the We also celebrate two truly brilliant Brit- Still wondering what to buy your -ori- Graham worked for Downton Engineer- Publisher: company can also create replacement latter feature either 11/ of 11/ inch ish inventions: ented friend or loved one for Christmas? ing and was a founding member of 4 2 Limited, MKI Mini shells courtesy of a donor car SUs and come ready to bolt straight Well fear not, for help is at hand in the Moss Europe – and it was one he’d Range Road, Cotswold Business and whatever BMH panels are required. on. Amazingly, all the above and much 1. It is 75 years since Sir Frank Whittle’s form of the Motoring Classics website, restored to perfection that sparked Park, Witney OX29 OYB, UK The lead time is six to eight months more is handled by just three peo- jet engine first took to the skies. His via which you can quickly and easily pur- an invaluable relationship with Sanwa Tel: +44 (0)1993 707200 ple: Nick himself; Andy Gamble who’s genius shrank our planet and, had chase anything from a leather key fob to Trading; Japan’s largest Mini parts and the cost a cool £12,000-£13,000, Email: [email protected] been with the company 24 years; and officialdom given him half the support he a replacement MGB bodyshell, or model and accessory company. “They lacked but, as Nick points out: “Interest in the ‘new boy’ Neil Smallridge who’s been deserved, it would probably also have Morris 1000 to a top-quality MG watch a reliable supplier, so I sold my car early is growing fast and, while Editorial: shortened WWII and saved countless – the choice is almost endless at www. enthusiasts once wanted customised on board for a mere 20 years. For Gordon Bruce Associates and all other worldly possessions lives. For whatever reason, his inesti- motoringclassics.co.uk, as we reveal cars with fat arches over big wheels, more information on this fascinating Email: [email protected] to establish Playmini and meet their mable contribution to aviation is still yet on pages 18/19. the trend is now for standard company see www.playmini.co.uk. Web: www.gordonbruce.com demands. Twenty six years later we to be fully recognised – we make a tiny are still supplying them with parts for contribution to changing the tide Add MD John Yea’s final report on BMH’s Design and production: Classic Minis, BMW Minis and Land 2016 motorsport season, plus news of Rovers. We also export Lotus, Jaguar, Flipside Group 2. What Whittle was to flying, Harry a new five-speed gearbox conversion for www.flipsidegroup.com Caterham and items to Ferguson was to farming, and it’s 70 the MGB, and there is hopefully some- another major Japanese wholesaler. years since his innovative three-point thing for everybody to enjoy. All told, the land of the rising sun ac- linkage and hydraulic depth control were counts for no less than 80 percent of combined in the immortal ‘Little Grey Fer- A very happy Christmas to all our business and requires 2000 kilos Follow us on: gie’ tractor and revolutionised the world our readers! of air shipment every two weeks and @MotoringClassic of agriculture a 20ft sea container every three.” Motoring Classics Our Classic Character this time is Glen Motorsport is close to Nick’s heart Kidston. A man of many talents, he and has created another string to the is arguably best-known as one of the Playmini bow. Not only does he race an ‘Bentley Boys’ whose most memora- Gordon Bruce FIA Classic Mini with former Mini Miglia ble achievement with the marque was Editor champion Bill Sollis, but they also build AUSTIN-HEALEYS AT BONNEVILLE, 1956. COVER PHOTO: AUSTIN-HEALEYS AT ROY JACKSON-MOORE, DONALD HEALEY L TO R: CARROLL SHELBY, TRUST) HERITAGE (IMAGE COURTESY OF BRITISH MOTOR INDUSTRY

www.motoringclassics.co.uk www.bmh-ltd.com www.motoringclassics.co.uk www.bmh-ltd.com quick to spot the potential this market of- Jackson-Moore recalls: “I was working at Austin contributed to the budget and a IT’S A MATTER OF fered his company, and for 1951 joined the Austin headquarters on 57th Street plan was hatched. forces with the Nash-Kelvinator Corpora- when Donald arrived and said, ‘you must tion to produce the Nash-Healey espe- be Roy and you are going to drive me BONNEVILLE, SEPTEMBER 1953 cially for it – indeed, the Nash is cred- half way around America in my car’, and Renowned as the venue of herculean ited with being America’s first post-war that’s exactly what I did for the next few record achievements by the likes of Ab sports car; beating the Corvette by two weeks. We covered thousands of miles Jenkins and John Cobb, the Bonneville years. In the Healey 100/4 he saw a car and the new Healey was very well re- Salt Flats in Utah comprise a flat sea of of far broader appeal that could neatly ceived – not least at the New York and salt covering 3,000 square miles some fill the gap between the MG TD and Jag- Miami Motorshows.” 4,228ft above sea level. The area is only uar’s XK120, which by 1952 were earn- operable for a few weeks each year and ing plenty of dollars for their respective It was Captain George Eyston, a director all record attempts have to be run and UK manufacturers. of Castrol and three times holder of the verified by the American Automobile And not just one either, but the hundreds broken by Austin-Healeys world land speed record, who suggested Association. Even minor undulations in RECORD So in 1953 he had Cunard ship the first record breaking would be a potent way the surface can be dangerous, so it is at Bonneville in 1953, 1954 and 1956 – Motoring Classics four pre-production 100/4s to New York of further publicising the newcomer in levelled before every attempt, while the recalls this golden period of the marque with the help of Roy and set forth on a promotional tour. the USA, and Bonneville the best venue. altitude inflicts an automatic power drop Jackson-Moore, now 91 years young, who was involved throughout. Continued overleaf> 4 5

