SPECIAL ISSUE DFV HITS 50

FORMULA 1’s UGLY FUTURE Halo will change F1 forever, but will it save lives?

PLUS ROEBUCK ON THE BEST F1 ENGINE EVER BUILT HOW THE DFV BECAME A LE MANS WINNER

SPECIAL ISSUE COSWORTH DFV HITS 50

FORMULA 1’s UGLY FUTURE Halo will change F1 forever, but will it save lives? COVER IMAGE Dean and Emma Wright/ PLUS

ROEBUCK ON THE BEST F1 EN GINE EVER BUILT JULY 27 2017 HOW THE DFV BECAME A LE MANS WINNER UK £3.90 .tv

COVER STORY 14 Is the halo right for Formula 1?

PIT+PADDOCK 4 Fi h Column: 6 Cosworth closing on F1 comeback 8 What Joest deal means for IMSA 11 preview 12 Dieter Rencken: political animal 13 Feedback: your letters

COSWORTH DFV AT 50 Halo grabs attention 20 Roebuck on what made it special 26 Tech: inside F1’s greatest engine 28 Stories of the DFV but engines are key 32 Stats: all the F1 winners 36 How it finally conquered Le Mans JUDGING BY OUR INBOX, THE NEWS THAT THE 40 The DFV in UK motorsport halo cockpit safety feature will be introduced to Formula 1 next is one of the least popular moves of recent years. FEATURE 44 Silverstone Classic preview There can be little argument about the halo’s appearance: it is ugly. But, as Ben Anderson and Edd Straw investigate in our cover feature RACE CENTRE (page 14), the FIA felt it had to act. The push for improved safety 46 DTM; Super GT; Formula Eurocup; can never end – arguments that ‘the drivers know the risks’ are IMSA; ELMS; NASCAR Cup no longer enough and haven’t been for a long time – but there is still some doubt that the halo is the right step forward. CLUB AUTOSPORT Those who say this is the end of F1 and will now switch oƒ are 61 Priaulx Jr gets his wins back 62 Rival series unite overreacting – we’ll get used to it. This is not the fi rst time F1 has given 64 Former winners head to FVee celebration us aesthetically challenged cars. But there are other options and we can 65 Humble Pye: the voice of club racing only hope they are developed and introduced sooner rather than later. 66 National reports: Cro ; Pembrey; Arguably more important for F1’s future have been the discussions Cadwell Park; over the next set of engine regulations (p6). The trick will be to keep 72 at 50 track test F1 relevant to the wider world, while at the same time making sure costs are controlled enough so that independent companies such FINISHING STRAIGHT as and Cosworth can make a business case to re-enter F1. 78 What’s on this week And have a chance to be competitive if they do. 80 From the archive: 1957 Italian GP Have-a-go hero: It’s a fi tting time to be talking of Cosworth’s return as we look back 82 at its iconic DFV. It’s 50 years since motorsport’s fi nest engine fi rst appeared and the many people who worked with it still hold it in high regard. One of the clear positives it brought was that it made reaching F1 possible for people such as and Frank FIND US ON Williams, something modern F1 has struggled with in recent years. Some might think that ‘history is bunk’, but it can always tell autosport.com you something. Ignore its teachings at your peril. twitter.com/autosport

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JULY 27 2017 3 FIFTH COLUMN/OPINION NIGEL ROEBUCK A step too far in pursuit of safety

IT WAS ANNOUNCED LAST WEEK THAT by fans, it was at least easier on the eye the Lausitzring will close as a at than the halo, so why could not a decision the end of this year, having been acquired have been postponed – as it was this year – by the vehicle inspection company DEKRA until further research had been conducted? as ‘a testing ground for automotive Instead, at a meeting last week of the F1 innovations’. Remembered chiefl y as the Strategy Group it was decided that the site of two dreadful accidents in 2001, one halo should be made mandatory in 2018. costing the life of , the Actually, when I say ‘F1 Strategy Group’, other causing disastrous injuries to Alex I mean sections of it. Although I’m told that Zanardi, the place will not be widely mourned. all but one of the F1 teams (said to dress in In future it is to be used as a simulation red) were against the halo, their views were area for self-driving vehicles, so its fate of no account, for they were outvoted by the is very much a metaphor for our times. FIA and the commercial rights holder, the Together with artifi cial intelligence F1 Group (Liberty Media). (already long prevalent in the political I was out of my o– ce when the statement world), driverless cars are coming our was issued, and heard the news when a friend way, and some even speak morosely of called me. “Well,” he said, “Formula 1’s been a time when Formula 1 might be like that. looking at ways of cutting costs – and it’s Well, why not? With drivers a thing of certainly found a way to cut mine. After this the past, it would be way cheaper – and year I’m not going to a race again, and I’ll be also completely, totally, absolutely, safe. cancelling my Sky Sports subscription – At Silverstone tested the don’t need that for MotoGP…” Shield – for now let’s keep the upper-case This is one who has attended at least going – but abandoned it after one lap, saying three grands prix a year for as long as I can it made him feel dizzy. While not in itself remember. The whispering hybrid engine something that would have been welcomed and domination by one team were bad

enough, he said, but the introduction of the halo was the fi nal straw: “’s right – this is not Formula 1.” If the Grand Prix Drivers’ Association, as a body, is in favour of the move, its members appear to be split. It didn’t surprise me, though, that – who knows rather more than most about the dangers of motor racing – wasted no time in making his feelings clear: more than once we have talked at length about it. “If we keep on inventing what are – for me – too many safety issues,” he said, “we’re slowly going to destroy the DNA of Formula 1. If you go too far with these things, it’s no wonder that fewer people are watching these days. “Because of improvements in the cars, including wheel-tethers, and because all these modern tracks have been designed The DNA of F1 risks so there is nothing you can hit because being destroyed, the runoŸ s are so wide, generally speaking reckons Lauda Formula 1 has never been as safe as it is today, so now the question for me is how

4 JULY 27 2017 Halo is another barrier between fans and drivers

far do we want to go? In the end the attraction of any sport – like Formula 1, “Of course safety matters, but so also like downhill skiing – is how far can we go on safety issues without losing the interest of the people? – to those who pay to watch – does “Given the speeds in Formula 1 of course there is still a danger involved, but I think the whole perception of Formula 1” – in a very respectful way – that its DNA should be maintained and this thing with haloes, started by the FIA, has gone too far. been greatly reduced. hate it. Of course safety matters, but so also “We need to keep a sense of proportion, “I stand by that,” said Niki. “The drivers – to those who pay to watch – does the whole and my worry is that we go over the top. know what risks they are taking – other perception of Formula 1. No-one ever put it The racing on its own is interesting, but people worry more about them than they do better than Ken Tyrrell: “Yes, we need to there is also the aspect of what these guys themselves! They have to decide, ‘Do I want pay attention to safety – but at the same time are really doing, in the end risking their to take the risk or not?’ But if someone says we have to be careful not to finish up with lives – and without that people are going he wants to make $40 million a year, with something no-one wants to watch anymore…” to lose interest. This halo… if you can’t see an easy car to drive, and no risk… I’m sorry, Some time ago, it was announced that the drivers’ helmets anymore, how do you but this is not reality. I understand why the unsightly T-wings are to be banned know who’s sitting in the bloody car! It’s some of them want this halo thing – but for 2018, and I was much heartened to ugly, and it’s another layer between the fans in the end it’s not only the drivers who learn – given that the look of the cars and their heroes, and we should leave it.” are involved with this sport.” has always been important to fans – that In a previous conversation Lauda had Lauda’s last point is unarguable, and if this had been decided entirely on aesthetic made the point that in his day Formula 1 the FIA and some drivers are in favour of the grounds. In light of what’s coming, I doubt had a gladiatorial aspect that had now halo, they should not be surprised if the fans that anyone will notice.

JULY 27 2017 5 FEEDBACK

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OPINION

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FORMULA 1 Cosworth closes on F1 comeback FIFTY YEARS AFTER THE DFV ENGINE followed the route in the first place. arrived in Formula 1, the prospect of its creator found that its options were limited Cosworth returning to the top level of the when it tried to part with Renault, and could not sport in 2021 is moving closer. conclude a deal with Mercedes, while McLaren Cosworth has been out of the sport since has also faced compromises as it explores a its last season with Marussia under the old V8 possible future without Honda. regulations in 2013. But, along with its long-time Ilmor boss stresses that competitor Ilmor, it has been an integral part of addressing costs is essential if an F1 project discussions about the post-2020 engine rules. is to make sense for independent suppliers. CONTROVERSY

The FIA and F1’s new owners are trying to “That would be a necessity for independents

l finalise a technical package that both regard to have a chance,” he told Autosport. “It’s not as the cornerstone of the future of grand prix only the initial costs, it’s also the development racing – and a twin-turbo V6 with KERS is costs. I think everyone will develop and make currently the most likely option. progress, but the rules should be written in such All parties have agreed that there must be a way that there is a relatively small gain that room for independent suppliers to compete you can make with a lot of development.” with the established manufacturers. To that Illien has made it clear that he cannot a“ord end the issues that are being addressed revolve to spend the next three years developing a around keeping a lid on costs, simplifying the new engine and rely solely on future payments technology, and ensuring that there is a level from customer teams in 2021 and beyond. As playing field – and that that the big players such he’s looking for potential partners who cannot simply buy performance. could fund development and perhaps badge DEBATE

The momentum for change is not just coming the engine, just as Ford underwrote the

l from a desire to help smaller teams or potential R&D costs of the DFV in 1967. new entrants to source an a“ordable engine Cosworth appears to be more open minded, supply. Significantly, major players such as and CEO Hal Reisiger has indicated that his Red Bull and McLaren have also made it company could commit to a new engine on the clear that there must be alternatives. basis of future supply agreements. But he has The bottom line is that big teams do not want not ruled out the idea of finding a partner. to play second fiddle to their engine suppliers’ One company that is actively studying such works squads, and risk not having access to a role is Red Bull sponsor . CEO the same performance parameters, which is Andy Palmer, who has also taken part in the FIA

NEWS why McLaren switched from Mercedes and discussions, is adamant that the numbers have PIT + PADDOCK + PIT

6 JULY 27 2017 FORMULA 1 Right: classic Cosworth F1 moments. Top to bottom: DFV was F1 Young talent staple; first turbo was 1.5- Ford V6 of 1986; 1994 title with 3.5-litre Ford Zetec-R; Ford CR-1 joins Kubica V10 carried Stewart to 1999 win; pole for Williams in Brazil 2010 with 2.4-litre V8 in F1 testing ’S RETURN TO THE COCKPIT of a current Formula 1 car for the first time in over six years with Renault will likely grab the headlines at next week’s test, but many of of the brightest young talents outside F1 will also get the opportunity to bask in the refracted limelight. Renault finally admitted on Monday that the Pole, whose F1 career ended as a result of his serious rally crash in in early 2011, will drive on the second day of the post- Hungarian Grand Prix runout, which takes place over Tuesday and Wednesday. It comes a‹er private tests at the wheel of 2012 machinery, as Renault aims to evaluate whether Kubica is ready for an F1 race return. “The upcoming session with the RS17 at the Hungaroring will allow us all to obtain detailed and precise data in a current car and representative conditions,” said team boss . “A‹er this test, we will carefully analyse the collected information to determine in what conditions it would be possible for Robert to return to competition in the upcoming years.” But the focus of many fans will be on the young talent nestling in the cockpits for other teams. Of those definitely in a holding pattern for potential future F1 stardom, Formula 2 dominator will get Cosworth closes on F1 comeback his second proper F1 test with and Super Formula exile could to make sense for a small-volume manufacturer. continue his work with Red Bull, while two “For a company that’s only just moved to of the most exciting Brits get their first tests making a profit, we don’t have the 350-400million in 2017 machinery: GP3 Series leader George a year that you have to spend on F1,” Palmer told Russell is out with Mercedes, while European Autosport. “If – and it really is the big if – there Formula 3 starlet helms a is a cap put on the of people or the McLaren, as part of his prize for winning last amount of money that you can spend on year’s McLaren Autosport BRDC Award. developing a new engine, and it’s at a reasonable From slightly le‹-field, DTM Mercedes star level, we have a good reason to study it. At the (below) gets an opportunity with moment there are lots of opinions, and it’s still Force – don’t forget the Austrian was morphing into whatever the final idea will be.” good enough on his day to beat Esteban Aston already has a relationship with Ocon and in F3. Others Cosworth and Red Bull through its Adrian from the junior ranks include Newey-designed Valkyrie road-car project. (Williams), Nobuharu Matsushita and Gustav Palmer admits that an F1 collaboration is Malja (Sauber), (Renault), possible, but he says that there are other options. Sean Gelael (Toro Rosso), Santino Ferrucci “We obviously have a good relationship (Haas) and (). with Cosworth, and if you’re trying to create MARCUS SIMMONS a relationship which says ‘Valkyrie, F1, by the way when you buy your £150,000 Aston there’s something in the bloodline’, then obviously it makes sense to try and bring it all together. “That doesn’t mean that we wouldn’t consider for example Ricardo [supplier of the Valkyrie gearbox], who were at the meeting, or Ilmor, who were at the meeting. We were all listening. We’ve talked about what might be with various parties, but we haven’t decided. Hopefully it will be clearer in September, and that will allow us to make a proper decision.” ADAM COOPER

P19 COSWORTH DFV CELEBRATION ZWEI

JULY 27 2017 7 FORMULA EENTRY QUITS DTM FOR SHOCK ASMERC DTM/ DTM/FORMULA 8 same car as it uses in same car asitusesin join theDTM withthe could bepersuaded to GT series.If, say, Lexus as usedinJapan’s Super two-litre turboformula, introduction ofthenew the season for possible has earmarked 2019as could bethat theDTM important role inthis. Mercedes playsavery the competition with marketing reasons, and are intheseriesfor DTM manufacturers and BMW to stay? enough to encourage extremely positive. his influence hasbeen helm, reports are that Berger hasbeenat the over aschairman.Since took during thewinter, when DTM promoter theITR from theboard of was part oftheexodus a three-year hiatus. its revival in2000a‰ er he played akey role in father oftheDTM’ as is renowned as‘the Hans WernerAufrecht, of works team HWA, – indeed,thefounder the series’ participants been themost loyal of unclear. Mercedes has whole future oftheDTM leavingevening, the the move onMonday manufacturer declared the motorsport industry. repercussions around likely have enormous joining Formula Ewill end of2018infavour of to leave theDTM at the MERCEDES’ DECISION PADDOCKANALYSIS+ AND PIT /NEWS One glimmer of hope One glimmerofhope But willthat be Aufrecht, ofcourse, The Stuttgart JULY2017 27

MARCUS SIMMONS to audience.” anew bring thistechnology o–ers aplatform to car world andFormula E happening intheroad that. Electrification is and Formula Edelivers combination ofF1 projects.new The to explore innovative premium segment and be thebenchmarkin other area, we want to motorsport like inevery Toto Wol– said:“In 2018-19 season. Venturi squadfor the withtheexistingtie-up that there could bea will runtheteam, and is understood that HWA the 2019-20campaign. It has beendelayed until slated for 2018-19but hadinitiallybeen entry company oftheITR. the FIAby asubsidiary organised onbehalfof European championship to theDTM, withthe inextricably linked present form isalso and drivers perteam. current car swaps!) cars for two (orfour withthe Formula Ecaters only market. A‰ er all, ever-diminishing for work withinan teams andsta– fighting of top-level drivers, leaves apotential glut the future ofLMP1,this serious doubts over and Ingolstadt? executives inMunich substitute to the acceptable Mercedes , would thisbean Mercedes sports boss Mercedes’ Formula E Formula 3inits Along withthe

DTM T Maz IMSA to helpMazda take onCadillac–andAcura Sports-prototype racing’s talisman team hasjoined IMSA SPORTSCAR Joes GARY WATKINS sportscar racing team” to theseries. he described as “a benchmark example ofatop-level prototype endurance Penske. IMSA boss Scott Atherton said hewas thrilled to welcome what of theconfirmation that Acura willbejoining theDPiranks in2018with previous successful US campaigns. a base intheAtlanta area inGeorgia, from where itmasterminded its 2018 line-uphasyet to bedetermined, however. , Tristan Nunez, Joel MillerandTom Long. The next monthwe expect to have thecar rolling.” Ralf Juttner. “We expect to start testing assoonAugust –inthe I expect areally closerelationship withMultimatic,” saidJoest boss that we have gathered inendurance racing into thisproject, andtherefore over fulldevelopment ofthedesign. “We want to bringalltheexperience partner intheMk30 project. TheCanadianorganisation hasnow taken in ’93 withaPorsche 962, which yieldedavictory at . It won theDaytona 24Hours in1991 andran aprogramme ofIMSA events stretches beyond its American LeMansSeries campaigns starting in2000. 2.0T powerplant –inthefirst seven IMSA rounds thisseason. designed around theRiley Mk30LMP2 andtheAER-built MazdaMZ- SpeedSource notched upthree third positionswiththecar –which is Mazda DPishave failed to match thedominantCadillacs inIMSA. has accomplished isnotlikely to ever bematched.” teams ofalltime,” saidDoonan. “What theentire Joest Racingorganisation our ’s top-level racing programme withoneofthebest sportscar before theendofAugust inpreparation foratwo-car 2018campaign. of thisyear’s series andJoest issetto begin testing withits RT24-P DPis The news that Mazdaisjoining forces withJoest comes hotontheheels The team willbeknown asTeam Mazda Joest and will bere-establishing Joest willbegin testing withthecurrent Mazdadriving roster of Joest willbeworking closely withMultimatic , Riley’s The Germanteam hasarichheritage inUS sportscar racing that The deal withJoest comes after aseason inwhich theSpeedSource-run “This is an important moment in Mazda motorsports history as we align immediate e‰ect. Mazdahaswithdrawn from theremainder programme intheIMSA SportsCar Championshipwith recruit Joest to runits international to endits long-running partnership withSpeedSource and motorsport boss, John Doonan, explain why ithasdecided opportunity” that refuse. Mazdacouldn’t winner Joest Racingwas “a once inalifetime he chance to work with15-time LeMans24Hours Those words from themanufacturer’s NorthAmerican da seizes t chance

Expensive Ogier could find himself OgierExpensive could find drive of out Makinen’s squadwould bethe only one in aYaris WRC. Undoubtedly, Tommi of lukewarm interest inputting Ogier ’s focusonTanak isanindication attention from Toyota to keep Tanak. Evans team. But hewillhave to fendo“ preference isforanOtt Tanak-Elfyn we want Sebastien withusnext season.” keep himwithus. Itgoes withoutsaying everything Ican foraslongIcan to this year. Wilson told Autosport: “I’ll do he signedonasingle-season deal for Wilson isdetermined to keep Ogier, who team to findasubstantial backer. as amanufacturer orfortheM-Sport he needsFord to return to theWRC WRC in2018, butforthat to happen preference to remain inaFord Fiesta fact that he’s fightingforhisfifthtitle. World Rally Championship, despite the himself outofadrive innext year’s SEBASTIEN OGIERCOULD FIND WORLD RALLY CHAMPIONSHIP with JuanPablo Montoya representing for Chevy , drivingHonda’s andOriolServia car runby SchmidtPeterson Motorsports. Photograph by IMS to race andallows for thelossofaero flicksfrom theexisting bespoke kits produced by enginesuppliers andHonda.Testing begins next week at Mid-Ohio, Chris Beatty, isanattempt to harkback to theclassic linesoftheearly- CART racers. Theincrease inunderbodydownforce from 47to 66%shouldmake thecars easier moved intheopposite direction withits universal new aero kitfor theDallara IR-12 (neeDW12), unveiled onMonday. refined Thekit, by andUKconcept designer INDYCAR WhileFormula 1heads offonits latest missionto make its cars asuglypossible,aesthetes amongmotorsport fandom can rejoice that theIndyCarSerieshas Should Ogierleave M-Sport, Wilson’s M-Sport team principal Malcolm The Frenchman hasalready stated his

DAVID EVANS at the RedBullRinginAustria. drove aRedBullRB7(right)for60miles car forthefirst timelast month. Ogier circuit ability when hetested aFormula 1 horizon andhefurtherdemonstrated his WRC, racing hasalways beenonOgier’s or October at theoutside. than later. ‘Sooner’ for himisSeptember and wanted thedeal donesoonerrather after ’s pullout. ago, when areturn was first rumoured sign Ogier–just asitwas 12months to puttogether thenecessary budget to but the French manufacturer is struggling move back to Citroen would make sense, season, saying have hedoesn’t room. A has ruledOgieroutofhisteam next Puuppola-based team ifOgierjoined. a potential shiftinemphasiswithinthe the Finnisreportedly concerned about able to meetOgier’s wage demand, but If hecan’t findasuitable deal inthe Ogier saidhewas talking to everybody Hyundai team principal MichelNandan

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IN THE HEADLINES F1 PREVIEW

ROWLAND GETS F1 RUN WITH RENAULT Formula 2 race winner Oliver Rowland will get his next Hungarian Grand Prix taste of F1 power at the Dutch Assen circuit next week. Rowland will test Renault’s 2012-spec Lotus on August 5 July 28-30 as part of a sidecar--car racing weekend.