Above, L to R: Carroll Shelby, Bonneville 1956; Bonneville’s official timing stand; the 1954 100/4 Endurance Car in full cry; the 1956 team with the 100/6 Endurance Car (Photos: MPL, National Motor Museum; and others). Right: The 1954 Streamliner that went on to record 192.62mph (Photo: MPL, National Motor Museum)

Donald Healey’s eponymous company 100mph), and, subject to a suitably en- newcomer was immediately renamed the built a prototype two-seater sports car couraging response, Healey planned to Austin-Healey 100. for display at the 1952 London Motor- build production versions in-house at his show. It was based on Austin A90 At- factory in Warwick. As things transpired, T-Type MGs were the choice of many a lantic mechanicals and sported a sleek not only did the Ice Blue prototype more WWII RAF officer and some UK-based body designed by Gerry Coker and built than impress the public, but also so ex- American ones too, and it is the TC that by . It was dubbed the ‘Healey cited Austin’s Managing Director, Leon- is generally credited with kicking off the Hundred’ (a moniker chosen to reflect ard Lord, that he struck a deal to build post-war sports car craze on the other the car’s ability to reach the magic the car in volume at Longbridge. The side of the pond. Donald Healey was

www.motoringclassics.co.uk www.bmh-ltd.com www.motoringclassics.co.uk www.bmh-ltd.com 6 www.motoringclassics.co.uk www.bmh-ltd.com waste ground inWarwick! broken were engine parts evenburiedon secret for many years afterwards – the weather conditions’andthetruth kept ment oftheattemptwas‘deteriorating The official reason givenfortheabandon- and 11internationalrecords shattered. covered atanaverageof122.95mph not before 3,000kilometres hadbeen endurance attemptsprematurely, itwas while abroken con-rod terminatedthe sive 142.64mphovertheflyingmileand, The modifiedcarachievedanimpres- c.45 seconds. three hourseach,andthepitstopsto grease. Thedrivingstintswere limitedto were liberally-coatedwithalanolin-based of salt,theundersidesallthree cars drum. Inanattempttoavoidabuild-up drawn from aroof-mounted 50gallon service point,where EssoExtrafuelwas makeshift woodengarageservedasa a 10-milecircle and15-milestraight. A marked withoilslicksand comprised ie Cooper. Thecoursesemployedwere Morris-Goodall; anddriver/filmstarJack- drivers BillSpear, JohnBenettandMort him, Healey and Jackson-Moore; racing the drivingdutieswere splitbetween: Eyston mastermindedtheproject and 9.4:1 compression ratio. light-alloycylinderheadand four-port of the100Sunit,completewithWeslake - itsc.131bhpenginewasaforerunner and shippedtotheUSonQueenMary modified onespeciallyprepared intheUK and Internationalenduranceoneswitha American dealerforecourts, andNational with a pairof 100/4s taken straight off stock (iestandard) carspeedrecords tention wastobreak existingAmerican normally-aspirated engines.Healey’s in- of some6percent perthousand feeton deemed tootall tofitunderneathit! cockpit bubble, asthelankyTexan was achievedwithoutthePerspex portedly Shelby’s stintintheStreamliner wasre- 132.29mph for no less than 24 hours. tre, whiletheEnduranceCaraveraged aged 192.62mphovertheflying kilome- early problems, the Streamliner man- come. Following anengine rebuild after set, manyofwhichstoodforyearsto National andInternationalrecords were breaking expeditions,duringwhich83 the mostsuccessfuloftheirthree record- In theHealeyfamily’s opinion,thiswas twofold: The aims for the 1954 programme were BONNEVILLE, AUGUST 1954 showroom. vehicle, pickedatrandomfrom anLA achievement foracompletelystandard records alongtheway–anastonishing breaking over100timeanddistance one racked up 3,100 miles in 30 hours, with ascored cylinderbore, buttheother One of the two stock cars was side-lined c.183bhp atBonneville engine at sea level, which equated to 224bhp wassqueezed from the100/4 the benefitofaShorrock supercharger Armstrong windtunnel.With Whitworth ning amodeloftheStreamliner inthe Coker. Thetheorywastestedbyrun- cially designedforthetaskbyGerry more aerodynamic noseandtailspe- the wheelcentrelines andaddinga ated byseveringastandard bodyat streamlined 100/4 – this wascre- 2. engine, developingc.141bhp with a 100S production specification the car concerned was re-equipped records settheprevious year, forwhich 1. To improve ontheendurance Achieve 200mph, courtesy ofa Achieve 200mph,courtesy

immensely popular tothisday. moting Austin-Healey models that remain and theirundoubtedcontribution topro- testament totheirconsiderable success, cent years.Buttherecord books remain 1954 EnduranceCarhavebeen builtinre- – thoughtwohigh-qualityreplicas ofthe in theseepicrecord attemptsexiststoday salt flatsmeannoneofthecarsinvolved The highlycorrosive environment ofthe 201.10mph. ‘The 200mphClub’,withameanspeedof ley finallyachievedhisdream ofjoining tional records were set,andDonaldHea - the hassle,22newNationaland6Interna- durance Carfrom theget-go.Despiteall were problems withtheengineofEn- a loudexplosionandflames;there record attempt, to the accompaniment of liner’s firstrun,andagainduringthefinal sit; theblowerdrivefailedonStream- The cars sustained body damage in tran- This visitwasthetoughestforteam. c.220mph. sea level,givingapotentialtopspeedof was supercharged toproduce 292bhpat drag bodywork.Itssix-cylinderengine 200mph assault, featuring flatter, lower new Streamliner was prepared for the a loftycompression ratioof10.2:1.A by atrioof40DCOEWebers andhad at thetime–164bhpunitwasfed fied thanwasgenerallyacknowledged tail andanenginesomewhatmore modi- pared withtastefullyextendednoseand the former, anEnduranceCarwaspre- the elusive200mphbarrier. To achieve cise theirnew100/6andtofinallybreak again hadtwomajoraims–ietopubli- The Healeys’ final sojourntoBonneville BONNEVILLE, AUGUST 1956 practice within the Waldorf Astoria hotel, Astoriahotel, practice withintheWaldorf of hisfather, whooperatedadoctor’s post-war Britain,hesoughttheassistance Command. Distressed bytheausterityof RAF, where heflewHarvards for Training lege wasfollowedbyWWIIserviceinthe marque. AneducationatMarlborough Col- tin that sparked alife-longpassion for the and acquired his first car at 17; an Aus- ofhisfather’s eight courtesy chauffeur Born in1925,hefirsttookthewheelaged Shelby alongtheway. tomotive legendsasHealey, Eystonand modestly rubbingshoulderswithsuchau- tablishing the‘BigHealey’inAmerica, match theprofile, yetwascentraltoes- acters. RJMseemstoogentlemanlyto Racing driverstendtobeforceful char- The Beaconsfield Workshop (www.thebeaconsfieldworkshop.co.uk) for introducing ustoRoyJackson-Moore years withhislate wife Denise.OurthankstotheAustin-Healey Clubfortheirassistancewith thisfeature -www.austinhealeyclub.com Moore was luckynottobealongsideShelbywhenhecrashedtheirHealeyonthe 1954Carrera Panamericana;Jackson-Moore inmore recent Above, LtoR:RoyJackson-Moore withJackieCooper(andCooper’s wife)aboard Cooper’s Healeytheyshared atSebringin1955;Jackson- Streamliner (Photos:MPL,NationalMuseum;BritishMotorIndustryHeritageTrust; andothers) Donald HealeyandanAAAofficialpose withthe1954Streamliner; Jackson-Moore, Healey, CaptainEystonandShelbywiththe1956 Top, LtoR: The1956Streamliner underadramaticsky;oneofthe1953showroom modelsatspeed;RoyJackson-Moore, JohnBenett, ROY JACKSON-MOORE (RJM) Shelby forthe1954records, andHealey Healey, Eyston, Morris-Goodall andCarroll did agoodjobthough,andteamedwith to spinandwreck thewholeattempt.”He rose anditwouldhavebeenalltooeasy ambient pressure dropped the waterlevel concentration, especiallyatnight-asthe demanded full “Driving onthesaltcertainly breaking team. inclusion inthe1953Bonnevillerecord- and mydriving-hencesubsequent Donaldlikedme mitted, butfortunately nototherwisecom- only oneof20staff ley around theUS.SaidRJM:“Iwas was volunteered DonaldHea- tochauffeur joined Austin’s ‘BigApple’officewhenhe at Kaiser-FrazerandRootes,hehadjust New York. FollowingStatesidePRroles er ofthegreatest carsofalltime. sports AC Cars,soindirectly helpedspawnanoth- and claimstohaveintroduced Shelbyto fond memoriesofhisracingcolleagues, He retains UK andjoiningAstonMartin. RJM movedtoACbefore returning tothe When AustinshutdownitsUSoperation, passenger seatIwouldnothavesurvived.” put himselfinhospital.HadIbeenthe did, asCarroll hadamassiveaccidentand fly aheadondaytwo,andit’sI justaswell other’s driving.Iwastherefore allowedto together onthefirst daybut hatedeach Panamericana with Shelby. “We competed in Healeys,includingthe1954Carrera Moore wentontodosome39USraces and Shelbyforthe1956ones.Jackson- www.motoringclassics.co.uk www.bmh-ltd.com