FORMULA V8 3.5 STAYS WITH WEC… DRS DETECTION ZONE The World Series Formula V8 3.5 has extended its deal DRS ACTIVATION ZONES 5 to support the World Endurance Championship to 1 4 cover the 2018 season. Series promoter RPM, run by Sr, is working on an upgrade to the Dallara-Gibson . Its parent company Dentsu 6 Aegis Network has appointed Carlos Sainz Jr’s former 7 manager Borja Ortiz-Echague as its motorsport manager. 3 8 …AS RUSSIAN ACES MAKE ELMS DEBUTS 2 FV8 3.5 points leader Matevos Isaakyan and fellow series 9 frontrunner made their sportscar debuts in last weekend’s round at the 13 . The Russian duo piloted the SMP Racing 10 Dallara and led while o• -strategy, but technical issues put them out of contention and they took sixth place. 11 14 12 BOWMAN REPLACES EARNHARDT Two young guns of NASCAR have secured plum drives for 2018. will replace the retiring Jr at , a– er impressing as a stand-in during 2016. steps up to the HUNGARORING Racing squad in place of . LENGTH 2.722 miles NUMBER OF LAPS 70 2016 1m19.965s STONEMAN OUT, LOTTERER IN POLE LAP RECORD Sebastian Vettel 1m18.773s (2010) British motorsport nomad Dean Stoneman has stood RACE LAP RECORD 1m19.071s (2004) down from the McLaren line-up for the remainder of the Blancpain Endurance Cup a– er a string of disappointing results. Stoneman’s alongside and Andrew Watson for this weekend’s TYRE ALLOCATION will be taken by Pieter Schothorst. Meanwhile, LMP1 racer Andre Lotterer has been HARD MEDIUM SOFT SUPER-SOFT ULTRA-SOFT INTERMEDIATE WET given a late call-up for Spa, and will share a WRT Audi with Marcel Fassler and Dries Vanthoor, in place of .

MIKE TREW 1939-2017 Mike Trew, who headed the Autosport advertising - AVAILABLE AVAILABLE AVAILABLE - AVAILABLE AVAILABLE team from 1970-82 in a halcyon period, has died at the age of 78. Trew’s first contact with Autosport came when he tried to sell his Renault and , UK START TIMES PREVIOUS WINNERS then phoned to point out mistakes in the resulting ad. He soon joined the team and became a much-loved LIVE ON 2016 Mercedes member of sta• who will be missed by his ex-colleagues. FRIDAY 2015 Sebastian Vettel Ferrari FP1 0900 FP2 1300 2014 Red Bull BMW’S NEW WEC CONTENDER ON TRACK SATURDAY 2013 Lewis Hamilton Mercedes BMW’s new M8 GTE contender for the WEC hit the track FP3 1000 QUALIFYING 1300 2012 Lewis Hamilton McLaren at the Lausitzring last week for a three-day test. DTM ace SUNDAY 2011 McLaren and IMSA racer Martin Tomczyk handled RACE 1300 2010 Red Bull driving duties. It is scheduled to make its race debut in BBC RADIO 5 LIVE 1300 2009 Lewis Hamilton McLaren the Daytona 24 Hours next January. HIGHLIGHTS ON CHANNEL 4 2008 McLaren RACE SUNDAY 1715 2007 Lewis Hamilton McLaren

THEMES TO WATCH

FERRARI FIGHTBACK? RED BULL RISING KUBICA’S RETURN Destroyed by Mercedes at This is a circuit where the While not part of the weekend, Silverstone, Ferrari should find Renault engine disadvantage Robert Kubica will have his first the lower- Hungaroring won’t be so powerful, so Red run in an official F1 test since playing to its strengths. A defeat Bull will be looking to bother 2011 in the post-event test. here would be a disaster. Mercedes and Ferrari. Is the comeback really on? BMW

JULY 27 2017 11 PIT + PADDOCK/OPINION

Safety fast(er) The halo safety device has been pushed through the regulatory process in the face of tough opposition – for a compelling reason

By Dieter Rencken, Special Contributor @RacingLines

NEXT YEAR’S WILL BE THE the fi rst racing categories to adopt the HANS device, in 2001 fi rst race to feature the entire Formula 1 grid running the halo (though they’d been trumped by fi ve years earlier). cockpit ring now that the FIA has made the controversial Thus, for once, F1 did not take the lead in motorsport safety. safety system mandatory. It is happening in spite of many Originally scheduled for introduction in 2002, HANS was reservations, not least those expressed by the teams – of delayed a year after numerous F1 teams and drivers protested. which, we understand, nine out of the 10 said they were Sound familiar? , who blamed his 2003 opposed to the introduction of the device. Australian GP crash partially on discomfort caused by his Over three years in the making – and already delayed HANS, was one of its biggest critics; another was lanky by a year – the halo was developed by Mercedes in reaction Justin Wilson, who su‹ ered pinched nerves. to a sequence of deaths and injuries in single-seaters. Thus it Barrichello was granted a one-o‹ exemption from using is particularly ironic that the team’s non-executive chairman, HANS for the following race (Malaysia) and, intriguingly, Niki Lauda – himself the victim of a grisly accident during his team executives at the time were and Ross his driving career – is one of the most vocally opposed fi gures, Brawn, now FIA president and managing director of FOM, calling the device “the wrong one” and an “overreaction”. the sport’s commercial rights holder, respectively. Guess Much has been written about the respective pros and cons who voted in favour of halo? of the halo versus the canopy-style ‘shield’ that was (briefl y) Both drivers, though, subsequently assisted with further evaluated during the FIA’s quest for improved head protection. development of HANS, and it is now mandated for various Regardless of advantages, proven or assumed, the aesthetics series, including ‘roofed’ categories such as the World of both polarised opinions, though the shield seemingly Rally Championship and World Touring Cars. Indeed, it’s caused less o‹ ence among impossible to imagine drivers drivers, team personnel racing without HANS, just and fans than the halo. “Formula 1’s mantra as it is impossible to visualise On that basis alone, the drivers without full-face halo always was going to face helmets, yet 60 years ago massive opposition within appears to be that if it some still drove in leather and without the F1 paddock, caps, and for a while asbestos regardless of its advantages works, it’s beautiful” masks were de rigueur. over the shield. Strangely, Arguably the most despite one of its three ‘prongs’ being in the forward interesting aspect of the halo a‹ air is that the FIA played line of sight, there were no complaints on that score; the safety to force it through after the 100% team the objections seem to be founded on the look of the consensus (required to introduce rule changes for the halo rather than the actual view through it. following year after the April 1 cut-o‹ point) failed to However, given some of the teams’ penile front-nose designs materialise. Under such circumstances F1’s regulator is in recent times and rather gawky wings before that, one does permitted to override teams and the F1 Commission, truly wonder whether F1 engineers are at all qualifi ed to judge but only where bona-fi de safety issues are at stake. aesthetics in the fi rst place. Still, F1’s overriding mantra Given that this represents the sole instance of Todt’s appears to be that if it works, it’s beautiful; if not, it’s ugly. regime playing the safety card during his well-nigh eight Tests by the FIA show the “halo currently represents the best years as president, the saga illustrates just how seriously solution to the issue of frontal cockpit protection”, so there… the FIA views the question of cockpit/head protection. The debate recalls the saga surrounding another driver The fact is that the halo has been pushed through for 2018 safety device, the Head and Neck Support (HANS), introduced – further delays could have left the governing body open to at the 2003 Australian Grand Prix. HANS was brought in after legal challenges should a death occur through head injury a number of drivers su‹ ered fatal basal skull fractures; the while the halo remained in limbo. The Grand Prix Drivers’ deaths of at Imola and NASCAR legend Association supported the move, while admitting “the halo Dale Earnhardt at Daytona were among the highest-profi le. might not be the most aesthetically pleasing for everyone”. Another to su‹ er BSF death was Indy driver , And, as with HANS, helmets and fl ameproof garb, in a and thus it is little wonder that CART/Indycar (initially for decade F1 cars without halos will be unimaginable – unless, oval circuits, later for road courses) and NASCAR were among of course, said devices are replaced by something better.

12 JULY 27 2017 LETTERS/PIT + PADDOCK FEEDBACK Formula 1 plunges to a new low with halo

OK, everybody hates the hideously ugly Let teams and drivers decide halo, it’s sure to harm the image and Despite the obvious protection the halo popularity of Formula 1, and it’s going may oer to the driver, it’s a really, really into eect anyway. Great. I’d thought ugly solution to the problem. It just does the era of inane, impetuous rules-making not look right on a grand prix car. had ended when Liberty Media and Ross My suggestion would be to not Brawn came aboard, but apparently not. make it compulsory and let drivers I gather this madness is due to fear of and teams decide whether they want lawsuits if something isn’t done to follow to adopt it or not, at least until a better up on F1’s earlier statement-of-intent to concept can be designed. Please don’t look into protection from head injuries. make it mandatory. Here’s your out, FIA and FOM: let it John Marsh be known that the halo is inadequate By email because it does very little to protect against injury from small, flying objects Lauda’s verdict is spot-on Halo: vital aid to 2018 British GP. Fit that thing and and blocks driver vision in several I agree with Niki Lauda that the safety or monstrous I won’t be back in ’19, for the first angles, and something better is needed, inane introduction of the ugly halo carbuncle on the time in 35 years. Bin it, Mr Todt. something like a development of the under dodgy safety grounds will face of Formula 1? Clive Drake (infinitely more attractive) shield, be destructive for Formula 1. Langham, without the vision problems. I wonder what the FIA will do Declare it would be foolish to rush once there is an accident where the Here’s how to bolster WEC grid forward with an inadequately safe design, halo compromises safety, or, heaven If the FIA, World Endurance and instead require the 2018 F1 cars to forbid, aggravates any injuries. Championship and Le Mans want be built in a way that can incorporate Withdraw it on ‘safety grounds’? more manufacturers, the obvious step an improved-visibility shield as soon Guy Dormehl is to welcome the Daytona Prototype as one can be devised (which should Garden Route, International (DPi) teams. They could not take that long since all kinds have nine new cars from , Mazda, of closed racing cars already have Bin it, or F1 loses another fan , and (starting in 2018) Acura. windshields that work just fine). The nanny-state culture has finally This would give them two years to Then get some of the brilliant F1 tech caught up with F1 with the ghastly halo. figure out the new regulations. Problem guys to work on an improved shield and At a time when F1 is trying to reinvent solved; except that once the DPis are in, get it on the cars as soon as possible. Soon itself, this is the last thing it needs. The it will be hard to kick them out again. enough to ward o the hideous halo. look and feel of any product is critical Bruce Merchant Please. It’s – I’ll say it again – hideous. to its success, and the halo ruins F1 – Big Sur, California, USA Steve Bieler with no guarantee of safety. Trumansburg, NY, USA Already bought my tickets for the One rule for Lewis… As a flag marshal at Club corner, I made many spontaneous decisions during the British GP meeting in regard to drivers ‘hanging back’ to start fast laps. Despite my vigorous display of a waved blue flag, Lewis Hamilton suggests he was ‘given

HAVE YOUR SAY, GET IN TOUCHFacebook “f” Logo CMYK / .eps Facebook “f” Logo CMYK / .eps no warning’ and was ‘unaware’ a driver on a fast lap was approaching. Autosport editorial “Two types of decision,” suggests Autosport Media UK Ltd @ 1 Eton Street E-mail Twitter Facebook Romain Grosjean. I can’t help but agree. Richmond autosport@ twitter.com/ facebook.com/ Bob McEwan TW9 1EF autosport.com autosport autosport Rochford, Essex

JULY 27 2017 13 Is the haloright for Formula 1? Will the safety gains be enough to win over fans, drivers and teams?

By Ben Anderson and Edd Straw @BenAndersonAuto and @eddstrawF1 THE HALO IN F1/ COVER STORY

F1 teams tested the halo during 2016

ormula 1 cars will feature bespoke cockpit bodywork – but the halo’s benefi ts are otherwise dubious. protection in 2018 come what may, The FIA’s own earlier studies calculated a 17% improvement following the FIA’s decision to mandate the in defl ection of small objects, such as the errant lateral damper controversial halo concept to run on all spring from Rubens Barrichello’s Brawn that severely injured grand prix cars starting from next season. at the 2009 Hungarian Grand Prix, but what Cockpit protection in F1 has been about the potential problems created for driver visibility, not inevitable since early 2016, when the FIA to mention driver extraction from the cockpit, especially in began testing halo prototypes on F1 cars, the case of an overturned car? but adoption of the halo was deferred so The FIA has simulated ’s 2016 Australian GP testing of an alternative ‘shield’ idea – similar to Red Bull’s crash – where the Spaniard ended up inverted after a collision own ‘aeroscreen’ concept – could take place. with Esteban Gutierrez’s Haas – with halo attached to the FInitial track testing of that alternative was deemed a failure, McLaren. The pilot can extract himself unaided, but drivers after Sebastian Vettel reported feelings of sickness and were not impressed by the time this took. dizziness during one lap with it fi tted to his Ferrari in practice What if fl uids were spilling from the car, creating a fi re risk? for the recent at Silverstone. Development In this instance, the case for an overall safety improvement is work will continue, and it’s possible that an evolution of the not clear-cut. While advances in fuel-cell technology mean F1 shield concept could one day supercede the halo. has not su‹ ered from a fi re worsened by a breach since Gerhard Nine of the 10 teams apparently voted against adopting the Berger’s Tamburello shunt at Imola in 1989, there have since halo for 2018 at a meeting of F1’s strategy group in Geneva last been fi res caused by uncontained fuel escaping. week, but the FIA has pushed it through on safety grounds. The Whether or not it compromises visibility depends on who FIA issued a statement last Friday explaining why the halo has you ask. The consensus is that, while the halo is far from been adopted, citing the invisible, it doesn’t pose areas in which it has a massive problem, even performed well in testing. “This is a backwards step through a steep corner “Centring on three such as Eau Rouge. signifi cant risk types, “My biggest concern was car-to-car contact, for F1 when it has started visibility; visibility is not a car-to-environment problem,” said Carlos Sainz contact and external to reconnect with fans” Jr after trying a dummy objects, tests revealed that halo during free practice in the case of car-to-car incidents the halo was able to for last year’s . “Through Eau Rouge, you withstand 15 times the static load of the full mass of the car and don’t have to go like this [ducks] to see where the corner goes. was able to signifi cantly reduce the potential for injuries. “Obviously, when you leave the box you have this thing in the “In car-to-environment tests it was established that the halo middle, which disturbs you a bit, but at the end of the lap you was able to prevent helmet contact with a wall or a barrier in don’t even notice it’s there anymore. The eyes get used to it.” many cases, using a selection of previous incidents as a reference. And then there are the aesthetics. The halo is ugly, without “Finally, in the case of external objects the halo was found doubt. As Mercedes non-executive chairman Niki Lauda points to successfully defl ect large objects away from the cockpit out, this is a backwards step for F1 at a time when it has just environment and also demonstrated an increased net level started an attempt to reconnect with fans by employing faster of protection against small debris.” cars, with more aggressive aerodynamics and tyres, and So here we are. F1 will cars will feature extra head protection consequently better looks. next season, whether we like it or not. There is no doubt that “We tested the halo, the Red Bull aeroscreen and the shield the halo will prevent a repeat of the tragedy that befell Henry as a cockpit protection, but none convinced 100%,” Lauda told in an FIA F2 race at Hatch in 2009, where an German publication Auto Motor und Sport. “You have to make errant wheel struck the driver on the head and killed him. It the right decision in such a situation. The halo is the wrong one. would also likely have saved the life of IndyCar driver Justin “We are trying hard with faster cars and getting closer to Wilson – who was struck on the head in ’15 by fl ying car the spectators to attract new fans to the sport, but this now

JULY 27 2017 15 COVER STORY/THE HALO IN F1 is destroyed by an overreaction. “The FIA has made F1 as safe as it gets. The danger of fl ying wheels is largely eliminated, because the wheels are always more fi rmly attached. The risk to the drivers has become minimal. “There is a better solution than the halo, otherwise we would not have tried three ideas. It would have been more sensible to go in the direction that, if we fi nd something that does not destroy the looks of the car, it be introduced in 2019. “It’s as simple as that. The halo destroys the DNA of an F1 car. There is no reason to do something we will regret later.” The latest version of the halo has yet to appear, and it’s likely that a slightly more refi ned version of what we saw last year will arrive. But that will only slightly mitigate the unsightliness. Teams will also be able to paint the halo to match the car, as Williams did last year, which should also help to better integrate it within the overall look. While drivers have gradually become more cocooned within the cockpit over the years – look back 25 years and drivers’ shoulders still protruded – there has never been so dramatic a step as this one. In 1996, the raising of the cockpit sides did

“There has never been so dramatic a change to F1 cockpits as this” make a signifi cant di‡ erence on certain cars, although the need anything,” said Grosjean after Vettel sampled the shield The halo design may less drastic interpretation of the rules by Williams and at Silverstone. “I tried the halo last year, I hated it, it made yet change before Jordan mitigated this. me sick, so we haven’t yet found a good solution. its appearance on But you have to ask whether the adoption of the halo is “The drivers are very divided [on cockpit safety]. We’ve cars next season so dramatic a change that it would be logical simply to go actually stopped discussing it. We are up for better safety, but the whole hog and enclose the cockpit. The halo and shield it’s not up for us to come up with a solution, or say we want concepts maintain grand prix cars as nominally open, but to this or this – we don’t make the rules. I’m against every halo all intents and purposes they are attempting to gain the safety or shield or whatever – it’s not Formula 1.” benefi ts of being enclosed. On the fl ip side of that coin is that That said, drivers are not necessarily always the voices to tests of the fully enclosed cockpit did lead to concerns about listen to in circumstances such as these. History is littered how dramatic the defl ection of a fl ying wheel is, raising with examples of drivers being dubious about safety questions about crowd safety. improvements that have gone on to save lives. For example, It’s interesting there is disagreement about cockpit there was widespread criticism of the HANS device when it protection, even within the Grand Prix Drivers’ Association, was made mandatory in F1 in 2003, but today most drivers which represents driver interests in F1. The group’s wouldn’t consider getting into a grand prix car without chairman Alex Wurz is clearly in favour, while director one, even if it wasn’t compulsory. Romain Grosjean is against. The FIA is of course right to do everything in its power to “I’ve made myself clear since the beginning: we don’t improve safety in F1, but rather like a government that comes

Henry Surtees’s death in 2009 could have been prevented by the halo

16 JULY 27 2017 Q&A

NICK RENAULT F1 CHASSIS TECHNICAL DIRECTOR

What’s your view on the FIA’s decision to adopt the halo for 2018? It’s tricky because we’ve been designing for shield. We’re at the point where, at this time of year, we like to define the chassis surfaces, so we’ve now got a lot of work to do to hop back to halo. There are some benefits with halo – it’s much better for deflecting wheels, so for any big bits of debris it will be much better than the shield. The shield unfortunately, although a very good idea, looks just a little bit too tricky for visibility.

What are the challenges with the shield, and why is it so diicult to get right? It’s tricky because it’s very low-rake, so the driver is not looking through a perpendicular piece of Perspex, he’s looking through it at a very oblique angle – and that gives you a lot of reflection and distortion and curvature issues. I think that’s what Vettel struggled with – the curvature, particularly when the screen’s vibrating a little bit, just meant he couldn’t focus properly. I think one could work, but it might have to be a steeper angle. At the moment, it looks very nice, but maybe it has to be steeper, and there’s probably a lot of work around anti-reflection coatings. It can work, but it’s a much bigger development programme.

Will the halo aect the aerodynamics of next year’s car? A little bit. I know when it was discussed before that the wake from the top structure – from that top boom, eŒectively – can aŒect what goes on to the rollhoop, so there will be an amount of up with a good policy idea but ploughs on regardless even when Vettel complained of work on how to cope with the [aerodynamic] faced with legitimate obstacles, it seems the FIA has backed dizziness and sickness wake from the halo. itself into a corner where it feels it must implement cockpit aer testing the shield protection next season regardless of whether F1 is ready for it. concept at Silverstone Do you think cockpit protection is a direction It’s also likely that, with the legal case fresh in F1 is right to go in? the memory, the FIA is aware of the potential consequences I think it is a direction we need to go in because of a serious injury or fatality occurring that could have been there have been enough examples of near- prevented by the halo being used now that its benefits have misses and of course the Henry Surtees accident, been demonstrated. It’s all well and good arguing that drivers where he was killed in F2 with a tyre, so you can’t know the risks and should be willing to pay the price if the ignore that. We’ve got to introduce something. worst happens, but that argument has limited value in court. Halo’s not perfect but it’s a step forward. But surely F1 would be better served by waiting until it has defined an unambiguous solution to the issue. The governing body would not have countenanced development and testing of the shield if it was utterly convinced by the benefits of the halo, so why now persist with a concept that, while o“ering a net gain, is a long way short of meeting all the challenges set? The halo seems to be the worst of all worlds – maintaining an open cockpit without dramatically improving safety but certainly ruining the aesthetics of the cars. For the sake of instant gratification, F1 is in danger of yet again shooting itself in the foot by implementing the sort of rushed-out solution that FOM’s is so keen to prevent.