- and - and

37 Photo - Martin Watters Motoring Classics in

British Motor Heritage MD John Yea’s final report on the 2016 season

There was a massive gap between Once settled in, I was having a fine Stop chicane. Seized by over enthu- the last reported race (Castle tussle with some other MGBs when siasm, the lefthand one pushed me Combe, July 16) and our next I was hit by an over enthusiastic into the other one – cue spinning event. This was the Spa Six Hours GT40 which, having been given MGB, green GT40 on the grass, and on September 17/18, where I was clear access to most of the track, one totally gobsmacked MG driver. a low loader. Our engineers quick- was able to edge ahead in some Photo - Jeff Bloxham sharing Barry ‘Sideways’-Smith’s apparently still required the bit I ly established the problem and of the twistier stuff, only to lose lefthand drive MGB with him and was on! This minor bump pushed The B came to rest on the grass, Barry was underway once more out to his superior power on the Chris Ryan. Our qualifying posi- me off line, losing me momentum pointing the right way, but stalled. though, having lost 30 minutes straights. I was less than a sec- tion of 80th from 107 was down and a couple of places. The rest Happily it re-started after a couple we’d dropped to 83rd position. ond behind in 9th place at the flag. to a great lap from Chris. I did the of my planned stint was uneventful of attempts and I drove gingerly He moved us forward again be- first stint – I obviously wasn’t pay- and, mainly due to attrition, we had into the pits. In no time the battered fore handing over to Chris at Lap The following Saturday we were ing attention when the selection progressed to 63rd overall by lap front wings were pulled clear of 52, who climbed us back to a re- at Castle Combe with the A40 for 8 occurred! The start of this annual 25. At this point I was ordered to the tyres and Barry assumed driv- spectable 65th overall at the flag. the HRDC Coy’s Trophy for Tour- 9 clash is undeniably impressive, but do two more circuits, and had just ing responsibilities. Unfortunately ing Cars 1958 to 1966. Condi- dangerous and crowded doesn’t be- exited Blanchimont (totally flat in the accident had dislodged the The following Saturday we were at tions were damp for qualifying gin to describe the mayhem that is an MGB, so in excess of 110mph) coil lead from the distributor and Thruxton with the A40 and MGB. I and I managed 16th overall in this unleashed. This is further enlivened when I was sandwiched by a pair he was soon stranded. However, really enjoy this circuit, but hadn’t very mixed field. The weather de- Photo - Jeff Bloxham when the quickest cars start lap- of GT40s, both intent on being first the car remained accessible and been there for quite some time, teriorated further for the race, and ping a mere four laps into the race. into the braking zone for the Bus was then returned on the back of so the opportunity for 15 minutes’ there was a long safety car period free practice was welcome, and to recover cars stranded in dan- proved invaluable for being imme- gerous positions. Unfortunately I Photo - Martin Watters diately up-to-speed in qualifying. was behind someone who thought As ever, the abrasive surface was this meant ‘slow right down’, and hard on tyres; particularly the A40’s then at the restart baulked me on whose new lefthand front one was the run to Quarry, costing me at worn out before the race. I quali- least five places. A very unhappy fied 8th overall in the HRDC Tour- driver finished 14th overall, al- ing Greats with the A40, and 9th though we did still win our class! overall in the Allstars with the MGB. The final races of the season were The Touring Greats race proved a on October 15 at Donington. In bit of a disappointment as I was the A40 we qualified 14th overall, in a strong 5th place when it was and after a good start I was badly red flagged. I then lost two places held up at the Old Hairpin and so through being a bit slow at the lost a number of places up the hill. restart and, despite a good pit- We had a poor pit stop too, so I stop, finished 7th overall. I made guess 14th overall wasn’t too bad. a good start in the Allstars to be It was a similar story in the Allstars in 8th, but backed off too much where we qualified 13th and fin- for yellow and oil flags at Church, ished 13th after being delayed by a the quickest corner, allowing Matt gaggle of A35s. What can you say Moore to pass me in his Austin- other than ‘here’s to next year’?! Healey Jamaican. We then had a terrific tussle until the flag, as I

www.motoringclassics.co.uk www.bmh-ltd.com www.motoringclassics.co.uk www.bmh-ltd.com FROM BMH Managing Director John Yea reveals all about driving an MGB with Vitesse Mazda Transmission Lt. Commander George Pearson Glen Kidston A perennial debate in the classic car world is whether to (1899-1931) keep a car original or embrace modern technology and make it more user friendly for current road conditions. The Motorcar, motorcycle and powerboat racer; pioneer answer is a matter of personal taste, but I am aviator; submariner; boxer; fly fisherman; skier; big game definitely of the view that updates which complement and shot – Kidston’s action-packed 32 years on earth reads enhance the characteristics of a car are an excellent way like a Boy’s Own Annual. His feline ability to survive of improving the overall driving and ownership experience. near-death experiences was legendary, but lady luck finally deserted him while flying over the Drakensberg Mountains, Our MGB, ‘PCH 12 F’, was restored for us have since had the pleasure of using the gearchange is smooth and effortless, and South Africa, in a Puss Moth, May 5, 1931. around a BMH replacement bodyshell in car in a wide variety of conditions, and progress enlivened by the general slick- Glen Kidston was considered perhaps the serving on HMS Orion during the Battle of Kidston’s exploits in the air were no less 2012 by MG Specialist Tim Kelly. The only must say it drives as if the new gearbox ness of the gearbox. The torque of the wealthiest of the famous ‘Bentley Boys’ – ie Jutland, and being second in command of hair-raising than on and under the ocean. 11 10 major powertrain enhancement was the was made for it - although this is perhaps ‘B’ Series engine means it is unnecessary even richer than Woolf Barnato, whose finan- the infamous HMS X1 (then the world’s larg- In 1929 he was the only survivor when an use of a Webcon fuel injection system for unsurprising as the MGB’s final drive ratio to optimise gear selection but, when you cial intervention saved Bentley Motors from est submarine) when faulty gauges caused eight-seater Lufthansa Junkers crashed in seamless progression from cold start to is the same as the Mazda MX5’s. want to press on, the change encourages extinction, and with whom Kidston famously it to become trapped on the ocean floor for dense fog en route from Croydon to Amster- general running. The car has subsequent- such use. Everyone who has driven the car won the 1930 Le Mans race in the immor- an alarming period during North Sea trials. dam. In April 1931 he averaged 131.9mph ly been used for quiet runs through the The conversion was very straight for- since the conversion comments on what a tal Speed Six Bentley, ‘Old Number One’. during a record-breaking flight from Wiltshire His inheritance was accrued in and around He commenced motorcycle racing soon af- to in a Lockheed Vega, saying: Cotswolds and trips to Goodwood, to cob- ward. Vitesse Global supply a compre- good match the new transmission is. the shipyards of the Clyde, though Kidston ter peace was declared and, as a naval com- “My object is to make our people wake up. web-busting blasts by yours truly. Drivers hensive kit of parts, no modifications We are so convinced we have granted himself was born 400 miles South in the mander, even managed to compete in Hong In the commercial sphere we are miles be- have ranged from diehard enthusiasts to are required to the bodyshell, and the Vitesse Global ‘Heritage Approval’ for leafy avenues of Brompton, London. From Kong by somehow shoe-horning a Sunbeam hind.” The site of this extraordinary man’s relative ‘classic novices’, and all have been transmission is a simple swap for the the conversion, which costs £2,490 in- Ludgrove School he attended the naval col- into the belly of his submarine. In 1925 he fatal crash the following month is marked by impressed by the smoothness of the drive. original. Fitting is therefore well within the cluding VAT but excluding fitting – see leges of Osborne and Dartmouth before purchased a new Bugatti Type 35 Grand Prix a brass dome visible to other aviators, and scope of any competent home mechanic. www.vitesse-ltd.com. The kit is also experiencing first-hand the horrors of the car and was the first ever to compete with his grave in Glasbury-on Wye carries the fit- Now we have replaced the original The driving experience is immediately available through British Motor Heritage. Great War. His extraordinary sea-going ca- the model at Brooklands. Aside of winning Le ting epitaph ‘Time and tide wait for no man’. reer included surviving the consecutive sink- Mans in 1930, he had finished a commenda- four-speed transmission with enhanced by the short throw gear lever Above: Kidston following his record flight to ings of cruisers HMS Aboukir, Hogue and ble second at La Sarthe and in the Irish Grand a Vitesse Global five-speed Mazda one. I and the total suitability of the ratios. The Cape Town. Below: Attacking Shelsley Walsh Cressy during the Battle of Heligoland Bight, Prix the year before. in style with his Bugatti