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NORTHERN UK JULY 27, 2017 26

EVERY THURSDAY Vol. 13 No.3

BRITAIN’S MOTOR SPORTING WEEKLY Registered at the G.P.O as a Newspaper FORMULA 1’s GREATEST POWER MEMORIES OF THE COSWORTH DFV 155 WINS l 12 DRIVERS’ CROWNS l 10 CONSTRUCTORS’ TITLES

INCLUDING ALL THE WINNERS SECRETS OF ITS SUCCESS HOW IT CONQUERED LE MANS “That engine made careers, and so many champions”

So says , one of nine men to win the Formula 1 title with the Ford Cosworth DFV powerplant. Here’s how it changed the face of the sport

By Nigel Roebuck @autosport

20 JULY 27 2017 WHAT MADE IT SPECIAL/DFV AT 50

JULY 27 2017 21 DFV AT 50/WHAT MADE IT SPECIAL

left Ferrari at the end of 1969,” grand prix teams, opted to build an engine for the new three-litre said, “and always regretted it, but at the time Formula 1 in 1966, the DFV might never have seen the light of it seemed like something I had to do. The cars day, but it decided otherwise, at which point Chapman proposed always handled well, but the V12 sounded way that Duckworth design an engine, and he would find the money more powerful than it was, and you could for it. It could have been an ‘Aston Martin’ or even an ‘Esso’, but never convince the Italians of that. ultimately both companies turned it down, at which point “At in 1968, for example, Chapman put the idea to , Ford’s UK head of PR. “ I started from the front row, and finished “Without Walter,” says Stewart, “the DFV would never have second after a long fight with Jo Si†ert’s happened, simple as that. He agreed in principle to the designing Lotus. and the others were annoyed I didn’t and building of the engine, but of course it needed II win, but I was absolutely balls out the whole way: it was the to commit to it, and he convinced him to do that.” sameI old story – out of the slow corners the Ferrari was So it was that the project went ahead, a simple document simply blown o† by the Cosworth. – written by Duckworth, signed by Ford – agreeing to the “The following year was even worse, but we had the flat-12 provision of £100,000 to Cosworth: £75,000 for the F1 DFV, coming for 1970, and I was impressed by it in testing. Trouble £25,000 for the F2 FVA. It was also decided that Lotus would was, it kept breaking after only a few laps, and one day I just have the DFV exclusively for one year, 1967, after which thought, ‘I’ve had it – I’ve got to have a DFV…’” it would be sold to anyone who wanted it. Plenty did. Like ‘D-type’ and ‘250F’, ‘DFV’ has gone into the lexicon of Mario Illien, who worked at Cosworth in the 1970s and motor racing: nothing else need be said. Yet when I think back remembers Duckworth as a genius, describes the DFV thus: now to the mid-1960s, when it became known that Ford was “A relatively simple engine, with a fantastic , to have a grand prix engine, I was horrified, and so were all four valves per cylinder, good combustion – mechanically just my friends. Ford – in Formula 1? a very sensible piece of engineering, and torsionally very sti† Half a century on it seems barely credible that we reacted that because it was designed from the start to be used as a fully way, for was not Ford already deeply involved in motor racing, stressed member, integrated into the as a part of not least with a very serious sportscar programme? Having failed the chassis. At the time that was a novel idea.” to buy Ferrari, the US company had resolved to take on Enzo at The new car and engine appeared for the first time at the Le Mans, and in 1966 it beat him. As well as that, everyone was in 1967. had given it a shakedown accustomed to the sublime sight of Jimmy Clark flinging a Ford at Snetterton, but Clark, then living in Parisian tax exile, had Lotus Cortina around Silverstone or – even if we not so much as seen the 49 until he arrived at Zandvoort. preferred to think of it as simply a ‘Lotus Cortina’. The bare facts of the race are that Hill took pole position, and Formula 1, though, was a di†erent matter – sacrosanct, if led before retiring, and that Clark won. It was a little like Reims you like. Exclusive. Somehow ‘Ford’ didn’t belong at the very in 1954, when Mercedes returned to racing, and suddenly every summit of the sport, as , for countless years other F1 car was obsolete. The 49, in its early guise, was by no synonymous with the company, remembers. means an easy car to drive, and neither was the power delivery “Cosworth had been working with Ford engines for a long of the DFV as smooth as Jimmy and Graham might have wished, time, in the junior formulas and saloon cars and so on, and but these were shortcomings great drivers could surmount: and had also worked for years plainly the lovechild of Chapman and Duckworth was instantly with – but none of that registered with the quicker than anything else. Below le: Clark’s doctor or lawyer, whereas Formula 1 did. The times were very Small and light, the DFV gave around 400bhp, a figure victory at Zandvoort di†erent then, and – however you want to put it – what the approached only by the prodigiously heavy Honda V12. A Ferrari on DFV’s debut was a DFV did was allow Ford to come from being ‘a working man’s V12 of the time produced around 370, but sat in a weighty car, gamechanger for F1; car’ to something a doctor or a lawyer might drive. and the same was true of the Eagle- and the Cooper- middle: Duckworth “Winning Le Mans went a long way to transforming the image . While ’s V8 was worth little more than shows o his creation to Hill and Chapman; of the company, and winning grands prix with the DFV took it 340, in terms of power-to-weight ratio it was probably closer to right: McLaren signed a stage further – it sort of made Ford socially acceptable. Trust the Lotus than anything else, and on handling had a definite edge. up to run DFV at first me, the Ford Dealer Group knew very well that racing sold cars.” Part of the problem with the 49 stemmed from a combination opportunity in 1968 Had Coventry-Climax, for so long the mainstay of British of the early DFV’s characteristics and the fact that Lotus was SUTTON SUTTON

22 JULY 27 2017 using what was essentially a fixed-ratio gearbox from ZF. It 1968, Hill went on to take the title in a Lotus, his wasn’t that ratios could not be changed, more that it was a major opposition came from a team new to Formula 1. complex and hugely time-consuming task, and therefore The previous year Ken Tyrrell, running a Formula 2 team, the drivers invariably had to make do. had been entertaining thoughts of moving up, and that first “The DFV is much more powerful than any Formula 1 engine victory for the DFV at Zandvoort made up his mind. I’ve driven before,” Clark commented. “That’s not a problem in “I flew over for the day to watch,” he remembered, “and it was itself – except that it comes in with a bang at 6500 revs. All right, clear that the DFV was the only engine in the race. Everything else ideally we shouldn’t be down at those revs, but sometimes – was just old-fashioned rubbish. If you wanted to do Formula 1 in because we can’t change gear ratios – it’s unavoidable.” the future, this was the engine you had to have. The DFV made In 1967 Jimmy and the Lotus 49 won four grands prix, twice as it viable not only for me, but also for Bruce [McLaren], Frank many as any other driver, but the team’s reliability was no match [Williams], and so many others. for Brabham’s, and took the world championship. “You went up to Northampton, you gave them £7500, and While Jack continued with Repco engines in ’68, Denny joined you came away with an engine that could win you grands prix. Bruce McLaren, whose team would be running the DFV. All you had to do was put it into a reasonably competitive car, Chapman was less than thrilled when the engine became with a good driver, and you could win the next race. Almost available to teams other than Lotus, but that was the deal that impossible to believe now, but that’s how it was. had been struck. And if, following the death of Clark early in “The timing for me was perfect. I’d been running Matras in

JULY 27 2017 23 Right: DFV-powered Tyrrell took Jackie Stewart to his second drivers’ title in 1971; below, clockwise: Cosworth engine on display in the back of a Lotus 78 at the ’77 Argentinian Grand Prix; DFV’s was what convinced Ken Tyrrell to move up into F1; Andretti (pictured celebrating Zolder ’78 win ahead of Lotus team-mate and Ferrari’s ) remembers DFV with “great aŒection”

Formula 2, and they were keen to make an F1 car, Ford had the good fortune to drive one of the very best cars of the moment.” engine – and Jackie wanted to drive for us. He came to see me, At that time Andretti’s focus was firmly on , and for and he said, ‘You can’t aord me’. I asked how much he wanted, several years he competed only in the Formula 1 races that didn’t and he said, ‘Twenty thousand pounds’. I didn’t have twenty clash. “In 1970 put together a programme for me thousand pence! I went to Walter Hayes, and said, ‘I think I can with a , which was not a great car, but you couldn’t find the money, but I need to get Jackie sewn up, so we can sort fault the engine, which was a Cosworth. things out with Matra, and so on’. And Walter didn’t hesitate “Then, in 1971 and ’72, I drove occasionally for Ferrari, who had – didn’t have to get on the phone to Detroit – he just said yes. their flat-12, and of course its characteristics were very dierent “In fact, I got £80,000 from Dunlop, and gave Jackie the from a DFV. Obviously it had much smoother power delivery, 20 – which left me £60,000 to run the team – so I never but when you went to an ‘eight’, with the DFV, you had way needed the money from Walter, and I only found out later more torque, so at lower revs it had much more punch. that he gave it to Jackie!” “It was all about getting used to the power delivery, and I remember asking Tyrrell if, through all those years of using compensating for it in the way you drove. In that respect there the engine, there was a single ‘DFV moment’ that more than any was a huge dierence between a DFV and a ‘twelve’ – it was an other stuck in his mind. He didn’t hesitate. “Yes, the Nurburgring entirely dierent rev range, and if you didn’t use a DFV properly, in 1968, where the conditions were appalling. It’s true that we it could have an upsetting eect on a car’s behaviour. were with Dunlop, who made the best wet tyres, but I’ll never “I know it’s stating the obvious, but to go quick in a racing forget the end of the first lap – the sound of a single DFV, and we car, the whole objective is to be able to apply as early as didn’t know who it was. Jackie came by in a cloud of spray – and possible coming o the corner. Using a 12-cylinder engine, you’d then there was silence!” Already eight seconds ahead, Stewart get a third of the way through, and then you could flat-foot it to ultimately won the by four minutes. the exit; with a DFV, though, you could not do that – if you did “Before I went to drive for Ken,” he said, “I’d been with BRM, you got too much torque when you didn’t need it. You had to and using their H16 engine. Of course, with 16 cylinders, it was adjust to it, that’s all.” as smooth as silk – but silk is bloody slow! It was heavy, and Stewart was always a huge admirer of Matra – to this day the there was no snap to it. MS80 with which he won the title in 1969 remains his favourite “By contrast the DFV had its rough edges – there was quite a car – and both he and Tyrrell were keen to continue with the lot of vibration, which you’d expect with an eight-cylinder – but marque. If they were to have a chassis for ’70, though, Matra it was a revelation, particularly in terms of torque. As soon as you was insistent that it should be powered by its own V12, and stepped on it you knew you had performance. In its first year Stewart agreed to test it. Jimmy and Graham found it ‘peaky’, but obviously Cosworth “This was at Albi, the day after the Formula 2 race – and at sorted that – by the time it came my way it was fine.” 5.30 in the morning, so nobody would know! The engine was In the autumn of 1968 another driver experienced a DFV for nice in many ways – beautifully smooth, and it made a lovely the first time: if for Chapman no driver could ever take the place noise – but it didn’t have any ! Matra were desperately of Clark, in Mario Andretti he saw a potential Lotus number one. keen that we should use it, but Ken and I were adamant that After practising at , Mario was barred from the Italian we wanted to stay with Cosworth – even though it meant that, Grand Prix (having raced in America the day before!), but then without Matra, we didn’t have a car for the 1970 season. That’s started his first Formula 1 race at Watkins Glen – and from pole. how crucial we thought the DFV was, and why we finished up “I can’t say the power of the DFV startled me,” Andretti said, with the March 701 – a poor car, which of course in turn led “because we already had turbocharged engines in Indycars, and to Ken becoming a constructor in his own right.” they had a lot of horsepower, but what I loved about the DFV As Stewart says, the DFV utterly changed the world of was that, in the Lotus 49, the whole package was so driveable. Formula 1: “Apart from being aordable, and available to anyone, I always loved the 49 and the engine was a perfect match for it. what it meant was that for a number of years nearly all of us had “This was my first time in a Formula 1 car, and it was the same horsepower, and no-one had a huge advantage, so in much lighter than I was used to, so the power-to-weight that respect it couldn’t have been more dierent from today. And ratio was impressive, and the power seemed quite plentiful. what you have to remember, too, is the absolute integrity of Keith My introduction to Formula 1 was stellar, because I had the and Mike, in terms of producing engines of equal horsepower.

24 JULY 27 2017 WHAT MADE IT SPECIAL/DFV AT 50

I don’t remember any di‰erence between one and another. The DFV brought Formula 1 to a new level – a level it had never reached previously, and I don’t think it has ever reached since.” World champion for the third time, Stewart retired after the 1973 season, having won 27 of his 99 grands prix, all but two of his victories coming with the DFV. At that point Andretti was still three years away from committing to F1, but in 1976 he finally made the decision. The following year, in the ground-breaking Lotus 78, he missed the championship but won more races than anyone else, and in 1978 achieved his life’s ambition with the beautiful ‘ground e‰ects’ 79. “When I went back to Lotus full-time, they started experimenting with a variety of things that I wish they hadn’t, trying to get 15 or 20 more horsepower. In one way I loved that – you always want more power – but at the same time we lost on reliability, especially in 1977, and part of me wished they’d put the ‘experimental’ engines in ’s car, rather than mine! Of course another part of me wanted to have the most horsepower – and sometimes I su‰ered for it. In , for example, they diminished the amount of piston rings, to reduce the friction, but the engine was using an extreme amount of oil, and with three laps to go – when I was leading by a lap! – I blew up. “I should have won the championship easily that year but looking back I have no regrets: I always wanted to have the best, and the most, that I could possibly have, and if sometimes I su‰ered for it, so be it. I remember the DFV with huge a‰ection, as well as admiration – it made careers, that engine, made so many champions. “Everything about it, the size, the compactness, the packaging… for a race car designer, it was a dream engine – and, Jesus, it was so versatile! They took it to Le Mans, and it won; they turbocharged it into the DFX, and it won Indy. After my last race, at Laguna Seca in 1994, Cosworth rebuilt my engine, and then sent it to me for Christmas – as a table! I have it in my sports bar at home to this day. “I remember the DFV with great a‰ection – it was such a generous engine, in that it gave you everything you asked of it. Wouldn’t it be wonderful if today you could go to Mercedes, get the very best engine from them, and put it in your own chassis? With the DFV, you knew that if you got everything else right, you’d win races.” If Hill was the first driver to win the world championship with a DFV, many others – Stewart, Rindt, Fittipaldi, Hunt, Andretti, Jones, Piquet, Rosberg – followed. For 17 consecutive seasons it won grands prix, with a final tally of 155. The greatest racing engine of all time? Jackie and Mario have no doubts.

JULY 27 2017 25 DFV AT 50/TECH INSIGHT

Cosworth’s gem

InsideBy Gary Anderson @autosport

1 The sump, with the main bearing caps for the five main journal bearings 2 3 for the cranksha 1 2 The five main bearing cranksha with double-width journals for the conrods, and just below it the flywheel

3 The main block casting with the other half of the main bearing journals

4a Four of the pistons showing the crown and 17 combustion chamber 4b Four of the pistons showing the skirt section 4a 6a b 10 4 5 The eight connecting 5 rods b 6 6a A cylinder head showing the valve 12 6b A cylinder head showing the camsha 13 mounting recess 7 13a 7 The 32 valves – 16 exhaust and 16 inlet – and the 32 double valve 8 8 springs and top collets

8 The upper half of the cam carrier with camshas in position b b 14 9 The cranksha to 9 9 camsha gears. The journals of these were mounted in the front of the block, starting at ‘a’ on the cranksha, 9 through the idler gears, for the required speed reduction to ‘b’, which 9a drove the small gears on The ‘exploded’ view 11 the ends of the camshas of the 1967 DFV engine shows all its 10 Cam covers on le main components and right

26 JULY 27 2017 he Cosworth DFV brings back many studs that fitted through holes on a mounting plate fastened to great memories for me; it was actually the sump. On the top, it had plates coming o“ to the chassis. the main reason I got involved in These were about 3mm thick to allow for any di“erence in Formula 1 in the first place. engine-to-chassis expansion. I was working at Brabham at the time, At the back of the engine, there were six fasteners that building F2 and F3 cars, and one day fitted through holes in the then-common gearbox, came to me and asked so basically the engine was a ‘plug-and-play’ unit. How if I would be interested in joining the McLaren wishes we were back to those days now… F1 team. I asked him which arm he So you could basically borrow engines from another team. wanted, but he said, “No, just lift that DFV into the back of Other than a few oil or water connections, you could simply that Transit van”. Being a young, eager Irishman I needed bolt it onto your chassis. This sort of thing did actually happen Tno second invitation. Job done and I was o“ F1 racing! – I can remember Bernie loaning engines to Frank Williams. The DFV was one of the most compact engines being used The engine was and still is the driving force for any engine in F1. It acted as a fully stressed chassis member and everything design and build company. I’m pretty sure that somewhere was so well integrated with everything else. This meant that at Mercedes, Ferrari, Renault, Honda and many other engine fitting it in a chassis was very simple. manufacturers there is an exploded view of a Cosworth DFV At the bottom, on the back of the chassis, there were two hanging proudly on the wall.

11 The front cover, which also mounted the other DEVELOPING A LEGEND side of the cranksha‰ to camsha‰ idler gears. Inside the triangular shape, a toothed belt DURING ITS F1 LIFE, di–erence and over time drove the water and oil the DFV’s power output they increased the rpm – pumps, which were increased from just over which increased power mounted low on the 400bhp to nearly 550bhp, output – from 9000 sides of the sump while driveability also to 11,300rpm.” improved. How was Cosworth also tried 12 The water pump. that possible? many di–erent iterations There were two versions The engine was not with experimental of this: one large one on initially easy to drive, but engines. “They were one side of the engine that problem was solved learning at a hell of a rate,” for a single large water 17 quickly. “Jimmy Clark said says historic racer and radiator; or two smaller you had to get it round the preparer Simon Hadfield. ones, with one on each corner, get it pointing in “The early engines were side of the engine the right direction and conservative. When they to allow for a twin 10 then floor it,” says former tried a few experimental water-cooler system 5 manager Dick engines in 1977 – Mario of the 1967 units Andretti had several and 13 Main oil pressure pump in the Lotus 49. “Fairly should have won the 13a Oil filter quickly, all the throttle championship in the linkage was modified to 78 – they had failures. The 14 Mechanical fuel 15a make it more progressive.” tools to find out what was pressure pump running Increasing the power happening were empirical the fuel system at 120psi was a longer process. – ‘we’ve done this and it’s Geo– Richardson, o–icial broken’. Now you can do a 15 Air/oil separation supplier of the DFV to lot of that on computer pump. This was basically historic racing, points to before building an engine.” a centrifuge to separate subsequent tweaking as also worked on the air from the oil, which to why the engine was increasing power for improved the cooling and able to stay competitive Williams in the early 1980s, lubrication systems for so long. “There’s no while the first DFY, which 15a Oil scavenge pumps one reason for it,” he says. Michele Alboreto used to “It was a commercial win the 1983 Detroit Grand 16 Lucas mechanical fuel venture and there were a Prix for Tyrrell, was done metering unit. This was lot of engines out there, so by Mario Illien (co-founder mounted deep in the ‘V’ it made sense to continue of Ilmor) and featured a of the engine development – it was a new top end. It was also 16a The small cam at the natural progression. a short- unit and it end was what each team “They were working on was decided that the same played around with to it all the time, changing approach in the original alter the engine fuelling the cams and everything. DFV architecture could characteristics But it was the same engine produce the same gains. – the cylinder block stayed It was this unit that ended 17 Engine inlet trumpets essentially the same. up in the last DFV F1 racers with fuel injectors 16 Changes to the ignition and early F3000 cars. mounted low on the system made a big KEVIN TURNER sides. The gauze on the 16a inlets prevented stones entering the inlet tracts

JULY 27 2017 27 DFV AT 50/MEMORIES Stories of F1’s greatest engine From its early days half a century ago to its use in historic competition, the DFV has left many with happy memories. Here are just a few

JACKIE STEWART Three-time F1 world champion, all with the DFV The DFV was the best Formula 1 racing engine that’s ever been built. It created the best platform in respect of equality. There was nothing between the engines. Keith Duckworth and Mike Costin were the most honest people in motorsport. I thought the world of them and the way they went about their business. If Autosport had bought an engine and wanted the leader in the championship to run it, I would have. And so would Ken Tyrrell. Everyone had the same engine and the racing was fantastic. Domination just did not happen in those days. There was nobody that had a dominant engine. It was maybe the best Stewart had faith in the period of topline drivers at the same time and almost all abilities of Duckworth had the same engine. It was a halcyon era. and Costin, and took The company had a brilliant group of people. Nobody did it three titles with DFVs like Cosworth. The DFV had an easy window – it was not oƒ and on. It was very driveable, no big empty holes in the rev range, and I can’t remember blowing a Cosworth engine. There was a tyre war at the time and we’d go to South Africa and do two race distances a day, tyre testing. Had we not had a Cosworth engine we wouldn’t have done anything like the tyre development we did. Without a Cosworth, we’d have been there weeks rather than days.