www.motoringclassics.co.uk www.bmh-ltd.com www.motoringclassics.co.uk www.bmh-ltd.com for five precious places, Whittle scraped in posed – ie instead of using a gas turbine Eric ‘Winkle’ Brown, a number of Ohain’s when the leading applicant failed his medi- to power a propeller that pulled aeroplanes compatriots were in no doubt. Certainly, the cal, and the working-class boy from Cov- along, it should be employed to create a jet Whittle document was globally available a entry who’d always dreamt of being a pilot of air that pushed them through the skies full five years before Ohain’s axial jet engine was on course for his wings at last. instead. Sketches and calculations were first ran, and seven before it first took to the hastily prepared and at the age of just 22 skies in the prototype Heinkel He 178. Nev- Displaying above average aptitude he went he found himself presenting to Dr A A Grif- ertheless, the Junkers Jumo 004 engine solo after just eight hours and it was dur- fith, a senior scientist at the Air Ministry. was not of the same quality as the Whittle- WHITTLE’SThe Invention ing this stint at Cranwell he penned the Perhaps through incompetence, profes- inspired units. After flying several aircraft thesis that was to underpin his eminent sional jealousy, or a combination of the equipped with it, Brown found they reacted engineering career. It was entitled ‘Future two, Griffith damned the project, killing any badly to sudden acceleration or decelera- That Shrank Developments in Aircraft Design’, and immediate chance of it receiving Ministry tion, during which they could even ‘flame explored the scope of rocket propulsion and backing. Despite the rejection, Whittle filed out’. He also learnt they were unreliable and The World gas turbine driven propellers. He reasoned a patent for his scheme in January 1930, had an operational life of just 25 hours. that the only way aircraft would fly ever fur- but as the Government had registered no TURBOJETIt could also have saved countless lives by dramatically shortening WWII, had it not been ther and faster was by going higher, where interest in it, it wasn’t placed on the secret As fast as Whittle’s engineering aspirations for ongoing military and government intransigence and incompetence. Even now, 75 years the air was less dense. And he understood list and by October 1932 details of his foundered, his flying career was quite liter- after Britain’s first jet-powered aircraft took to the skies, Sir Frank Whittle’s extraordinary this would require a completely new type ground-breaking invention had been pub- ally taking off. He had now progressed to contribution to planet earth has yet to be fully recognised. of engine as, even when supercharged, lished throughout the world – most notably the role of instructor at RAF Digby, where piston-powered planes were already in Germany, where it attracted far more he not only proved to be a very adept and

Below: Rod Lovesey’s splendid picture of Whittle testing his first engine 13 12

Right, Clockwise from top left: Whittle with the toy aeroplane that inspired his passion for aviation; the Cranwell Model Aircraft Society that ‘preserved him from complete misery’; a -built Whittle W2B jet engine; a Messerschmitt Me 262

Heroes don’t necessarily stand out from Military policy nevertheless forbade him a France. He later recalled: “The chief thing nearing their operational limits. attention than it had in the UK! popular teacher, but a sufficiently gifted pi- the crowd and Frank Whittle most certainly third attempt but, undeterred, he fooled the that preserved me from complete misery Following graduation from Cran- lot to represent No.2 Flying Training School didn’t – his modest height of just 5ft caused system by applying again from scratch, and was the Model Aircraft Society in which I well in 1928, Whittle had a spell at The German physicist Hans von Ohain in the ‘Crazy Flying’ event of the annual his RAF apprenticeship application to be re- got away with it! He did not enjoy the regime spent practically every spare minute.” His No.111 Squadron, Hornchurch, before at- would never admit his work was heavily in- RAF display at Hendon. Following a second fused, twice. However, he was not a man to though, and not only considered desertion model-making skills and natural brilliance at tending a Flying Instructors Course at Wit- fluenced by the sight of Whittle’s 1930 pat- crash in training, his flight Commander was accept defeat and by embarking on a pun- but, confident that he could fly an aircraft maths nevertheless marked him out as of- tering, and it was there he tumbled upon ent, but when interviewed at the end of the moved to say: “Why don’t you take all my ishing exercise regime added three inches without any training, even contemplated ficer material and he was recommended for the answer to the question his thesis had war by Britain’s most decorated test pilot, bloody aeroplanes, make a heap of them to both his length and chest measurements. stealing a Bristol Fighter and escaping to a cadetship. Though initially sixth in the hunt Continued overleaf> www.motoringclassics.co.uk www.bmh-ltd.com www.motoringclassics.co.uk www.bmh-ltd.com