28 JULY 27 2017 BOB DANCE Lotus chief mechanic The DFV was a very straightforward engine to operate. Keith Duckworth and Mike Costin were great people to work with. Keith had such a vision, of things being simple. It was designed specially for the Lotus 49. When you say to people it was held on by four bolts on the back of the monocoque, they can’t believe it. It’s a fantastic design and a great car. In 1967 I was doing an F2 season and we were away a lot, so we didn’t keep up with what was happening with the Indy team or on the F1 cars. I didn’t join the F1 team until late ’67. At Team Lotus we were always in with a chance of winning because of a combination of Colin Chapman and his designers, the drivers and the mechanics. It was worth going the extra mile – or rather the extra night – to make sure everything was up to spec. Great times. We had exclusive use of the DFV for 1967. I suppose we were disappointed other teams had access to it after that, but it became a household name, didn’t it? Where would we be if we hadn’t had all those other teams and cars running with that engine, and the competition that came from it? I suppose one can say it’s the most important F1 engine, simply because of the volume of manufacture and the number of teams and drivers who used them. It’s a long history and I don’t think companies like Ferrari and BRM had the continuous support from their engines like we did from Cosworth.

MIKE COSTIN BOB SPARSHOTT The ‘Cos’ in Cosworth Veteran engineer I met Keith Duckworth through Lotus when he came for The engine was an absolute godsend, because it had some his work experience while at university. I really got to appreciate degree of reliability. In those days it was a bonus that you how clever he was and we became friends, then we became knew it could do a few hundred miles without blowing up. business partners and created Cosworth in 1958. It was a very clever engine and very easy to install and look The idea for the DFV came from Colin Chapman because after. It was quick to change too. he wanted a Formula 1 engine. He approached a few people We didn’t have to do very much. I think the hardest thing was and finally the one who came good was Walter Hayes, and he [managing] the metering-unit diaphragm – it had mechanical got the board of Ford to agree funding of £75,000 to design . You had to be very careful with the little quill and develop the engine. The quoted figure was £100,000, but shaft that drove the metering unit and keep an eye on the £25,000 of that was for the Formula 2 engine and we built ambient temperature and whatever temperature the engine was the FVA, which was really half of a DFV. at, because sometimes you’d get a twist on it and that would We put that in our Brabham chassis and I did the testing. put all the metering and the timing out. It was about the most I did the first day of evaluating the DFV engine in a Lotus 49 worrying thing, but taking precautions and warming up the at Hethel, but that wasn’t very successful. Then we went to fluids when it was cold would look after that. Snetterton but I didn’t do more than two or three sessions of Later electric fuel injection replaced the mechanical unit, five laps at a time. We had to stop because the top radius-arm which was better and more reliable. It was much smoother brackets on the rear suspension put a crease in the monocoque. and gave a whole new lease of life to the engine again. We reckoned that 400bhp should do the job, and all seven I can remember Keith Duckworth coming into the Team engines we built for 1967 were over 400bhp. Mechanically we Lotus workshop at Cheshunt one evening, it might have been thought it would do the distance at Zandvoort [for the DFV’s with Mike Costin, when we were messing about with the H16 debut in the Dutch GP] but we didn’t know about the gear BRM in the interim period [1966], and he laughed. He said, problem, which persisted until Keith redesigned the gear hub. ‘That thing will never work’. It used to destroy itself. You had We had all sorts of problems initially with the breathing of to start it up and immediately run it at a fairly high number of the , but we got over that in the first year with some revs, because below that it was terrible. A mis-design, I would pretty dreadful modifications to the breathing system, which say. You could never tell if it was on all 16 cylinders – perhaps half-worked. Apart from those two items, it was pretty reliable. 14 or even 13. You’d touch the exhausts and notice one was That was down to Keith’s design. He didn’t do things without out there, and one was out over there… thinking very deeply before he made a final decision. The DFV was wonderful from the start, and they improved It very soon became apparent that we were doing very it over the years, the power curve and the driveability. More well with the DFV and we decided to build 25 engines a horsepower, more revs. The first time we ran it, it only went to year – and that went on for several years. 7000rpm or something. And by the end it was up to 12,000.

JULY 27 2017 29 DFV AT 50/MEMORIES F1 driver and Arrows founder The first thing that comes to mind about the DFV is it gave me my first opportunity to drive an F1 car with the engine as a stressed member. That was in 1968. It was a ’67 car of Jimmy’s [Clark], but in Gold Leaf colours. The other thing about the DFV was it allowed me to become a team owner. I could decide to stop driving, turn from actor to director and get around the other side of the camera. I could buy a factory, hire some guys with a pop rivet gun, make a chassis and head down the road to buy the engines – and be competitive at our second outing in South Africa. I spent £300,000 and started an F1 team because of the Cosworth DFV. It did have longevity, although unfortunately when we were leading the South African GP with Riccardo [Patrese] in the Warsteiner livery it didn’t last long enough! That would have been one for the record book: new team, second race, one car, Warsteiner livery, DFV… Oliver ran at the When I sold the team to Morgan Grenfell Deutsche Bank, front of F1 with DFVs as a driver, then with in full control, I took all the historic became a team boss, cars, some of which I’ve since sold. They were original using the Cosworth with the original people, and sold to people who wanted engine for Arrows to do the historic F1 series.

30 JULY 27 2017 F1 and sportscar racer My first experience of driving a DFV was at Silverstone in a March 731 and I was very excited. It was spitting and banging and I struggled to drive it out of the pitlane. Then I started to accelerate and it burst into life. I didn’t wear ear plugs then and the sound was incredible – I thought it was going to explode so I changed up. But that was at 9500rpm and I’d been told I could go up to 11,200rpm! It frightened me at 10,000, but after a few laps I got used to it. It was the most wonderful engine I ever sat in front of, but it cost me my BRM F1 drive. I did the first two GPs for BRM in 1975 and both times the V12 car [right] broke. After it failed in Brazil I told team boss he should put a DFV in the P201 – the chassis was quite good – and go testing. He sacked me on the spot; that was the end of my BRM relationship.

MARK WILLIAMS SUTTON Lola F3000 designer One winter morning [Lola founder] sidled up and said: “You’ve probably heard about this new F3000 that’s replacing F2. Well, we are going to build a car for it. I realise we’ve only three months but I can always lend you a hand and you can use the F2 running gear to get us going quickly.” Well, that’s quickly in terms of design time, not lap time. That running gear turned out to be our Achilles’ heel. There was a glut of DFV engines at that time, and Bernie Ecclestone decided to create a series to use them up. So F3000 was born, using the three-litre DFV, rev-limited to 9000rpm. From a design perspective this was an easy engine to install. Everything was contained within its confines. The spark box, fuel injection and distributor all sat in the V of the engine. It had an oil/air separator on the oil scavenge so the oil tank was exactly that; oil went in one side and out the other. You were trying to cool froth. Operationally the early rev limiter was a challenge as it was a hard limiter: hit 9000rpm and the engine died for one second, a significant period of time. It was all about how close could you run the soft limiter to 9000 to avoid hitting the hard limiter. Then the first ECU arrived for testing – it wasn’t large but we hadn’t allowed for it. Fortunately our driver had a thick seat SIMON HADFIELD insert so we made a cutout in it and slipped it behind his seat. Historic racer and preparer The great thing about this engine was it could be started by My first win with a DFV car was in Michael Schryver’s one guy. A very simple procedure: ignition on, squirt a load of at Brands Hatch. To drive a car that had been on my bedroom fuel down the trumpets and hit the start button while manually wall was amazing. The DFV was a closed-loop product – you opening the throttle slides. Unlike today where you have a bank bought it and it worked. It was an of computers, a ‘pit rat’ (remote activated throttle), and several incredibly neat, tidy system and thumbs in the air to signify that the car can leave the garage. Cosworth told you how to do things. You didn’t have to worry about inventing stu“ so you could Lola took the improve reliability. Things only SUTTON DFV-powered went wrong when people thought F3000 plunge they knew better. in 1985 The engines you can buy now for historics are probably better than they had in F1. The 10,000rpm limit [in FIA Masters Historic F1] means the engines are optimised to that. They’re so much more user friendly, with a bigger rev band, and they last longer.

JULY 27 2017 31 DFV AT 50/RESULTS

DFVThe winners DRIVER WINS AND TITLES

1 Jackie Stewart 25 1969, ’71 and ’73 world champion W IN S

14 12 11 W IN S W IN S W IN S

2 1972 and ’74 world champion 3 Alan Jones 1980 world champion 4 Mario Andretti 1978 world champion

32 JULY 27 2017 10 10 7 W IN S W IN S W IN S

=5 1976 world champion =5 Ronnie Peterson =7 Carlos Reutemann

7 6 6 W IN S W IN S W IN S

=7 =9 Denny Hulme =9 1981 world champion

6 5 5 W IN S W IN S W IN S

=9 1970 world champion =12 =12 John Watson

4 3 2 W IN S W IN S W IN S

14 Graham Hill 1968 world champion 15 Jacques Late =16 Michele Alboreto

JULY 27 2017 33

34 =22 =22 =16 =16 AT 50/RESULTSDFV

W W

W W

1 1 2 2

I I

I I N N N N S S JULY2017 27

SUTTON SUTTON

=22 Bruce McLaren =22 =16 =16

W W

W W 2 2

1 1

I I

I I N N N N S S 92wrdcapo =22EliodeAngelis 1982 world champion

SUTTON

=22 GunnarNilsson =16 NikiLauda =22 Francois Cevert

W

W W W

2 1 1 1 I

I I I N N N N S

=22 =22 DidierPironi =22 =22

W W W W 1 1 1 1

I I I I

N N N N

=22 Jo Siert W 1

I

N

SUTTON Detroit-winning Tyrrell *Includes the DFY development engine usedinMicheleAlboreto’s*Includes theDFYdevelopment 1983 constructors’ champion Vittorio Brambilla Jean-Pierre Beltoise Chris Amon Jo SiŒert Gunnar Nilsson Jean-Pierre Jarier Michele Alboreto Jack Brabham Clay Regazzoni Niki Lauda Carlos Pace Riccardo Patrese Jim Clark Elio deAngelis Bruce McLaren Jacky Ickx Peter Revson Jochen Rindt Jochen Mass Keke Rosberg Jacques LaŒite Francois Cevert Graham Hill Nelson Piquet John Watson Patrick Depailler Mario Andretti Denny Hulme James Hunt Jody Scheckter Alan Jones Ronnie Peterson Carlos Reutemann Emerson Fittipaldi Jackie Stewart BRABHAM 1980, ’81 constructors’ champion WILLIAMS 1971 constructors’ champion TYRRELL 1974 constructors’ champion McLAREN 1968, ’70,’72,’73and’78 LOTUS

CONSTRUCTOR WINS DFV DRIVERPOINTSDFV 15 wins 17 wins 23 wins 30 wins 47 wins 15.5 31.5 104 135 141 157 172 179 193 202 206 217 281 302 16 16 17 19 23 25 27 28 31 35 39 41 42 45 50 50 53 53 54 59 61 67 71 75 87 89 90 Andrea deCesaris Derek Bell 2 John Miles Boutsen Thierry Wilson Fittipaldi Arturo 6 Andrea deAdamich 9 Johnny Servoz-Gavin Jackie Oliver Hector SHADOW PENSKE HESKETH WOLF MARCH 1969 constructors’ champion MATRA JULY2017 27

9 wins 3 wins 3 wins 5 wins 1 win 1 win 1 win 0.5 10 10 11 13 13 13 14 15 1 1 1 1 1 1 1 1 1 1 2 2 2 2 3 3 3 3 3 4 4 4 4 4 5 5 6 7 8 35 DFV AT 50/VICTORY AT LE MANS How Cosworth became a reluctant Le Mans winner

The DFV added sportscar success to its impressive CV, but the road to glory was a rocky one

By Gary Watkins, Special Contributor @gazzasportscars

eith Duckworth wasn’t a fan of the Ford DFV racing at the Le Mans 24 Hours. When legendary sportscar team boss told him of his plan to put the Formula 1 engine into a new prototype bearing the name for 1972, the straight-talking Cosworth man told him not to bother. The story is recounted by five-time Le Mans winner Derek Bell, who would remain on Wyer’s books after team sponsor Gulf stepped up to the plate to fund a new Kcar in the wake of Porsche’s enforced withdrawal from the top flight of world championship sportscar racing at the end of 1971. “John said, ‘I say Keith, I’m thinking of taking the Cosworth to Le Mans’,” recalls Bell. “Duckworth’s reply was, ‘I wouldn’t go, lad’.” John Horsman, Wyer’s able subaltern since 1960 and who had now become managing director of the newly created Gulf Research Racing operation, doesn’t remember Duckworth’s damning indictment of his own engine. But he does recall his doubts about the endurance prospects of an engine that would become known as the ‘Ford Vibrator’. “He might have suggested more than once that we shouldn’t waste our time,” says Horsman. “He certainly knew the shortcomings of the engine. I wouldn’t say he was against the DFV being used in sportscars, but he wasn’t very keen on it.” But Wyer and Horsman reckoned they didn’t have much of a choice. Gulf’s name had replaced JW Automotive above the door at their Slough workshops and the oil company was funding a new prototype to be known as the M6. “Grady Davis, vice-president of Gulf Oil, wanted it, and what he wanted, he got!” says Horsman. “Gulf had actually had a cheap couple of years with Porsche, but he was ready to pay whatever it took.” was commissioned to design a new chassis, but what engine to put in the thing? Using the Cosworth, says Horsman, was “needs must – there was no other choice”. Wyer and Horsman knew all about the DFV. They had run one at the back end of 1969 in the Mirage M3. JWA had been the second team to get its hands on a Cossie

36 JULY 27 2017 Far le: Ford F3L was the first sportscar to race with a DFV; le: Mirage M3 (#9) was set to win in in 1969 until engine vibrations broke the steering; below: Derek Bell en route to ’75 Le Mans win in Gulf GR8 INDYCAR DOMINATION FROM FRUSTRATION

THE ALL-DOMINATING COSWORTH “I remember drawing pistons, engine that would become known as conrods, inlet manifolds, oil pumps the DFX was born of frustration. But its and things like that,” says Barnard. conception was made possible by an What isn’t clear is if VPJ had call on Indycar rule change in the mid-1970s. a cranksha•, necessary to reduce the Vel’s Racing had capacity to 2.65 , that had been grown tired of blowing up the designed at Cosworth for an earlier OŽenhauser in-line fours and but stillborn project undertaken wondered if there might be a at Penske in late 1973. turbocharged future for the The first VPJ Cosworth turbo – Cosworth DFV sitting in the back still, at this stage, being called a DFV of its new Formula 1 car that had – ran briefly at Indy during May debuted in late 1974. That was, 1975. Drivers Sr and Mario coincidently, the year the United Andretti were complimentary about in sportscar racing after , which had used States Automobile Club introduced an engine-chassis package that the engine in the back of its unsuccessful (though occasionally a turbo-boost limit for the first time. Jones was billing as “our 1976 car”, rapid) Ford F3L in 1968 and ’69. But JWA had been the first “We were blowing up engines le• though they raced Eagle-OŽys. to win with it in sportscars. and right – we weren’t getting any Barnard’s car, the VPJ6B, raced at Jacky Ickx triumphed in the rain in a non-points 500km satisfaction with the OŽy,” recalls US Phoenix before the end of the year and race at Imola in September 1969. It had also been on course racing legend Parnelli Jones, who’d to win the championship race at the Osterreichring the established VPJ with Vel Miletich in “That sonofabitch previous month with the Belgian star and Jackie Oliver. 1969. “But if USAC hadn’t cut the A failed steering-column bracket – a part borrowed from boost, it still would have been the started his own the Ford GT40 with which JWA had twice won at Le Mans engine to have. The reduction in programme with – deprived the new car of a clear shot at victory. the turbo pressure put everything “We should have won in Austria but for the steering- in place to use the Cosworth.” our employees” column problem – we were well in the lead when it Everything bar a positive working relationship with the builder of the then scored its first USAC victory with engine over in the UK, whose founder Unser at Pocono in June 1976. The Keith Duckworth told VPJ their idea team had flown Duckworth over to try wouldn’t work. Not only that, but he to forge a business relationship. The informed VPJ that if they wanted a win certainly convinced Duckworth supply of parts, they’d have to buy of the potential for business in the ready-to-go F1 engines. Indycar market and he promptly set “Duckworth wasn’t helpful at all,” about developing his own unit. He continues Jones. “The only thing we even poached the two VPJ employees used were the head and the block, who’d led development of the turbo. so we had to buy complete engines “We paid to bring that sonofabitch and throw the rest away.” over and he stole our employees and That fits with the memories of started his own programme,” says British designer , who Jones. “I had no use for him, you had joined VPJ ostensibly to design can probably tell that.” a new Indycar around the base of But Jones had started something its VPJ4 F1 car, but got pulled into big. The DFX would dominate Indycar the engine programme. racing for the next decade.

Cosworth turbo made first Indy 500 start in 1976

38 JULY 27 2017 VICTORY AT LE MANS/ DFV AT 50

From far le: DFV’s vibrations once made Bell throw up; Cosworth power never beat the in 1972 (this is the Nurburgring); Ligier’s JS3 gave DFV its Le Mans debut; Bell and Ickx dominated SUTTON the 24 Hours in ’75

broke,” recalls Horsman. “It was actually a GT40 part that Gulf had swapped from a Hewland to the had done tens of thousands of miles, but of course the ZF for Le Mans in the name of reliability, but it turned out Cosworth vibration did it in. That engine would break to be another victim of the vibrating Cosworth. everything if you ran it long enough.” “We never had any problems with the ZF ’box before, The vibration issue with the Cossie was all too apparent but put it behind a Cosworth and it broke input shafts,” when the engine went into the M6 for 1972. There’s a story explains Horsman. “John and I went to ZF to talk to them of the car shaking the spindles oƒ its gauges on its shakedown about it. They asked to be given a moment, went into a at Silverstone early that year. Bell remembers the foam being huddle and then came back and said they would make shaken from the insert of his seat at the Osterreichring world the shaft smaller. They told us it would allow it to championship round later in ’72. He had to brace himself twist and flex, and they were exactly right.” Below: Rondeau against the side of the monocoque and eventually threw up. A revised version of the M6, now dubbed the Gulf GR7, beat the factories By then, Gulf had already skipped Le Mans, deciding that did make it to the finish at Le Mans 1974, and in fourth at Le Mans in 1980 the Mirage-Ford DFV wasn’t ready for the challenge. “The car place. But the car driven by Bell and Hailwood was 20 laps was too new for the 24 Hours,” says Horsman. “It would have behind the winning Matra. One year on, and the French been a waste of time and money.” manufacturer was gone. , which dominated the There were on the grid at Le Mans that year, world championship with its T33TT/12, opted to say away just as there had been one the previous season. The ‘honour’ again, too, frightened oƒ by a new rule that dictated that of blooding the DFV at the 24 Hours fell to fledging constructor every car must complete 20 laps between fuel stops. and his hastily built JS3 prototype. “There was definitely a window of opportunity for us,” Gulf and Horsman did have a Plan B of sorts for an engine reckons Horsman. “Alfa could easily have taken the win, to go in the back of the M6. Yet there were even bigger doubts but they said they couldn’t get down to the fuel restriction.” about it than the DFV. Ford had commissioned a new V12 The Gulf team’s response to the rules was the ‘new’ GR8 sportscar engine from British builder Weslake in the summer built around the existing chassis, but with new bodywork of 1970 and Gulf would have first call on it for ’73. Yet the that slashed the drag coe¦cient from 0.53 to 0.35. Power engine would never race from the Cossie was in the back of a Mirage, reduced too, with the or anything else. At least, “The Cosworth vibration engine pushing not until morphing into out well under 400bhp a 3.5-litre with a rev cut in the powerplant bearing the would break anything if region of 2000rpm. badges of the reborn The British team BRM marque nearly you ran it long enough” dominated Le Mans 20 years later. in 1975. Bell and Ickx, “Dan Gurney had, of course, won the 1967 Belgian Grand Prix who’d written to old team boss Wyer asking to drive alongside in his Eagle with an earlier Weslake engine, but he told me they a man with whom his name is forever linked, took a lead couldn’t build two engines the same,” recalls Horsman. “We they would never relinquish after the first round of fuel gave the Weslake a fair shot and did a lot of testing with it.” stops. At half distance, they were a whopping six laps up. That included taking a car to the Daytona 24 Hours, then a The ‘Ford Vibrator’ still had a part to play, however. A broken world championship round, at the start of the season. It didn’t exhaust late in the race meant its lead over the chasing DFV- race and when the Weslake-powered car, now with coupe engined Ligier JS2 was slashed. Bell was also disconcerted to bodywork, failed to run cleanly at the Le Mans test in April, be told after the race that an engine mount had failed. the decision about what car to run in the race was made easy. The Cosworth ran in the GR8 as a stressed member, but “Coming back on the plane I sat next to Walter [Hayes, Bailey had also designed in a rear subframe around the engine. the Ford man who’d signed oƒ both the DFV and the Weslake “It didn’t carry any stress until the chassis broke,” explains V12] and he asked what I was going to do for Le Mans,” recalls Horsman, “but it ended up holding the car together.” Horsman. “My reply was, ‘Two open cars with DFV engines’. Gulf axed its sportscar programme at the end of 1975. I didn’t have much choice.” The cars were sold to US entrant Harley Cluxton and would It looked like a good one, too, after Bell and Mike Hailwood return to Le Mans in ’76 and take the runner-up spot to won the Spa 1000Km in May 1973, the first world championship Porsche. A year later, the cars had Renault V6 twin-turbo sportscar win for the DFV. It turned out to be a false dawn. power, but the Cosworth remained a staple of sportscar racing. Bell and Howden Ganley only got 29 laps into the 24 Hours Rondeau, another privateer fighting against the factories, before the transmission failed, though they would return would give the Cosworth another victory in 1980, and the to the track after four hours’ worth of repairs. The second engine would race in 3.3 and 3.9 and later 3.5-litre form into entry, shared by Hailwood, John Watson and Vern the 1990s. Not bad for an engine that its creator reckoned Schuppan, crashed out of the race. had no business competing in long-distance racing.