WHITTLE’S The Invention L to R: The camouflaged Gloster Whittle E28/39 that made Britain’s first jet-powered flight; the That Shrank man himself in later years; the replica E28/39 that resides on a Lutterworth roundabout FURTHER The World TURBOJET WHITTLE WITTERINGS in the middle of the aerodrome and set funded – the company Power Jets Ltd was took to the skies in the capable hands of 2. If the Air Ministry had adopted the in- the world and made possible the 1.5 bil- Motoring Classics is very grateful to lead- fire to them – it’d be quicker!” However, duly formed in March 1936 in order to de- the aircraft manufacturer’s chief test pilot, P vention early on and maintained the pat- lion air passenger journeys that now take ing Whittle authority Geoff Smith for his 15 14 despite the spills his piloting talents were velop the turbojet system, with Whittle as E G ‘Gerry’ Sayer. Seventeen minutes later ent it is very unlikely the Germans would place every year. Three cheers to Air assistance with this article. He’s the Man- never in doubt, and after just one year at a director. He now had the dual pressures he landed wearing a broad grin and the cel- have made anything like the wartime pro- Commodore Sir Frank Whittle OM KBE ager of the Lutterworth Museum which Digby he was posted to the Marine Aircraft of bringing his dream to fruition as fast as ebrations began – Whittle’s invention had gress they achieved with jet propulsion CB FRS FRAeS on the 75th Anniversary houses key memorabilia re Whittle, Power Experimental Establishment at Felixstowe in possible while simultaneously ensuring he proved to be an unqualified success. of not only the first flight by a British jet- Jets, and early jet history. Exhibits in- order to carry out the exacting and danger- obtained a first class honours degree in Me- 3. Had the Ministry listened to him, the powered aeroplane, but the first ever by a clude: a cutaway of the Whittle W2/700 ous task of testing float planes – an assign- chanical Sciences. He achieved both, but at A more powerful version of the Whittle country would also have beaten the liquid-fuelled turbojet. engine; copy of the original engine patent; ment that ultimately included no less than considerable cost to his health. W.2 went on to power the , Americans to going supersonic cour- champagne bottle signed by Whittle’s engi- 71 catapult launches and a forced landing Britain’s first jet fighter, which entered tesy of a Whittle W.2/700-powered Miles neers following the first jet-engined flight. flotation test. Somehow he also managed to commission service in July 1944. Though it saw rela- M.52, both of which projects were can- See www.lutterworthmuseum.org. steam turbine experts British Thomson- tively limited action during WWII, it was re- celled after most of the development had Whittle was highly commended for his work Houston to build the world’s first jet engine sponsible for the demise of numerous V1 been completed at Felixstowe which brought to an end four for just £2,000, and on April 12, 1937 it flying bombs, which some pilots sent to years of general duties, at which point he ran for the first time. However, develop- their doom by flipping them over with the 4. The British aircraft industry rather than was posted to the Officers Engineering ment was continually hampered by lack of Meteor’s wings. By then the had Boeing would have been the first to utilise Course at RAF Henlow. Excellent service support and funding to the point where, on the more heavily armed Messerschmitt Me a turbofan engine – another Whittle initiative there, plus the inventive potential of which June 30 1939, Whittle was on the verge of 262 at its disposal which, though gener- the Ministry was now well aware, then led leaving Power Jets when it was visited by ally credited with 542 allied kills also had a 5. Had those involved in the pioneering to him being offered a place at Cambridge Dr Pye, a director of scientific research at negligible impact on the course of the war. project listened to his University. By now he had virtually given up the Air Ministry. On seeing the jet engine early concerns about the airliner’s square hope of progressing his invention when, run first-hand, Pye finally appreciated the The sad facts surrounding Whittle and windows, the resulting crashes could A complete section of the Midland out of the blue, he received a letter from potential that officialdom had previously re- his amazing invention include: have been avoided and it would have Air Museum is devoted to the Rolf Dudley Williams with whom he’d once mained blind to. Within two weeks Power been the Comet, not the Boeing 707, story of Whittle and the jet engine – shared a hut at Cranwell. Whittle later added Jets received a contract for a flight version 1. Had the powers that be taken interest that employed jet propulsion to open up www.midlandairmuseum.co.uk. One of to the top of the note: “This letter changed of the engine and the race was on to ap- in his thesis back in 1928, Britain would air travel to the masses the two original Gloster E29/39s lives in the the course of my life and triggered a revolu- point a manufacturer for the experimental almost certainly have entered WWII with Science Museum. Replicas exist at the Jet tion in aviation,” and so it did. Williams had aeroplane it would power. So it transpired jet-powered fighters, and therefore most We can’t turn the clock back, but we can Age Museum (www.jetagemuseum.org) always believed in Whittle’s scheme and that early on the misty evening of May 15, likely been able to shorten hostilities by learn to better celebrate the genius of and on roundabouts in Lutterworth and now saw an opportunity to get it privately 1941 the Gloster Whittle E28/39 secretly several years the man whose brilliant invention shrank Farnborough. The Whittle statue on the left can be found in city centre.