JULY 27 2017 39 DFV AT 50/ UK MOTORSPORT DFV on a national hunt The DFV wasn’t just the lifeblood of Formula 1 teams. It also filtered down to enliven the top levels of national motorsport

By Marcus Pye, Special Contributor @autosport

40 JULY 27 2017 f the immortal Cosworth DFV engine’s pre- Formula 5000 Chevrolet stock-block power (in his case eminence on the Formula 1 World Championship stretched to 5.5 litres to obviate gearchanges), the ever- stage was fuelled by availability, the longevity of competitive Good was ready for one final push in ’73. Keith Duckworth’s V8 was down to continuous Good thus acquired two Cosworth DFVs, commissioning development. As 400bhp and 9000rpm in 1967 Martin Slater of Engineering to build him a bespoke grew to around 530bhp and 11,000rpm from short- hillclimb chassis, the MS4, based on the stroke derivatives in the early 1980s, each new cars in which Kiwi John Nicholson would win circuit titles series of engine rendered its predecessor obsolete. in 1973 and ’74. Slater shoehorned the second engine into As they filtered down the food chain, early DFVs the March 712 in which Good’s baronet chum thus found new homes in other arenas of motorsport. Sir Nicholas Williamson had won his second crown in ’72 Pecunious one-armed dairy executive David Good recognised with a two-litre Hart BDA engine. It re-emerged as the the light-and-compact DFV’s potential for speed hillclimbing, ‘Marlyn’, the combo winning on its RAC debut at Loton I Roy Lane’s March 771, where his ‘hobby career’ had started in the 1950s and he’d won Park, at Barbon’s blast in and Doune’s finale in seen here at Prescott the RAC British championship title in ’61, at the wheel of an . Second in the title race was a promising result. in 1979, at one point 1100cc Cooper-JAP vee-twin. Having pioneered the use of Good’s best finish, meanwhile, was second to the record- sported six wheels

JULY 27 2017 41 DFV AT 50/ UK MOTORSPORT

shattering Chris Cramer (2.0 March-BDA 723) at Great Auclum, a one-o 782-based 79S project – Alister was the only his local venue. I recall the day well. David finished seventh in national hillclimb champion powered by a Double Four Valve. the table, just behind Tony Griˆths in the other DFV-powered Cosworth’s influence on the hills was far from over though. challenger, the ex-Rolf Stommelen/Tim Schenken/Graham Hill Three times a British champion in four-cylinder Pilbeam-Harts, Brabham BT33/3 raced by Wilson Fittipaldi at Monaco the Martyn Griˆths added more in 1990 and ’91, saddling Max previous year. For 1974, the trio was joined by Geo Rollason Harvey’s nimble MP58, motivated by a fabulous 3.5-litre DFR in the ex-Carlos Reutemann Brabham BT37/2, but Sir Nick previously used by the Benetton F1 team. Veteran Lane, who was the solus winner, at Prescott. He finished fourth in the won his first rounds in ’69 with his own Tech-Craft standings, Good sixth in his swansong season. confection, went to a torquier four-litre long-stroke DFL Rising star Alister Douglas-Osborn moved the game to a new sportscar engine and returned to the top of the tree in ’92. level. Driving the Pilbeam-DFV R22 (MP22) evolved from an F2 David Grace (in Harvey’s DFR car) took the next two, before Brabham BT38 by former BRM F1 designer Mike Pilbeam, for bagged the ’95 title with 10 wins – a maximum Manny Cussins’s very professional Waring & Gillow furniture score – in an MP58-DFL. team, the swashbuckling Midlander won six rounds en route Thereafter, Judd V8 engines enjoyed their moment, but David to P2 in 1976 and the Cosworth V8’s first British Hillclimb Grace, piloting a Gould GR37, took Cosworth V8 power championship with another six in ’77. back to the top in 1998, ’99 and 2000. Gould drivers have won While ADO won 37 rounds in crowd-pleasing balls-out the title every year bar one subsequently, the majority with later style – scoring prolifically in Pilbeam chassis powered by Cosworth units developed by Nicholson-McLaren Engines, DFVs progressively stretched to 3.6 and ultimately 4.2 litres which started building DFVs in ’72 and powered Emerson Thundersports was a until 1984 – further titles eluded him. Indeed, despite bold Fittipaldi and James Hunt to F1 world championships in ’74 crowd-pleaser: Mike eorts by Roy Lane, who succeeded his double title-winning and ’76. On the flat, British Sprint titles fell to a number of Wilds’s Lola T286 at F5000 McRae-Chevrolet GM1 in a trio of Marches – the discipline stalwarts with DFV/DFL power. Brands Hatch in 1985 ex-Williamson 741, the briefly six-wheeled 771 2-4-0 and Circuits were, of course, a more natural habitat for the DFV family of engines, and again the pace of chassis development among the top teams meant that rolling chassis, especially for the less well-funded equipes, were usually sold at the end of the season, often to aid cash flow and fund the next design. This provided a ready supply of kit to relatively well-heeled individuals for Formule Libre (literally free formula or run- what-ya-brung) races or speed events fought against the clock. Some went through quite a number of chassis… Following the demise of Formula 5000, after a decent run, the “For three years Aurora provided a playground for a host of drivers”

Motor Circuit Developments (Brands Hatch Group)-promoted ShellSport Group 8 series of 1976-77 paved the way to the British F1/F2 championship. The vastly experienced won the Aurora-backed title, driving a McLaren M23 provided by Kent businessmen under the Melchester Racing banner. A brilliant third place in the extraordinary BRDC International Trophy race at Silverstone, behind Keke Rosberg (Theodore) and Emerson Fittipaldi (Fittipaldi F5A), rewarded TT’s mentors’ faith, although the F1 regulars scooped most of the prize pot! For three drama-laced years the Aurora championship provided a playground for a host of drivers either aspiring to F1 or struggling to qualify for world championship rounds, and a decent income for teams who could operate the DFV cars. Irishman David Kennedy (Wolf WR4 and WR6), Spaniard (Lotus 78/1) and Briton () slugged it out for the 1979 crown. Their fight went down to the finale at Silverstone, where ill-fated American won the battle in the works-run Surtees TS20+ and Keegan the war in controversial circumstances. The following season’s championship was not as strong at the sharp end, where, re-armed with a Williams FW07, de Villota – the Madrid banker who three years previously had won ShellSport rounds in the unique Lyncar he now owns again – claimed the title from Chilean team-mate Eliseo Salazar in a sister car, with five victories to three in a RAM Racing rout. Sponsorship guru (Arrows A1) and Jim Crawford, who wrung a two-litre F2-spec Chevron B45’s neck at Oulton Park to beat a slim DFV pack, were the other winners. Withering support, against the backdrop of an oil crisis- triggered recession, saw the colourful series discontinued for 1981, but the concept reappeared – albeit a shadow of its

42 JULY 27 2017 MASSEY

former self – in ’82 when Scotsman Crawford, a mechanic GT championship events (when Jeremy Lord graduated from Clockwise from top: who had kick-started his career driving team owner Steve a Lola T212 to a T280), the Super Saloon era of the mid-1970s Historic Formula 1 Choularton’s Formula Atlantic March indecently quickly (Colin Hawker’s magnificently prepared Ford Capri and DFVW), entertains at big in ’73, had no diculty in thrashing slim opposition in a and the BRSCC Open Series in which indefatigable Irishman events, like the Silverstone Classic; year-old Ensign, which doubled as a centre-seat Can-Am Alo Lawler often exercised his McLaren M30 following its Jeremy Lord’s BARC contender on the opposite side of the Atlantic. inauspicious F1 career. Sports GT Lola T280; The ‘Super Libre’ school of racing thrived for a while in These days fans look to historic racing for a DFV fix. Colin Hawker’s Thundersports, a later MCD initiative that from 1983-89 Originated (as Thoroughbred Grand Prix) in 1995, the FIA extraordinary embraced pretty much any two-seat prototype, from humble Masters Historic Formula 1 championship – and its younger Cosworth-powered Ford Pinto-powered cars with longer-range fuel North American o¡shoot – for three-litre cars of 1966-84 has ‘DFVW’ wowed in tanks to Group C/C2 bolides and full-blown late-model fulfilled the aspirations of resourceful competitors all over the Super Saloons; Gordon Smiley Can-Am monsters, via production-based GT cars. world, placing them on F1 World Championship support bills. (Surtees TS20) At its height Thundersports delighted spectators, even It has also sustained a cottage industry of car preparers and wins final round supporting F1 grands prix at Brands Hatch. While many races engine builders, such as Geo¡ Richardson and Nicholson of 1979 Aurora fell to circuit owner John Foulston and John Brindley in the McLaren, who have huge experience with the V8s, championship former’s mighty Lola-Chevrolet T530, a number of Cosworth restricted to 10,000rpm by the regulations. at Silverstone DFV and DFL-engined cars appeared, including the Lola Half a century after that victorious debut at Zandvoort, DFVs T280 run by Marsh Plant for (which caught fire can still be heard wailing through the streets of Monaco in spectacularly), the Giuseppe Risi/Ian Dawson-inspired GRID, alternate years and appear in the FIA Masters Historic the ex-Edwards/Villota Lola T610 and Martin Birrane’s Ford championship – which features an Ecurie Evergreen McLaren C100, which crashed through mechanical failure at Brands. M8 – and the Classic Endurance Racing arena promoted by While pickings were slim outside the main protagonists, Peter Auto in . These retrospectives celebrate period world Tim Lee-Davey and Australian Neil Crang won the 1985 championship and Interserie action, the latter seeing howling Oulton Park Gold Cup in TLD’s Tiga-DFL C284. Chevron, Lola and TOJ chassis from the mid-1970s running Cosworth DFV-engined cars also appeared in BARC Sports at the head of each field. Long may the music ring out.

JULY 27 2017 43 SILVERSTONE CLASSIC/PREVIEW

Stars and celebrations

The Silverstone Classic extravaganza takes place this weekend and there are plenty of potential highlights to anticipate

By Kevin Turner, Editor @KRT917

here’s something there for everyone have an improved weapon in the form of Aston Martin Project that attends. When you think 212, which replaces the DB4GT they’ve used previously. about it, it’s pretty special.” “It’s wonderful that Wolfgang is still prepared to race it,” As one of the world’s leading says Hadfield. “Project 212 is one of those cars that is historic racers and preparers, Simon greater than the sum of its parts.” Hadfield has competed (and won) Nevertheless, Hadfield and Friedrichs will have plenty at many major events. And the of opposition. As well as its phalanx of Jaguar E-types, the “ Silverstone Classic, which hosts Halusa family will bring its rapid GT ‘Breadvan’, more than 1000 entries for 22 and the AC Cobra of Patrick Blakeney-Edwards and races this weekend, is one of the highlights of his calendar. Martin Hunt is usually in the mix. One of the elements that helps the Classic stand out, comparedT to other meetings such as the Goodwood Revival, Super single-seaters is the broad range of machinery on track. From pre-war It’s fitting that, as the Cosworth DFV celebrates its 50th sportscars to Super Tourers, via Historic F1 and Group C, birthday, the FIA Masters Historic F1 field is a strong one. almost the whole history of the sport is represented. Last year’s dominator Nick Padmore (who will also drive a The track itself is also appealing, not only as the home of Nissan NPT90 in the Group C field) returns and is likely to the British Grand Prix. “Silverstone is one of the greatest tracks set the Williams pace, along with multiple historic race winner in the world,” adds Hadfield. “If you have something like a Michael Lyons. The Tyrrell challenge also looks formidable, three-litre F1 car, it’s a place you can really let it o† the reins. with 2015 Silverstone victor Martin Stretton (012), Katsu “The secret to it is not Copse, Stowe or Maggotts/Becketts, Kubota (012) and Andy Wolfe (011) all entered, while though they are great challenges. The lap time is made in Joaquin Folch-Rusinol saddles his Brabham BT49C. the tight corners – the Loop and Village. Once you know Also celebrating its half century is and a how to do those, keeping it neat and tidy, you can find predictably large field – 54 entries plus 12 reserves – will flock 1-1.5 seconds. It’s a circuit that rewards thought.” to . Among those likely to be competing in Hadfield and Wolfgang Friedrichs will be hoping that the leading swarm are Merlyn maestros Callum Grant, Sam approach can help them to a hat-trick of RAC Tourist Trophy Mitchell, Benn Tilley and Michael O’Brien. Also likely to be up wins for pre-1963 GT cars. Appalling weather and safety cars there are the Jomo of Benn Simms, Michael Mallock’s Mallock have helped the duo to success in the past, but this year they Mk9, the Jamuns of Will Nuthall and Richard Tarling, and TV

44 JULY 27 2017 Can Hadfield and Friedrichs triumph in 212?

presenter Ti‰ Needell in his Lotus 69F. Bill Cowing is also Richards will drive TIMETABLE entered in an unusual Ginetta G18. stunning BMW (top), Qualifying takes place on Friday July 28 It’ll be interesting to see whether the Kent-engined machines while Formula Ford can topple the Formula Juniors from their usual position as returns for the first Saturday July 29 time since 2013 provider of the closest contest of the weekend. 0900-0920 Historic race one 0940-1000 Formula Ford 50 race one Tin-top legends invariably attracts a fine field to the Classic and 1020-1110 Trophy (pre-1961 sportscars) this year is no exception. Although usual front man James Dodd 1130-1220 John Fitzpatrick Trophy (for Under 2 Litre Touring Cars) () will be tough to beat, a number of star names 1240-1320 Kidston Trophy (for pre-war sportscars) should be battling behind. New Zealand legend Jim Richards won the 1985 Australian 1340-1400 Historic Formula Junior race two Touring Car Championship in a BMW 635CSi and will race 1405-1420 World GP bike legends demo the JPS-liveried machine at Silverstone. He will be joined by 1420-1426 Williams FW14B high-speed demo 1985 European Touring Car Champion and versatile Welshman Karl Jones in Ford RS500s. 1520-1540 FIA Masters Historic F1 race one The U2TC field is packed, with Ford Lotus Cortina aces 1640-1700 Maserati Trophy (for pre-1966 GP cars) race one Richard Meaden/Wolfe and likely to be up near the 1720-1740 Super Touring Trophy race one sharp end. Also worth watching are historic ace Chris Ward, 1840-1900 Celebrity Challenge Trophy race one teaming up with Jones in a Cortina, and Andy Middlehurst, sharing both a (with son Chris) and Cortina (with Kubota). 1920-2010 International Trophy (for pre-1966 GTs) 2030-2100 Group C race one Celebrities and demos Demonstrations have increasingly become part of the Classic in Sunday July 30 recent years. This time around, high-speed runs by the 1992 F1 0900-0920 Formula Ford 50 race two world championship-winning FW14B (in the hands of German race winner Nick Yelloly) will help 0940-1030 RAC Tourist Trophy (for pre-1963 GTs) celebrate 40 years of the famous British team. Another 1030-1036 Williams FW14B high-speed demo anniversary – the Jaguar XJ220’s 25th – will be marked by 1050-1140 RAC Woodcote Trophy (for pre-1956 sportscars) a special gathering, including four TWR racing examples. Star names from outside motorsport will be part of the 1240-1300 FIA Masters Historic F1 race two Celebrity Challenge Trophy for Austin A30/A35s on Saturday 1320-1340 Celebrity Challenge Trophy race two evening. The line-up features no fewer than five gold medal- 1400-1440 Jaguar Classic Challenge winning athletes: cyclist Jason Kenny, skeleton racer Amy Williams and rowers Jonny Searle, Greg Searle and Mark Hunter. 1500-1550 FIA Masters Historic Sports Cars Famous musicians Howard Donald (from Take That) and 1610-1630 Maserati Trophy (for pre-1966 GP cars) race two AC/DC’s Brian Johnson also join the fray. 1650-1720 Group C race two With plenty of attractions o‰-track as well, the challenge will be to catch all of the highlights. 1740-1800 Super Touring Trophy race two

JULY 27 2017 45 NASCAR

l ELMS

l IMSA

l

Rast kept Rockenfeller at bay by 0.7s for his second win of 2017 SUPER GT SUPER

l Rookie Rast rockets into title fight DTM his heavy accident. The 33-year-old MOSCOW R ACEWAY (RUS) shadowed Rast for much of race one but only JULY 22-23 after incurring a warning at the very start of ROUND 5/9 the 38-lap event, when his robust defence into the left-hand final corner took BMW’s SINCE MOSCOW RACEWAY WAS ADDED TO out of contention. the DTM calendar in 2013, all three of the series’ Behind the leading Audi pair, there were lots manufacturers have enjoyed sporadic success at of twists and turns in the scrap for third place, the Russian venue. Mercedes, BMW and Audi with Mercedes’ top runner have all won races but none of them has mounting an unlikely challenge from 11th on managed to score back-to-back wins. the grid, in the heaviest car. He eventually had This remains true after the most recent visit, to settle for fourth after being overtaken by yet Audi – its car made lightest on the grid Wittmann late on. last weekend thanks to performance-weight On Sunday, another qualifying pacesetter adjustments – came up just 0.376 seconds short was denied pole. This time it was Tom of a sweep, significantly bolstering the Ingolstadt Blomqvist who was disqualified, for having marque’s title hopes in the process. insu—cient fuel in his BMW. But aside from Each of the round’s two qualifying sessions that aspect, the second race of the weekend were topped by , but reigning champion was nothing at all like the first. ’s grid penalty, carried over Mercedes’ DTM returnee Maro Engel started from Norisring where he had picked up a third last but one on the grid and gambled by taking reprimand of the season, handed Audi’s Rene his mandatory stop at the end of the first lap, Rast a third pole of what is eŽectively his along with Wittmann, Blomqvist and Loic Duval. rookie campaign in the series. By lap six, that strategy had been completely FRENAULT EUROCUP FRENAULT

Rast, dubbed “clearly the best qualifier in vindicated by a , with all cars ahead of

l the whole field” by Audi boss Dieter Gass, then the quartet yet to stop. The interruption was duly converted that first-place starting spot into caused by Maxime Martin, who ended up victory in a rather straightforward Saturday race, in the barriers with his brakes on fire. and took the points lead as a result. Most of the rest of the pack did come in soon A one-two for Audi was completed by Mike after the race resumed, but Audi’s Nico Muller Rockenfeller, who was moving about the stayed out until there were just three laps

DTM paddock on crutches outside of the car after remaining. While he kept the four early stoppers RACE CENTRE

46 JULY 27 2017 Rookie Rast rockets into title fight title into rockets Rast Rookie 2 Rast 112;3Auer 99;4Green 87;5Martin78;6Rockenfeller 73. 9 Wickens; 10Edoardo Mortara (Mercedes). Points 4 Rast; 5Green; 6Wittmann; 7Tom Blomqvist (BMW);8Auer; 36 lapsin56m41.087s;2Ekstrom +0.376s;3BrunoSpengler(BMW); 9 JamieGreen (Audi); 10Maro Engel (Mercedes). Race 2 (Mercedes); PaŒett 7Gary (Mercedes); 8Mattias Ekstrom (Audi); Wickens (Mercedes C63);5TimoGlock(BMW);6Lucas Auer Rockenfeller (Audi) +0.770s;3Marco Wittmann (BMWM4);4Robert Race 1Rene Rast (AudiRS5) 38lapsin57m50.085s;2Mike RESULTS VALENTIN KHOROUNZHIY 2013 are lookinggood indeed. chances to score its first drivers’ title since he haslost ground nonetheless andAudi’s in bothraces withasixthandaneighth, but picked upvaluable damage-limitation points closest challenger, Mercedes manLucas Auer, with Rast now just onepointbehind. Their Ekstrom returned to thetop ofthestandings, Ekstrom andBMW’s BrunoSpengler. the chequered flagjust ahead ofacharging Muller came into thepits andeventually took about. Hehadovertaken Wittmann, waited until but there was little forhimto befrustrated his part, alsofelthewas heldupby Muller, vehemently denied by theaccused. Engel, for Audi andMuller “destroyed” hisrace, acharge team-mate Mattias Ekstrom, was catching up. at bay, therest ofthepack, headed by Muller’s Despite missing outonthewininrace two, Wittmann, who endedupoƒthepodium, said 1 Ekstrom 113; 1 Engel 1 Engel

DTM Kovalainen on top and Hirate points lead points Fenestraz vaults to to vaults between two mid-event safety cars. when they missed therighttimeto pit But co-driver Takuya Izawa dropped down Honda ledmuchofthefirst halfoftherace. and NaokiYamamoto’s Team Kunimitsu facing di¦cultchoices over starting tyres, Tomoki NojiriclinchingpoleforARTA. but Honda’s NSX dominated qualifyingwith Nissan ofSatoshi Motoyama. thrilling final-lapfightwiththeMOLA Le MansLexus after Hirate survived a their first victory of2017 intheirTeam Kovalainen andKohei Hirate scored REIGNING CHAMPIONS HEIKKI ROUND 4/8 ROUND JULY 23 (J) SUGO GT SUPER final five minutes ashisTech 1Racingcar throughout, buthisadvantage was cutinthe finisher –at theexit oftheuphillTurn1. Defourny –theeventual third-place after taking thelead from polesitter Max who took hisfirst wininthecategory collided inthefirst event. andWill Palmer from thetwo races, while histitle rivals lead after taking onesecond andavictory Ring withacomfortable championship SACHA FENESTRAZ LEFT THEREDBULL 7/10 ROUND JULY 22-23 (A) RING BULL RED EUROCUP Kovalainen, who hadstarted seventh, On race day, dampweather lefttheteams It was thefourthsuccessive winforLexus, The 2016BritishFormula 4champion led That race was won by MaxFewtrell, podiums to pickuptwo the onlydriver Fenestraz was

Hiroaki Ishiura 30;6Kazuki Nakajima 30. Rossiter 36;4Hirate/Kovalainen 35;5Yuji Tachikawa/ Oshima 41;2NickCassidy/Ryo Hirakawa 37;3James Mutoh/Daisuke Nakajima (Honda).Points 5 Tomoki Nojiri/Takashi Kobayashi (HondaNSX-GT); 6Hideki (Lexus); 4Tsugio Matsuda/Ronnie Quintarelli (Nissan); (Nissan GT-R) +1.022s;3Kazuya Oshima/ 2h09m13.878s; 2Satoshi Motoyama/Katsumasa Chiyo 1 HeikkiKovalainen/Kohei Hirate (Lexus LC 500)81lapsin RESULTS JIR Caldarelli took third andthepoints lead. Lexus pair Kazuya OshimaandAndrea on to winby just over asecond, asTOM’S track intheclosingcorners. ButHirate held final lap, they touched after runningoƒthe Motoyama and, when itrained again onthe to slicks just before thesecond safety car. Hirate moving into thelead after switching made uppositionsinthewet first stint, and isnow 27 points behindFenestraz. with Aubry completing thepodium. Gabriel Aubry andDefourny early on, safety-car interruptions withouttrouble. his third winof theseason, surviving two R-ace GPteam-mate Shwartzman sixth. hill to Turn3, eventually finishing 12th, with swallowed upby thepack ontherunup front-wing damage intheincidentandwas Arden’s DanTicktum. Palmer sustained as they went through Turn1closebehind contact withtheback ofShwartzman’s car Palmer, who hadbeenrunningfourth, made who could notfindaway by. Kaufmann RacingmachineofFenestraz, came underpressure from theJosef 208; 3Palmer 153;5Defourny 150;6Ticktum 206;4Aubry 112. Ticktum; 6Randle. Points 26m38.672s; 2WillPalmer 4Fewtrell; +1.214s;3Aubry; 5Dan 6Robert Shwartzman.Aubry; Race 2 Fenestraz +0.463s;3MaxDefourny; 4Tom Randle; 5Gabriel Race 1 RESULTS Hirate came underlate pressure from Shwartzman finishedninthinrace two Palmer finishedsecond after passing In race two, Fenestraz converted poleinto On thefourthlapof25-minute race, O TAKAHA 1 MaxFewtrell 18lapsin27m04.761s;2Sacha SHI 1 Fenestraz 235;2Shwartzman JULY2017 27 1 Fenestraz 16lapsin 1 Caldarelli/

47

GREGORY LENORMAND / DPPI RACE CENTRE/REPORTS

The Pilet/Werner Porsche moved into first place at the pitstops

Porsche scores first win for new 911 IMSA SPORTSCAR extending his lead over team-mate have required just a single caution to LIME ROCK (USA) Werner to almost four seconds before take advantage of its bold strategy, but, JULY 22 the margin shrank as the leaders worked surprisingly, none was forthcoming. ROUND 8/12 their way through GTD tra›c. The two-stopping were Westbrook settled into fourth during untroubled out in front – after the Jan AFTER COMING CLOSE TO WINNING the early stages, behind the BMW M6 Magnussen/Antonio Garcia Corvette led on several occasions – on both sides of GTLM of John Edwards, although it for a while, by virtue of a long middle the Atlantic Ocean – the new-for-2017 was immediately apparent to trackside stint – and ended up 14.5s apart. ‘mid-engined’ Porsche 911 RSR finally observers that the frugal Briton was Briscoe held third until stopping for broke its duck on Saturday in a typically on a fuel-saving mission, lifting ož the a splash of fuel with just five minutes hotly contested, all-green-flag, GT-only throttle far in advance of the braking remaining, whereupon the focus for the IMSA race at the short but demanding area for the first corner, Big Bend. final podium spot switched to Martin in rural Connecticut. Bruni made just one mistake, but it Tomczyk (BMW), who just managed and piloted was costly, since his car’s radiators filled to keep a charging Garcia at bay. the winning car, while team-mates with grass during an ož-course excursion Porsche also led the way in GTD. (who snared the pole that forced him to pit after 57 laps. An impressive first stint from Patrick on just his third start for the German Werner stayed out for two more laps Lindsey set the stage for a hard-earned marque since jumping ship from Ferrari) before handing over to Pilet, who took victory for himself and Jorg Bergmeister, and underscored the advantage of a significantly faster stop who fought ož the attentions of Bryan car’s potency by finishing second. to emerge ahead of Vanthoor. Edwards Sellers (sharing the Paul Miller Racing Tasked with qualifying duties for the led for 10 laps before taking on service, with polesitter Madison first time, Bruni set the bar high during leaving Westbrook out in front until Snow) and , who made a an intense 15-minute session. The top lap 87 – almost exactly half-distance welcome return to IMSA alongside six cars all eclipsed the lap record, and – when he stopped for fuel, tyres and Canadian Daniel Morad. the Italian veteran edged Richard a change to . Was it JEREMY SHAW Westbrook’s Ford GT by 0.136 seconds. conceivable that the Australian could Lindsey and Bruni set a demanding pace from go the distance on just one stop? Bergmeister made RESULTS the start of the 160-minute race too, No, as it turned out. The car would it a Porsche double 1 Dirk Werner/Patrick Pilet (Porsche 911 RSR) 181 laps in 2h40m18.956s; 2 Gianmaria Bruni/Laurens Vanthoor (Porsche) +14.500s; 3 John Edwards/Martin Tomczyk (BMW M6 GTLM); 4 /Antonio Garcia ( C7.R); 5 / Ryan Briscoe (Ford GT); 6 /Alexander Sims (BMW). GTD 1 Patrick Lindsey/Jorg Bergmeister (Porsche 911 GT3-R); 2 / (Lamborghini Huracan GT3); 3 Patrick Long/Daniel Morad (Porsche). Points GTLM 1 Magnussen/Garcia 211; 2 Auberlen/Sims 204; 3 Dirk Muller/ 196; 4 Westbrook/Briscoe 195; 5 Pilet/Werner 194; 6 Vanthoor 183. GTD 1 / 228; 2 Ben Keating/ 211; 3 / 206.

48 JULY 27 2017 Kahne wins delayed Indy crashfest Indy delayed wins Kahne United Autosports beats G-Drive beats Autosports United EBREY/ ELMS NASCAR CupSeries race winand ensuing caution clinchedhis18th wreck erupted behind him, the and, when anothermulti-car the second periodofovertime Motor Speedway last Sunday. disrupted race at theIndianapolis darkness setinfollowing aheavily returned to Victory Laneas win drought, FOLLOWING ATHREE-YEAR after thethird round ofstops, but to closeinonandpass Will Owen Minassian (inforRojas) managed places again when Nicolas to MemoRojas. Thecars swapped lead when Roussel handedover stint, thentheLigiertook the polesitting intheopening de Sadeleertracked LeoRoussel’s got thebetter of G-Drive Racing. season opener, United Autosports In arepeat oftheSilverstone ROUND ROUND 3/6 JULY 23 (A) RING BULL SERIES RED MANS LE EUROPEAN ROUND ROUND 20/36 JULY 23 (USA) NASCAR CUP Kahne regained thelead during Starting third, United’s Hugo

which finally sealed thevictory. had reached theovertime line, Hendrick Motorsports Chevrolet caution until after Kahne’s o¡cials elected notto throw the place behindthembutNASCAR exited Turn2, thefinalcrash took the lead through Turn1. Asthey under to take overtime segment, Kahnedove its near six-hour total duration. rain, andhad three red flags over delay ofnearly two hours dueto his first Brickyard 400 triumph. JAMES NEWBOLD aboard theirSpiritofRace Ferrari. took afirst GTE winoftheyear Aaron Scott andDuncan Cameron despite alate . Matt Gri¡n, Davide Uboldi inherited thewin, victory. Giorgio Mondiniand for John Falb cost UA adouble in theirGra” ORECA. Guibbert completed thepodium Trouillet, Paul Petit andEnzo ahead at thefinalstop. Eric Roussel’s advantage andjumped the Portuguese chippedaway at United car hewould notbedenied. once FilipeAlbuquerque got inthe Keselowski therefore came At thestart ofthesecond The race featured 14cautions, a In LMP3, apost-race penalty With 65minutes remaining, first victory since It was Kahne’s Atlanta 2014

time leader . incident alsoeliminated long- at Turn1. Theensuingfiery 111 lapmark when helost control crashed outat the167-lap race’s when things go ourway.” “It shows peoplewhat we can do get to Victory Lane,” Kahnesaid. Childress Chevy. “It was good to Ford, followed by Ryan Newman’s home second inhisTeam Penske 1 Hankey/Thiim/Yoluc 59;2Smith/Fannin 53. Francois Heriau/Jean-Baptiste Lahaye 45.GTE 1 2 Owen/Albuquerque/de Sadeleer58.LMP3 Martin Vantage). P 3 NickiThiim/EuanHankey/Salih Yoluc (Aston Cocker//Rob Smith(Ferrari); Cameron/Matt GriŒin(Ferrari 488GTE); 2Jonny Ricci (Ligier).GTE 3 Alexandre Cougnaud/Antoine Jung/Romano JSP3); 2Sean Rayhall/John Falb (Ligier); LMP3 1Giorgio Mondini/DavideUboldi(Ligier Trouillet/Paul Petit/Enzo Guibbert(ORECA). (ORECA07)+4.554s;3Eric 4h00m57.876s; 2Leo Roussel// Albuquerque (LigierJSP217)169lapsin 588; 16Kenseth 566. 673; 14JamieMcMurray 599;15ChaseElliott 383/1; 12Austin Dillon379/1;13Kyle Busch 462/1;11Kahne Busch 463/1;10Newman Hamlin 612/1;8Ryan 516/1;9Kurt Blaney Stenhouse 683/1;7Denny Jr443/2;6Harvick Larson 732/2;4Keselowski 601/2;5Ricky 3 wins;2JimmieJohnson564/3;Kyle Playo qualifying 10AJAllmendingerBuescher (Chevy); (Chevy). (Toyota); 8Matt DiBenedetto (Ford); 9Chris (Ford); 6 Kevin 7DanielSuarez Harvick (Ford); 5Matt Kenseth (); 3 Ryan Logano 4Joey (Chevy); Newman 3h39m00s; 2Brad Keselowski (); 1 Hugo deSadeleer/Will Owen/Filipe RESULTS 1 Kasey Kahne(Chevrolet SS) 167lapsin RESULTS JIM UTTER

Falb/Rayhall 45;2Matthieu Lahaye/ Playo” leader MartinTruex Jr 1 Aaron Scott/Duncan 1Aaron oints 1 MartinTruex Jr780/ 1 Rojas/Roussel 62;

IN BRIEF Ritomo Miyata 20 points adrift. standings, withreigning champion on Sunday. Sasahara leads the started behindthesafety car, in thewet second race, whichwas protege Otaki took his maidenwin Saturday, whilefellow Honda conditionsthe season on indry Sasahara scored histhird winof took place at Sugo last weekend. round ofthe2017season, which shared thewinsacross thefourth Ukyo Sasahara and Takuya Otaki JAPANESE Schmidt andChristopher Haase. triumphed ahead ofJeffrey the reigning serieschampions, Phillippi andChristopher Mies, scored aone-two asConnorde two, theLandMotorsport second winoftheseason. Inrace the Callaway Corvette team its leader) JulesGounon,whichgave team-mate (andcurrent points inracevictory onealongside his home winat Zandvoort with Renger van derZande claimeda ADAC GT MASTERS their Lamborghini Huracan. Fabio Babiniwon from polein In GT3 EmanueleBusnelliand to score theirsecond winof2017. encounter, andthepair heldon second lapofthe76-lap Fontes to take thelead onthe the polesitting LigierofAlvaro Bull Ring.Glorieuxmoved past Noble andTony Wellsat theRed with a13-second winover Colin Glorieux extended theirtitlelead Norma drivers Alex Toril andJean CUPMICHELIN LEMANS start to finishfor hisvictory. one. Casagrande alsoledfrom advantage of21points –inrace left theweekend withanincreased series leader DanielSerra –who completed alights-to-flag winover first serieswininrace two. Fraga Gabriel Casagrande claimedhis double-header mainrace, while of theseason intheCurvelo Felipe Fraga scored afirst victory STOCK CARS BRAZILIAN Sadler fourth andColeCuster fifth. LoganoJoey finishedthird, with with 16ofthe100lapsremaining. time after passing Byron took thelead for thefinal have come inthepast five races. Byron’s third oftheseason, andall Motor Speedway. The winis Saturday’s race at Indianapolis series veteran to win William Byron duelledwith NASCAR JULY2017 27 49 IGNITION FESTIVAL OF MOTORING

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Visit www.schroth.com/racing to learn more about our products. NEW FIA Standard 8853-2016 XLT Follow us on Facebook available right now CARBON www.facebook.com/schrothracing CLUB AUTOSPORT NATIONAL RACING l HISTORICS l HILLCLIMB l TRACK TESTS l FEATURES

Priaulx and his JHR team won the appeal ALL PICS: EBREY/LAT PICS: ALL

GINETTA JUNIOR Priaulx reinstated as Ginetta leader SEB PRIAULX HAS RECLAIMED steps are thereafter taken to ensure that the Ginetta Junior points lead after a the relevant logs and records as to work successful appeal against his exclusion undertaken and seals applied and removed from the Thruxton races in May. on these engines are conscientiously Priaulx was one of three JHR recorded and maintained”. Developments drivers to be excluded The court decision promotes Priaulx after the Thruxton event for engine from sixth in the standings to the top irregularities. As well as losing points – 16 points clear of team-mate Tom Gamble. from the Hampshire weekend, Priaulx, Despite the uncertainty, Priaulx won Harry Dyson and Matt Lu‰ were four of the five races after the exclusion. also deducted points equivalent He believes that reconciling himself to to two race wins. the penalty, and pushing on regardless, But the MSA National Court engines were given from 2017, and Since the exclusion, was the catalyst for the success. determined on appeal that JHR had mentions of previous seal changes did Priaulx has won four “You have got to keep believing and not broken any rules. All drivers will not specify which seals these were. out of five races it really helped me – it made me more receive their points back and the appeal Ginetta bulletins confirmed that determined,” Priaulx said. “It was hard, fee will be reimbursed. Priaulx’s engine had been examined I found you have got to really focus on The Ginetta technical report alleged during the course of the season – which what’s ahead of you and put the past that “material had been removed from would involve the seals being removed. behind you. You can’t let it linger around the cylinder heads of all three engines” Chair of the MSA panel Guy Spollon or you would be at the back of the grid.” and that a seal on the cam covers “was said in his report: “The National Court Priaulx’s father, three-time World not as it should be”. has no hesitation in allowing each Touring Car champion Andy, added: “It But the court ruled the evidence one of these three appeals, not least seemed very strange from the beginning. presented by the technical eligibility because of the totally inadequate I’m happy for Seb, and what really scrutineer was “woefully inadequate and documentation in these matters.” impressed me was the way he handled late”. No log details from any of the three Spollon recommended “appropriate the pressure. He went to another level.”