www.motoringclassics.co.uk www.bmh-ltd.com www.motoringclassics.co.uk www.bmh-ltd.com of three-point linkage and innovative hydrau- Ferguson had in fact been seeking a British the Z-120, in tractor guise it was regulated lic depth control first seen on the Ferguson manufacturer for his products since 1943 to run at between 400 and 2000rpm, but ‘Black Tractor’ prototype of 1933; a splen- and now achieved interest from the Stand- the same engine with higher rev limit proved did vehicle that’s these days preserved for ard Motor Company’s Sir John Black. During ideal for the Vanguard and, of course, the posterity in the Science Museum, London. the war, Standard’s Banner Lane facility in subsequent TR range of sports cars. The ensuing Type A production version was Coventry had been producing Bristol aero- initially built by David Brown & Sons Ltd and engines. The cessation of hostilities left In July 1953 merged his aimed at farms still using horses – Fergu- Black with 1million sq ft of empty manufac- businesses with Massey-Harris of Toronto. son was fond of claiming that ‘one third of turing space to fill, and he saw scope for the By the time the TE20 and TO20 (TO stood the land cultivated by horses was used for interchange of parts between and for Tractor Overseas) terminated in 1956, growing their fodder’! It was a landmark ma- his new car, the . The Coventry production had reached 517,651 chine, but by 1938 the partnership between major problems were funding the venture units which, when added to that of the Fer- Ferguson and Brown was at breaking point and overcoming the shortage of steel, but guson System tractors built in the US brings and a new agreement urgently required. an agreement was nevertheless signed on the total of ‘Little Grey Fergies’ to approxi

17 16

A handshake with Henry Ford solved the August 20, 1946. The tractor to be offered mately the magic million. Many are still in It is hard to think of any other vehicles that’ve been honoured with TV series, problem for a while, and the resulting Ford- was loosely based on the Ford-Ferguson de- regular use around the world, and both re- feature films, music albums, a live show and more than 15 books, oh, and completely Ferguson (or Ford 9N) went on sale across sign, but featured a myriad of detail chang- stored and unmolested examples are now changed the world they were born into. However, those are the accolades attributed the pond in 1939 for $585 to immediate ac- es, with Ferguson himself reputedly involved avidly sought by enthusiasts. Not only is claim. Though some 10,000 examples were over every one. Dubbed the TE20 (the TE the tractor that revolutionised farming irre- to the ‘Little Grey Fergie’, or Ferguson TE20 tractor to give it its correct name. eventually imported to Britain, Ferguson’s de- stood for Tractor England and 20 was the versibly engraved on the hearts of nations sire to have the model manufactured in the approximate horsepower) it was priced at across the globe, but the Ferguson System UK was never satisfied, and as power within £343 and launched in September 1946. that made it so successful is incorporated the Ford Empire passed to Henry Ford II, the Though only 316 examples were complet- in 85 percent of tractors made to this day. arrangement with Ferguson was terminated. ed by the end of the year, the future looked Adding insult to injury, Ford’s later replace- bright with some 3,500 employees rapidly ment, the 8N, featured what it called the appointed to staff the totally refitted plant. ‘Ford Hydraulic System’. But, as this was a blatant adaptation of the Ferguson one, Har- In the short term the TE20s were powered ry sued Ford for $251 million in damages, by American Continental Z-120 engines, but plus costs. The company eventually settled by June 1947 Standard had their own power The engineer/inventor behind it was tion of the first four-wheel drive Formula salesman, so he had plenty of first-hand out of court for $9.25 million. unit ready for production. Loosely based on County Down-born Harry Ferguson. A One car (the Ferguson P99 with which experience of the limitations – and dan- forthright man of myriad talents, he was Stirling Moss won the 1961 Oulton gers - of tractors and their attachments not only the first Irishman to take to the Park Gold Cup). And then there were as separate units, and in 1917 devised Above, L to R: Ferguson tests the new TE20 on his private estate; Ferguson and Henry air, but the first citizen of the United King- the tractors………… a plough that could be rigidly affixed to Ford with a Ford 9N; the famous ‘Black Tractor’. Left, L to R: The Ferguson monoplane; dom to build and fly his own aeroplane. the Ford Eros tractor, a conversion of the the Ferguson P99 F1 car; Ferguson with Sir John Black of the Standard Motor Company. As if they weren’t sufficient claims to The son of a farmer, Ferguson’s multi- Model T car. The related technology was Right: What it’s all about, the famous Ferguson three-point linkage . Our thanks to The fame, he was later involved in the crea- faceted CV included the role of tractor gradually developed into the combination Ferguson Club for their assistance with this article - www.fergusonclub.com

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