JULY 27 2017 61 Lines looks for VW Cup TCR tie-in Lines for looks VW 62 to step into thenew-for-2018 contest. Lines iskeen to addanotherto hisstable Leon TCR car inBritcar thisseason, and fields aFord Focus, would remain una“ected. Touring CarChampionshipteam, which movers oftheUKversion. HesaidhisBritish he hadalready beenintouch withtheprime positioned asafeedercategory to TCR, and he thoughttheVWCupwas perfectly when itbegins next season. series withthenew TCR UKChampionship Volkswagen STEWART LINES, THEBOSS OFTHE VW CUP/TCR elements from theFT5000andS5000to create asingle‘5000-style’ car”. V8Supercar driversGarthTander (picture 1),Lee HoldsworthandAlexDavisonhavetested theSuper5000car. The twosidesare nowworkingtogether to haveasingleV8-powered category upandrunningfor next season. According to astatement, theidea isto “incorporate beneficialtechnical its Super5000concept inJune(picture 4),sparking controversy givenits likeness to theprivately runFormula Thunder5000concept that was already intheworks(pictures 2and3). FORMULA 5000Thebitter feud over thecreation ofamodernFormula 5000category inAustralia isoverafter thetwocompeting seriesagreed to joinforces. Supercars announced CLUBAUTOSPORT /NEWS Maximum Motorsport hasfieldedaSEAT Maximum Motorsport boss Lines said

1 JULY2017 27 Racing Cup, wants to alignhis

season, starting at Snetterton thisweekend. Car Championshipfortheremainder ofthe is just anatural fit.” of theVWCuponTCR race day bill a very accessible series andacombination and runatwo-car team there. Itseemslike progression through to that aswell. our BTCC armtoo, sothere could beanatural to graduate from theVWCup. We willkeep perfect stepping stone fordrivers who want budget forTCR, itseemslike itwillbethe appeal,” saidLines. “And, withtheprojected Lines will return to theBritishTouring “We willlookto buy anotherTCR car “The cars are great, andTCR hasalotof 4 2

EBREY/LAT Citroen return Citroen Dalton starsin two outingsover theweekend. a‹er taking andninthfrom seventh his be agood idea to have ago inone,” hesaid, race at Spa later intheyear, sothoughtit would the Citroen C1Cup gridat Pembrey. champion DeclanMcDonnellalsojoined the bridesmaid,” saidDalton Sr. championships. Heusuallyendsupas championship in2008. the BRDCStars ofTomorrow MiniMax ladder. Dalton Jrfinishedasrunner-up in helping hisson,Jake, riseupthemotorsport race. inthetwo-hour victory he, Louis Tyson andPeter Rundleclaimed returned to thecockpit at Pembrey where 2CVseventh 24Hours winin2007at Snetterton, the Citroen C1Challenge. a decade away duringanappearance in won onhisreturn to racing a‹er more than MULTIPLE 2CV CHAMPIONRICHARDDALTON C1 CHALLENGE “I ambuildingmyown car for the24-hour Former multipleMightyMiniandLocost “He’s won alot ofraces, butno Dalton hasspentthepast few years Dalton, whohunguphishelmet a‹er his 3

Golden celebrations set for Oulton for set celebrations Golden instead in Seniors race to Juniors Clio UK CLIO CUP JUNIOR performance by a1600cc car, while the special award will bepresented forthebest for thefirst timeinadecade. A cars from 1967 to 1978 willreturn to Park GoldCup(August 26-28). category willbemarked duringtheOulton FIFTY YEARS OFTHE1600cc Junior, butwhen thiswas postponed and series at theRockinghamround inAugust. both join theBritishTouring Carsupport one-time Ginetta Juniorracer ZakFulk will the seniorseries instead. compete inthefinal three meetings of of RenaultUKClioCupJuniorwillnow signed upto contest theinaugural season TWO OFTHEDRIVERS WHOINITIALLY The 1600cc andlater two-litre Formula 2 Both drivers hadplannedto race inClio Fiesta Juniorrunner-up Bradley Burnsand and NikiLauda Ronnie Peterson James Hunt, Championship ‘reset’ for Cammish winning themost recent round placed DinoZamparelli a‰ er is 36points ahead ofthird- lead over CharlieEastwood and weekend’s races at Snetterton. battle willbereset a‰ er this thechampionship believes points leader DanCammish PORSCHE CARRERA CUP GB CARRERA CUP 1600cc Cammish holds a 23-point Cammish holdsa23-point FORMULA 2 FORMULA 2 a good runinto thefinish.” I thinkit’s going to bequite he said.“From mymaths, resetting thechampionship,” round ofthePorsche Supercup. of theclashingHungarian miss theNorfolk races because at Le Manslast month,butwill Zamparelli claimedthat, “It willpractically be like future Formula 1stars. (all inMarches) to crown apodiumof Peterson beat NikiLaudaandJames Hunt Park was inSeptember 1972 when Ronnie the style ofthefamous GoldCup. races willbepresented withatrophy in overall aggregate winneracross thetwo then more aboutnext season.” about getting experience ontrack and we mightaswell just go anddoit. It’s just [the series organisers] cancelled it. the Juniors. We got thecar andthenthey team –said: “We were planningondoing to switch to theseniorcategory instead. with aSeptember start date, they elected then reduced from sixto fourmeetings The final periodrace forF2at Oulton “I wanted to doCliosanyway, soIthought Burns –who willdrive fortheJamsport incorrect camber].” disqualification [for running issue at Donington Park witha come back because we hadan “which gives meachance to it anydi–erently. title battle, hewon’t approach an important weekend inthe despite knowing thiswould be “Dan ismissingit,” hesaid,

Senior ClioCup Burns andFulk will contest

EBREY will beavailable to download from July31. 2016 whileMonger was at theteam inF4.Thesong drove for JHRDevelopments inGinetta Juniorin Formula 4driver. Musicstudent Cameron Roberts tune to raise to money support theinjured British special version ofSkySports F1’s ‘Just Drive’ theme A former team-mate ofBillyMonger hascreated a MONGER PAL ‘JUST DRIVES’ DONATIONS all-comers andtheWalter Hayes Trophy meeting. eligible for historic Formula 2butcould appear in shakedown runlast week at Blyton Park. Thecar isn’t years andfinallycompleted arebuild intimefor a Harrison hasowned thecar for around seven Walsh last weekend. Monoposto andF3Cup racer TG280 Formula 2car for thefirst timeat Shelsley Mark Harrisonran hisex-Derek Toleman Warwick HARRISON DEBUTS EX-WARWICK TOLEMAN racing onmyhomecircuit.” happens,” saidWitt. “I’m really lookingforward to want to“We challenge at thefront andwe’ll seewhat ContinentalBentley GT3 hesteered to last year’s title. at Oulton Park thisweekend. Witt willdrive thesame Witt willreturn to thechampionshipfor thenext round Reigning GTO andoverall GT Cup championJordan WITT BACK TO GT CUP AT OULTON PARK Sennan FieldingandStuart Middleton are past winners. at Blyton Park to decidethewinneronOctober 23-25. – whichcosts £392–willtake part inassessmentdays funded drive intheseriesnext season. Thosewhoapply drivers sofar have appliedto berewarded withafully The Ginetta Juniorscholarship ishalffullfor 2017.Thirty JUNIOR SCHOLARSHIP FILLINGFOR ’18 help youngsters withbrain injuries. spectators generously emptied theirpockets to races at Croft. Fellow competitors, officialsand after Saturday’s CSCC SpecialSaloons&Modsports The Children’s Trust charityby havinghisback waxed Ford Angliaracer NeilDuke raised thesumof£1000for WAX ON,WAX OFF FOR CHARITY WALKER LAWRENCE IN BRIEF JULY2017 27 63 Star entry for Formula for Vee Fest Star entry Winning debut for Southcott’s Midget FORMULA VEE SPECIAL SALOONS & MODSPORTS Johnston’s 2004design,in atNorthern Classicevent Cro‰. oflasteve weekend’s CSCC in testing last Friday onthe wheel inanger for thefirst time contender, whichturneda Special Saloons&Modsports Southcott’s MGMidget new a dream debutfor Andy and thelaprecord capped POLE POSITION,ARACE WIN 64 two qualifyingsessions followed by three heats, in GP circuit, sowe’ve beenquite fortunate.” it beingthe50thanniversary interest isquite high. more thanwe would normally get at Cadwell, butwith competitions manager at the750 Motor Club. “It’s recent drivers willtake part,” saidGiles Groombridge, producers of Vee chassis. ran cars, andKevin Sheane, oneofthelargest Also racing are Andy Storer, thehistoric racer who Daniel Handsandcurrent points leader BenMiloudi. Formula Vee 50thFestival includeformertitle winner to celebrate 50years since theseries started intheUK. Formula Vee willcompete at Cadwell Park thisweekend NAMES PAST ANDPRESENT FROM THEWORLD OF CLUBAUTOSPORT /NEWS An evolution ofMikeAn evolution For thisweekend’s action, thefieldwillbesplitinto “We had32 at Anglesey and32 at theBrands Hatch “We have 40 entries foritandmany current and Drivers who willtake part inthenon-championship JONES JULY2017 27

benefits. nose bringsdrag and longer, lower, Lenham-style predecessor’s. aresult the As gearbox aninchlower thanits engine andElite sequential its two-litre 295bhpVauxhall suspended machinecarries pushrod/rocker front- won Saturday’s race, the which Southcott’s sonChris “The onlythingMidget

to priorcommitments at theSilverstone Classic. Needell, butneitherwere ableto attend theevent owing had raced intheseries, includingIanFluxandTi› people come inforjust oneseason.” that keeps people involved. You get many don’t are pretty quick, withvery closeracing andIthink repair when damaged, aswell ascheap overall. They spaceframes they became more di—cultto maintain. “But asracing cars evolved andswitched away from and take onforanamateur,” addedGroombridge. number willmake itthrough to thegrand final. will beheldonSunday where morning, aselected which allcompetitors willtake part intwo. Arepechage race meeting next weekend. thrill onlookers at Kirkistown’s heading across theIrishsea to for personal use. and alow-line Vauxhall Tigra all-conquering Sunbean Tiger built WilliamSmallridge’s engineer Johnston, whoalso Northern Ireland-based grinned renowned Banbridge, about itisthetail lights,” The 750MC hadhopedto attract otherdrivers who “The Formula Vee chassis are rugged andeasy to “Fundamentally thecars are simple, easy to maintain Both Southcott Midgets are P72 FORMULA VEE TRACK TEST

MAWPSPORT Miloudi isoneof many Formula Vee’s 50th drivers celebrating HARRIS WALSH AT SHELSLEY DOUBLES UP at thetop ofthehill. he races regularly. Helives 18 Formula Junior, which complement Durling’s Lotus from 1961.Thecar will a recently acquired Lotus 7 chose theweekend to run his runsupthehill. beaten onlyby Harrison he rallied inperiod.Hewas Mitsubishi Lancer WRC04 drivingthe a highlight, Kristian Sohlberg provided World Rally Carperiods. the Group Aandearly demonstration runs. Bluebird car conducting with areplica ofhisNapier Campbell was celebrated record breaker Donald of weeks ago,” saidHarris. celebrate being60acouple “That’s not abad way to opening runof29.53s. 30-second markwithan only driver to break the in whichhewas the Sunday’s competition, B25 single-seater for Formula Atlantic Chevron sports-racer. best inhisChevron B19 on Saturday witha31.43s venue, set theoverall pace celebrated Worcestershire lives three milesfrom the atevent Walsh. Shelsley weekend’s ClassicNostalgia two di–erent cars inlast brace offastest timesin KEITH HARRISTOOK A CLA Local SimonDurling alsomarkedThe event The life oflandspeed He thenswitched to his The local ace, who SSIC NO STA LG IA was a joy for ajoy was AT WEEKEND CROFT LAST GARAGES PIT PERUSING THE Taylor of Swish Anglia fame, another indefatigable enthusiast. indefatigable another fame, Taylor Anglia of Swish byGerry power). joined was he turbo Sunday On YB Cosworth ferocious with last the Skodas, and Esprit Lotus motivation, DAF 55 Volvo –laterrebranded V8 shell two-litre BDX –with Tony potent Ford the races in Hazlewood-originated Escort, Tony driver of (veteran Sugden period car of hundreds safety GT-inspired traditional. ’80s Donington early than di“ attracting is series more & Modsports some erent cars, Saloons Special swashbuckling The style. time-honoured in compete bolides diverse onwhich stage the providing years, for several of thought schools both have embraced Smitheram technology. current incorporating built, abygone era arejuvenated or freshly from relic whether – individual something with comparison in zero soul has however, is, box genre the tin fully-caged 200bhp a modern as strong competent and quick, As for relative peanuts. saloon e“ one-make high-performance outmoded to buy an ective bounds. no competitors knew of impecunious ingenuity and imagination the when to back me my took youth vista –the engineered beautifully –some machines extraordinary with Packed elsewhere. mid-1960sthe and outpost to late-’80s eastern north at the from categories Modsports and Saloons racing’sclub Special last Saturday inABE-Speed’s Ford Escort BDT. wins,” saidCrabtree, whofinishedsecond at Croft and with600bhpontap I’m targeting outright the tracks. excited. “I’m It’s very something different Abrahams’ Subaru-powered new Ford RS2000 hits looking forward to next season whenmentor Dave CSCC SpecialSaloonsstalwart Wayne Crabtree is FOR CRABTREE HYBRID SUBARU Croft was one of ‘Suggy’s old stamping grounds, where he grounds, of one ‘Suggy’s old was stamping Croft 85-year-old is supporters its staunchest Among CSCC David Holder Hugo and principals Club Car Sports Classic more cost- it’s and of course, simpler days, These far bring Croft to life to Croft bring Old-school racers Old-school racers anybody with fond memories of the heyday of of heyday of fond the memories with anybody By Marcus Pye, thevoice ofclubracing

STALLARD before establishing his own business in ’74. before’74. establishing hisownbusiness in Vauxhall-based unitthat powered theLotus 62, Engines, rebuilding Novamotor twin-cams andthe He subsequentlyjoinedSteve Sanvilleat Norvic being appointed to workalongsideColinBennett. week) for US emissions workresulted inHolt Hethel test track for 12hoursaday(for £20per the ’71F2Temporada series. looked after EmersonFittipaldi’s enginesin -BMW GT160 at Le Mansin1965,healso Ford-blocked enginesfor more than40years. andbuiltthe who developed to ColinHolt, 1600cc Formula 3racers, owe debts ofgratitude Lotus twin-cam ownersworldwide,particularly COLIN HOLT: 1936-2017 A fill-injobat Lotus, drivingElans round the A mechanicontheHonRichard Wrottesley’s

@autosport that the exercise will be repeated. repeated. be will exercise the that outCSCC’s for the racers venue212 turned debut suggests around ateenager. as That marshalling and spectating from Iremember values amateur to back the harked bodywork, up tattered to patching engines damaged dismantling from problems, inevitable the with other todrivers help each and of mechanics willingness The or logistical. mechanical anything as much as me impressed again that categories starts. rolling races had all which wonders e§ for the weekend’s of last event,ciency for –did onto Clervaux Complex than rather the into exiting – straight start of end opposite the to the area assembly pre-session the to shift Cat Lund’s initiative manager a32-year break! after back was meanwhile, Cairns, Tim man MG Midget it before. Modsports not experienced had to discover, amazed Iwas fame, FF1600/FF2000/F3/F3000 Dave of Coyne 1980s. early Many, the from including I recall airfi high-speed ultra of the half eld course incorporates layout that challenging atremendously 2.125-mile track, outside Edinburgh. Ingliston, from down trip the whomade raiders Scottish and Skodas in Simms AC March-based late Richard ME3000, the his in Je“Beetle-Chevrolet), Barton Beetle), Andy the (in Wilson VW ex-Mick and Niven Hill Border Escort Reiver Doug (Boss sports-prototypes, Skoda-bodied and Escorts in Richard) ace historic of current (father Evans of Jim likes the faced But it was the spirit of the competitors across eight eight competitors across of the spirit the But it was ever-improving atare new Facilities and current onthe excellent was of racing quality The of ’s famous machinesofyore. to race itinto specand plansto aclone develop of GT racer Abbie–hasrebuilt thetrackday car unseen from . TheYorkshireman –father with afive-litreHoldenCommodore imported joined theCSCC SpecialSaloonsthrong at Croft Paul Eaton, wholast raced regularly 20years ago, EATON DEBUTS COMMODORE HUMBLE PYE/CLUBAUTOSPORTHUMBLE JULY2017 27

MAWPSPORT 65 CLUB AUTOSPORT/RACE REPORTS

CROFT CSCC JULY 22-23 Croft plays host to Northern Classic

ANDY SOUTHCOTT’S STUNNING engined Darrian, Craig Percy’s Morris Andy Southcott’s new hit the tyre wall exiting the chicane in new Mike Johnston-built MG Midget Minor-Chevrolet and novice Lee ‘Midget’ (le ) and the chase, but son Aston claimed third silhouette challenger ran for the very Barnard’s MGB GTV8 were impressive. trusty steed of son on his 944 S2 debut, after a duel with fi rst time at Croft on Friday, yet the Regular winner Paul Sibley’s fabulous Chris (right) each won Paul Dingle’s example. Sam Smith combo qualifi ed quickest and emerged was out in race one. revelled in grim conditions, shooting his triumphant in an extraordinary Dunboyne’s Connaire Finn took New humble Mazda MX-5 from 15th to third. Special Saloon and Modsports fi nale, Millennium enduro gold in the remnants Mugged into Clervaux at Saturday’s which topped the CSCC’s inaugural of a Ginetta G50. He had just regained start, reigning Jaguar champion Tom Northern Classic event. the lead from Lee Frost (BMW M3) after Butterfi eld couldn’t stop Colin Philpott Having encountered problems in the stops when he swiped its nose o‰ from landing his fi fth win of the year in a Saturday’s races, Southcott and son diving ambitiously inside a queue of more-powerful XJS. Having seen Patrick Chris – who won the opener in his BMWs at the hairpin. Delayed but Doyle rotate in his mirrors at Turn 1, 2004 Midget clone, powered by a larger unfazed, Finn re-caught and passed Philpott spun to the back at Tower on 2.4-litre Vauxhall engine – missed Frost. Lucky Khera’s later M3 howled Sunday’s opening lap, but recovered to Sunday’s race call. Despite starting late home third, but novice Alistair Scott’s second behind Butterfi eld and left with from pit lane, they were soon carving similar E46 wiped out Dave Coyne after the points lead. Tom Robinson bagged a through the pack, which was missing an o‰ at Sunny, earning an exclusion. fi ne third in his supercharged XJR, having race-two victor Ian Hall’s Darrian- When Sunday’s forecast rains came, outfoxed Adam Powderham on day two. Wildcat, out with engine problems. perfect tyre choice and four-wheel drive Caterhams dominated the Open and Wayne Crabtree’s Ford Escort-BDT, enabled a delighted Richard Thurbin to Magnifi cent Sevens contests. Simon Tom Carey’s Honda CRX-BDG and Ian win the Future Classics race at his Smith and his 330bhp CSR topped Stapleton’s burly Alfa Romeo Alfetta Delta Integrale’s second meeting. Sadly, Saturday’s Open feature, beating Tim GTV all led, and Ricky Parker-Morris’s poleman Tony Blake’s Porsche 911 RSR Davis and lad-and-dad Martin and Bill long-serving 309 turbocar enhanced the squabbling quartet Finn had a dramatic before Southcott Sr charged ahead outing to win into Tower on lap eight. New Millennium Having demoted Parker-Morris there a lap previously to annex fourth, Southcott Jr homed in on the scrapping Carey and Stapleton – who grabbed second on the lunge to the line – as his father punched his own lap record into the 1m27s. Neil Claxton’s -Ford (which tripped Southcott Jr up in a race- two bottleneck, delaying Danny Morris in the

Peugeot), Dave Brewis’s smart Vauxhall- STALLARD PICS: ALL

66 JULY 27 2017 PEMBREY BARC JULY 22 Triumph for Dalton after decade away

RICHARD DALTON RETURNED TO allowed Sam Kirkpatrick and Ross racing for the fi rst time in 10 years at Connolly through, while Dyrdal enjoyed the Pembrey BARC meeting, taking a 4.5s bu‹ er to the tightly bunched victory in the Citroen C1 Challenge pack. Championship leader Ethan two-hour endurance event. Hammerton, whom Dyrdal said he Dalton and team-mates Louis Tyson “needed to beat” this weekend, passed and Peter Rundle stormed from last on Connolly late on to take third. the 15-car grid in the second race, taking There was a safety car in race two caused advantage of a mid-race safety car. by Lydia Walmsley and Thorburn Astin Emerging from the pits in fourth place, coming together at the Hatchets Hairpin, Rundle was 33.5 seconds behind leader which undid Dyrdal’s good work at the Chris Davison. But after quickly start. But the 17-year old judged the dispatching Frank Claydon for third restart perfectly and went on to win. and Caryl Wills for second at the Esses, In an eventful pair of Welsh Sports he began to reel in Davison at nearly two and Saloons encounters, the spoils were seconds per lap. By the time Davison shared between a dominant Jason Davies dived for the pits the gap was less than in a Ford Sierra Cosworth in the red- 10s. This comfortably allowed Rundle fl agged fi rst race and Chris Everill in to take the chequered fl ag, 54s ahead his Ginetta G50 in race two. of Davison, who in turn was 28s Davies had built a 9.7s lead over Bradley clear of Wills in third. John (Mitsubishi Evo), before Nick Rocke In Saturday’s four-hour event, Wills’s (Ford Fiesta) tried a move up the inside of team-mate Philip Myatt completed a Mike Williams’s VW Polo into the Hairpin, mammoth two-hour opening stint, but the which failed and stopped the race. duo was given a drive-through penalty Davies was on course to make it a because Myatt exceeded the maximum double in the second stanza, but some driving time by 30s. Myatt also had to rear bodywork came loose, forcing him contend with some frustration at the into the pits. This handed Everill the win Addison. Smith was hounding top ‘Mag hands of Michael Hart. Fresh out of the and moved the shocked pair of VW Corrado 7’ qualifi er Gary Bate – who started on pits, Hart refused to let Myatt past. pilot Fabio Lu‹ arelli and Loco Hornet P5, rather than the pitlane, per revised Hart eventually brought his car home in exponent Ken James to second and third. series rules – when he ran onto the grass third place, with Myatt and Wills winning Paul Roddison had prudently decided in the Complex avoiding a lapped car and by 29.8s from Grant Hatfi eld, Andrew to withdraw from the two-hour Citroen spun, whereupon his battery died. Bate Stacey and Paul Roddison. race to focus on the Mazda MaX5 thus screamed his CSR to victory, clear Will Dyrdal dominated the Junior Championship, and was rewarded of Colin Watson and Ross Murray. Saloons encounters, making superb starts by being relatively untroubled in both Heavy rain before Sunday’s Open from the second row in both races. races, taking a brace of wins in his Mk4. fi nale prompted Smith to pit on the In the fi rst, held in damp conditions, he Jonathan Halliwell was forced to limp green-fl ag laps, and Bate joined him was into the lead at Spitfi res and held a home third after his gearbox failed, and having fi zzled down the order. Addison comfortable gap to Gordon Mutch, who he missed out on the second race. Sr caught sometime TVR Tuscan ran wide at the Esses on lap four. This JAKE NICHOL wrestler Davis and the duo duly aquaplaned to the chequer in unison. “Flat-shifting through the puddles JUNIOR SALOON CARS (12 LAPS) FL Bradley John (Mitsubishi Evo) RESULTS was more fun than anything else I’ve 1 Will Dyrdal; 2 Sam Kirkpatrick 1m06.157s (81.15mph). P Davies. done,” beamed the jubilant Davis. CITROEN C1 CHALLENGE (160 +2.653s; 3 Ethan Hammerton; S 18. RACE 2 (14 LAPS) 1 Everill; Mark Campbell (Triumph TR5) LAPS) 1 Caryl Wills/Philip Myatt; 4 Ross Connolly; 5 Gordon Mutch; 2 F LuŒ arelli +26.142s; 3 James; aced the Swinging Sixties race, which 2 Grant Hatfield/Andrew Stacey/Paul 6 Lucas Nannetti. FL Hammerton 4 Daryl Radford (); fi nished under yellows after pursuer Roddison +29.825s; 3 Jacques 1m20.554s (66.64mph). P Kirkpatrick. 5 T LuŒ arelli; 6 Scaramanga. John Pringle’s Lotus 7 S4 careered o‹ , Jensen/Chris Davison/Michael Hart; S 14. RACE 2 (10 LAPS) 1 Dyrdal; CW F LuŒ arelli; James; Radford; fortunately without serious injury. 4 Neil Garner/Peter Fisk/Will Rayson; 2 Kirkpatrick +3.323s; 3 Hammerton; T LuŒ arelli; Scaramanga; Francis. Period Special Saloon racers Martin 5 Jonathan Cool/James MacIntyre- 4 Mutch; 5 Connolly; 6 Alicia Goundry. FL Davies 1m07.042s (80.07mph). Sledmore () and Rick Ure/Paul Dickinson; 6 John Moon/ FL Dyrdal 1m17.987s (68.64mph). P Davies. S 17. Belcher (Lotus Cortina) were second Adam Cunnington/Gary Prebble/ P Hammerton. S 14. MAX5 (16 LAPS) 1 Paul Roddison and fourth, split by Scot Bruce Weir Adam Norris. Fastest lap Cool/ WELSH SPORTS AND SALOONS (Mk4); 2 Ian Loversidge (Mk4) +4.449s; (Datsun 240Z), who had initially chased MacIntyre-Ure/Dickinson 1m25.685s (9 LAPS) 1 Jason Davies (Ford 3 Jonathan Halliwell (Mk4); Wil Arif in Dean Halsey’s sister car. (62.65mph). Pole Wills/Myatt. Sierra Cosworth); 2 Chris Everill 4 Matthew Tidmarsh (Mk3); 5 Andrew Without third gear, Paul Mensley Starters 16. RACE 2 (80 LAPS) (Ginetta G50) +24.088s; 3 Damian Pretorious (Mk3); 6 Lee Hollin (Mk3). patiently jostled his Ford Fiesta to second 1 Richard Dalton/Louis Tyson/Peter Longotano (Westfield SE); 4 Fabio CW Tidmarsh; Josh Malin (Mk1). in the fraught Tin Tops pack, but was Rundle; 2 Jensen/Davison/Hart LuŒ arelli (VW Corrado); 5 Ken James FL Halliwell 1m14.173s (72.38mph). elevated to an improbable victory when a +54.002s; 3 Wills/Myatt; 4 James (Loco Hornet); 6 Dave Scaramanga P Roddison S 9. RACE 2 (17 LAPS) jump-start penalty bumped William Matthews/Frank Claydon; 5 Chris (VW Scirocco). Class winners Everill; 1 Roddison; 2 Loversidge +8.471s; Hardy (Vauxhall Corsa) to fourth. Dear/John Faux; 6 Moon/Prebble/ F LuŒ arelli; Scaramanga; Tyrone 3 Tidmarsh; 4 Pretorius; 5 Hollin; MARCUS PYE Norris. FL Dalton/Tyson/Rundle LuŒ arelli (Peugeot 106 GTI); Richard 6 Malin. CW Tidmarsh; Malin. 1m25.762s (62.59mph). Francis (Citroen Saxo VTR); Darren FL Roddison 1m13.094s (73.44mph). P71 FULL RESULTS P Wills/Myatt. S 15. Orsborn (BMW 3 Series). P Roddison. S 7.

JULY 27 2017 67 CLUB AUTOSPORT/RACE REPORTS WALKER

CADWELL PARK MGCC / VSCC JULY22-23 MG Metro Cup title fight gets closer THREE DRIVERS ARE SPLIT BY JUST Healey Sprite MkII of Richard Bridge. Despite the There were only six cars in the Iconic five points at the top of the Metro Cup Phillip Standish (TF LE500) made a disappointment of 50s race, but it was close at the front standings after the series provided a good start from fourth on the Cockshoot missing pole, Connell as Bruce Riches and his Elva just held highlight of the MG Car Club’s first Cup grid and was leading by the second went on to win in the o Peter Eden’s MG TB to win by visit to Cadwell Park since 2013. lap, passing a penalised Ashley MG Metro cup 0.6s. The MGA Roadster of Peter Mike Williams started well from the Woodward (ZS 180), who had jumped Hiscocks was third. front of the grid but soon lost out to a the start. Mike Peters’s Midget and Brian Sunday’s Vintage Sports-Car Club charging Lee Connell, who had missed Butler’s MGF VVC took second and visit produced a memorable hat-trick for pole by just 0.051 seconds. The battling third as Standish claimed his first win of Justin Maeers in his 1926 GN Parker. pair remained close throughout, with the season to end his run of rotten luck. John Holland Trophy leader Tom Connell taking the win, and such was The 30-minute Morgan Challenge Walker’s retirement aided Maeers’s their pace that they finished more than race was all about father and son first win over Dougal Cawley’s Piglet 30s clear of recovering brothers Jack Russell and Elliot Paterson. The before a hard-fought win against the and Andrew Ashton, who had collided polesitting dad’s +8 lost out to his son’s of Julian Grimwade. at Coppice earlier in the race. ARV6 on lap one, but age and guile Maeers perfected a switchback exiting Former championship leader Andrew won out as ‘senior’ snatched the lead the Mountain to secure his third win Ashton now sits just two points behind again and remained there to the finish. in the Melville Trophy ahead of Eddie Williams in the title battle, with brother “Aquaplaning” was all Dominic House Williams, who had started the meeting Jack lying in third position. (Roadster) could utter after a flamboyant by adding to his Geoghegan Trophy Andy Spencer’s MG ZR 160 run to second place in a sodden sprint of last year in his Frazer Nash. Sue dominated the MG Cup in both dry and segment in which Paterson Jr was Darbyshire’s updated Morgan three- wet conditions. Despite a late safety car dominant from the front. wheeler turned heads by narrowly in the dry first race, Spencer still had A three-way battle for the lead in missing out on second, carving seven seconds in hand over the MG ZR an exciting Triple M encounter was through from fifth. 170s of Richard Buckley and Ian Boulton, decided on the final lap, as David Seber Oliver Nuthall piloted father Ian’s who had both demoted Ashley (Wolseley Hornet Special) ran wide at Alta to Shuttleworth Trophy honours Woodward (MG ZS 180) after the restart. Mansfield to gift Tom Hardman’s MG in the absence of rival Mark Gillies, Woodward went better in the second Bellevue Special the win. Christian whose Dick Skipworth ERA R3A fell race, finishing second as Spencer won Pedersen claimed the win in race victim to gearbox woes in practice. again. Alan Brooke’s Metro charged two aboard his . Vintage Formula 3 cars only completed from ninth to third. three laps in a race red-flagged twice. It was a tense aair in the first BCV8 Hardman was victorious Stuart Wright was victorious in his

Championship race, with polesitter in the Triple M race WALKER Cooper while gearbox problems Neil Fowler just holding o the similar left Andrew Turner spinning, and MGB GTV8 of Ian Prior. It had been a Richard de la Roche was classified three-way battle, with Russell McCarthy third despite watching his right- involved before his V8’s engine let go, front wheel overtake him. ending his day prematurely. Jonnie The two handicap races were won by Wheeler, also in a B GTV8, rounded Ian Fyfe and David Spence, while out the podium. Prior won the monsoon conditions aided second- second race, which was truncated placed Tony Seber’s wet-weather- owing to wet conditions. friendly Wolseley, which also won The Midget/Sprite Challenge was the Pre-War Scratch race. dominated by Stephen Collier ahead of FERGUS REED AND DAN MASON Martin Morris and Carl Chadwick. The first non-Midget was sixth – the Austin P71 FULL RESULTS

68 JULY 27 2017 DONINGTON PARK BARC JULY 22-23 Power retakes control in the Legends stakes ERSTWHILE POINTS LEADER JOHN Mickel’s UK Legends title hopes took a dent – as did his car. A roll at Redgate, coupled with four victories for rival Ben Power, denuded Mickel’s advantage and READ left Power atop the standings once again. Will Gibson and Jack Parker were the racer Anthony Janiec matched Smith on Power’s four Donington while Lee Poolman and Stuart Coombs only men to challenge Power’s supremacy, two wins along with a pole position, Legends victories have both claimed their first wins of the season. while some swift repairs enabled Mickel before being wiped out in the final by Mat put him back to the top Paul Rose dominated both Sports/ to take the start – and a podium – in the Summerfield, who had speared o† the of the standings Saloons races in his Saker RAPX S1-400 final race. The momentum between the track. Dave Jenkins completed a clean to take a pair of wins and fastest laps, pair has definitely shifted. sweep for MAN by fending o† a late surge while Rockingham winner David Mellor Ben Palmer took the spoils in a wet from Smith en route to the winner’s took both MGOC victories in his ZR. opening Clio Cup Series race after circle. Michael Oliver’s improvement Lea Wood scored a double pole and polesitter and title rival Anton Spires continued with his first two career podiums victory in the opening Pickups race to su†ered a broken driveshaft o† the line. – the second a result of fending o† a rejuvenate his title aspirations, with Michael Westbourne driver Spires struck back in combined 15 titles in the chasing pack. Smith the other winner, denying Wood a controlled fashion to win from the front A hat-trick of class successes for Mika clean sweep by 0.2 seconds at the flag. the following day in drier conditions, Makinen in his Sisu SL250 moves the Adriano Medeiros extended his Classic breaking Palmer’s five-race Finn closer to the Division Two points lead with a win in the process. Shanel Drewe took her title, while Simon Cole made it three and a second in his RF80. He first victory in the Road Series on Saturday, class victors in his Mercedes along with chased Simon Hadfield across the line in while Nic Harrison visited the top step of Luke Garrett’s MAN. a wet opening race, finishing just 2.5s the podium the following day. Adrian Tuckley took his first triumph behind the Royale RP24. The pair spent Ryan Smith seems all but clear in the of the Super Mighty season in race Sunday’s race swapping places at the British Truck Racing Championship fight one, with championship leader Scott front, with Ben Tinkler joining them in the after another triumphant performance Kendall emerging victorious in race two. fight until a mistake dropped him out of to stretch his advantage to 31 points, Alice Hughes took advantage of Damien contention. Medeiros finished less than a including a double victory. Harrington’s absence to top the Mighty tenth of a second ahead of Hadfield. Guest competitor and European standings. She took a second and a third, DAMIAN MEADEN AND BETHONIE WARING

3 Ben Colburn; 4 Tyler Lidsey; 5 Sarah +5.359s; 3 Oly Janes (Buggyra); 4 Jenkins; 3 Rees; 4 Young; 5 Comis; 6 Rideout. CW Golhar (ZR); 6 Kendrick. CW Kendrick; RESULTS Franklin; 6 Shanel Drewe. Class winner 5 Brereton; 6 M Oliver. CW Mika Makinen Stuart Coombs. FL Tuckley 1m30.026s Jim Baynam (B). FL Williams 1m25.765s LEGENDS (10 LAPS) 1 Ben Power; Drewe. FL Palmer 1m30.239s (78.95mph). (Sisu). FL Smith 1m33.017s (76.59mph). (79.13 mph). P Connor O’Brien. S 23. (83.07mph). P Forster. S 18. 2 Will Gibson +0.178s; 3 John Mickel; P Anton Spires. S 12. RACE 2 (12 LAPS) P Smith. S 22. DIVISION 2 (10 LAPS) SPORTS/SALOONS (13 LAPS) 1 Paul (BOTH 15 4 Sean Smith; 5 Jean-Michel Poncelet; 1 Spires; 2 Palmer +0.415s; 3 Freeman; 1 Mika Makinen (Sisu); 2 Simon Cole Rose (Saker RAPX S1-400); 2 Raul LAPS) 1 Lea Wood; 2 Michael Smith 6 Rickie Leggatt. Fastest lap Gibson 4 Lidsey; 5 Colburn; 6 Franklin. (Mercedes) +15.881s; 3 Steve Powell (ERF); Woolfitt (Lotus Exige) +8.414s; 3 Steve +1.313s; 3 Lee Rodgers; 4 Mark Willis; 1m22.785s (86.06mph). Pole Smith. CW Nic Harrison. FL Spires 1m18.632s 4 Joanne Eason (Foden); 5 Adam Bint Harris (Saker RAPX S1-400); 4 Luke 5 Paul Tompkins; 6 Paul Jones. FL Wood Starters 28. RACE 2 (10 LAPS) 1 Power; (90.60mph). P Spires. S 12. (Volvo); 6 John Bowler (Foden). FL Armiger (Vauxhall Tigra); 5 Garry Watson 1m17.382s (92.07mph). P Tompkins. 2 Mickel +4.258s; 3 Jack Parker; 4 Gary BRITISH TRUCK RACING DIVISION Makinen 1m32.215s (77.26mph). (Westfield SEW); 6 David Harvey S 15. RACE 2 1 Smith; 2 Wood +0.210s; Whitelegg; 5 Nathan Anthony; 6 Stephen 1 (11 LAPS) 1 Anthony Janiec (MAN P Makinen. S 15. RACE 2 (5 LAPS)1 Tony (Locosaki). CW Woolfitt; Harvey; Garry 3 Willis; 4 Scott Bourne; 5 Tompkins; Whitelegg. FL Power 1m22.553s (86.30mph). TGS); 2 David Jenkins (MAN TGX) Smith (Sisu); 2 Powell +2.236s; 3 Luke Wardle (); Graeme Laslett 6 Mel Collins. FL Wood 1m31.722s P Mickel. S 28. RACE 3 (10 LAPS) +0.529s; 3 Shane Brereton (MAN TGX); Garrett (MAN); 4 Makinen; 5 Bint; 6 Cole.FL (Lotus Elise); Iain Gorrie (). (77.67mph). P Rodgers. S 15. 1 Parker; 2 Power +0.817s; 3 Guy Fastres; 4 Ryan Smith (MAN TGA); 5 Stuart Oliver Powell 1m50.935s (64.22mph). P Trevor FL Rose 1m08.869s (103.45mph). CLASSIC FORMULA FORD 1600 4 Thomas Grainger; 5 Marcus Pett; 6 (Volvo VN13); 6 Mat Summerfield (MAN Martin (Scania). S 14. RACE 3 (10 LAPS) P Watson. S 40. RACE 2 (18 LAPS) (13 LAPS) 1 Simon Hadfield (Royale Gibson. FL Power 1m39.988s (71.25mph). TGS). FL Smith 1m26.730s (82.14mph). 1 Cole; 2 Makinen +1.273s; 3 T Smith; 1 Rose; 2 Watson +23.137s; 3 Joe RP24); 2 Adriano Medeiros (Van Diemen P Zac Hughes. S 29. RACE 4 (10 LAPS) P Janiec. S 12. RACE 2 (4 LAPS) 1 Smith; 4 Powell; 5 Eason; 6 Brad Smith(DAF CF). Spencer (Locosaki); 4 Danny Bird (Spire RF80) +2.613s; 3 Ghislain Genecand 1 Power; 2 Grainger +4.000s; 3 2 Janiec +4.407s; 3 Michael Oliver FL Makinen 1m32.272s (77.21mph). GTR); 5 Harris; 6 Harvey. CW Watson; (Crossle 25F); 4 Alexander Fores (Royale S Whitelegg; 4 Mickel; 5 Parker; 6 Fastres. (Scania); 4 Brereton; 5 S Oliver; 6 Jenkins. P Andrew Fulcher (MAN). S 16. RACE 4 Spencer; Wardle; Piers Grange (Ford RP21); 5 Tom Brown (Van Diemen RF79); FL Grainger 1m22.605s (86.24mph). FL Smith 1m31.498s (77.86mph). (8 LAPS) 1 Garrett; 2 Makinen +0.011s; Escort RSR); Gorrie. FL Rose 1m09.641s 6 Mark Armstrong (Van Diemen RF80). P Power. S 27. RACE 5 (12 LAPS) P M Oliver. S 12. RACE 3 (11 LAPS) 3 Paul McCumisky (Volvo); 4 T Smith; (102.30mph). P Watson. S 38. CW Genecand; James Hadfield (Hawke 1 Power; 2 S Whitelegg +0.305s; 3 Gibson; 1 Jenkins; 2 Smith +0.279s; 3 Simon 5 Powell; 6 Bowler. FL Makinen MG OWNERS CLUB (12 LAPS) 1 David DL2B). FL Medeiros 1m22.136s 4 Grainger; 5 Smith; 6 Anthony. Reid (); 4 Brereton; 5 Terry Gibbon 1m48.987s (65.37mph). P Fulcher. S 16. Mellor (ZR); 2 Alan Forster (ZR 160) (86.74mph). P S Hadfield. S 30. FL Grainger 1m22.477s (86.38mph). P (MAN); 6 Summerfield. FL Brereton SUPER AND MIGHTY MINIS (7 LAPS) +5.565s; 3 Simon Kendrick (F VVC); 4 Phil RACE 2 (15 LAPS) 1 Medeiros; Power. S 26. RACE 6 (14 LAPS)1 Gibson; 1m27.252s (81.65mph). P Reid. S 12. 1 Adrian Tuckley; 2 Scott Kendall Walker (ZR); 5 Mark Baker (F); 6 Steve 2 S Hadfield +0.079s; 3 Armstrong; 2 Parker +3.513s; 3 Mickel; 4 S Whitelegg; RACE 4 (11 LAPS) 1 Janiec; 2 Smith +0.710s; 3 Alex Comis; 4 Joshua Young; Williams (ZR). CW Kendrick; William van 4 Fores; 5 Rick Morris (Royale RP26); 5 Daniel Budd; 6 Robert King. FL Gibson +1.573s; 3 M Oliver; 4 Summerfield; 5 Dave Rees; 6 Steven Rideout. CW Lee Vuuren (B Roadster). FL Mellor 1m38.786s 6 Nigel Lingwood (Van Diemen RF80). 1m37.365s (73.17mph). P Gibson. S 21. 5 Jenkins; 6 S Oliver. FL Brereton Poolman. FL Kendall 1m43.077s (72.12mph). P Williams. S 17. RACE 2 CW Fores; Stuart Kestenbaum (Crossle CLIO CUP SERIES (10 LAPS) 1 Ben 1m27.054s (81.84mph). P M Oliver. S 12. (69.11mph). P Tuckley. S 24. RACE 2 (14 LAPS) 1 Mellor; 2 Williams +2.255s; 16F). FL S Hadfield 1m17.092s Palmer; 2 Simon Freeman +5.981s; RACE 5 (8 LAPS) 1 Smith; 2S Oliver (14 LAPS) 1 Kendall; 2 Tuckley +0.158s; 3 Forster; 4 Stuart Philps (ZR); 5 Nick (92.41mph). P S Hadfield. S 30.

JULY 27 2017 69 narrated by & DAVID CROFT

The new documentary by HANNES M SCHALLE

The story of the NÜRBURGRING THE GREEN HELL LEGENDARY DEMANDING DEADLY

DIGITALLY AVAILABLE ON July 7th 2017 on iTunes - Amazon - Sony Google Play and XBOX RESULTS ROUND-UP

Special). FL Justin Maeers (GN Parker) CROFT CSCC 2m00.68s (65.25mph). S 10. SPECIAL SALOONS & MODSPORTS VSCC SCRATCH RACE (6 LAPS) (ALL 10 LAPS) 1 Chris Southcott 1 Tony Seber (Wolseley Hornet (MG Midget-Vauxhall); 2 Ian Hall Special); 2 Julian Grimwade (Frazer (Darrian-Wildcat T98 GTR) +12.394s; Nash Single Seat) +5.52s; 3 Robert 3 Tom Carey (Honda CRX-BDG); 4 Ian Cobden (Riley Falcon Special); Stapleton (Alfa Romeo Alfetta GTV); 4 Christian Pederson (Austin 7 5 Wayne Crabtree (Ford Escort-BDT); Special); 5 Richard IliŒe (Riley TT 6 Ricky Parker-Morris (Peugeot Sprite); 6 Terry Crabb (ERA R12C). 309-Cosworth YBT). Class winners CW Grimwade; Cobden; Pedersen. Carey; Crabtree; Neil Claxton The Open Series finale FL Seber 2m13.85s (58.83mph). (Suzuki-Ford SC100); Lee Barnard was hit by heavy rain P Grimwade. S 8. (MGB GTV8). Fastest lap C Southcott STALLARD JOHN HOLLAND TROPHY (7 LAPS) 1m28.981s (85.97mph). Pole Andy 1 Justin Maeers (GN Parker); Southcott (MG Midget-Vauxhall). (Caterham C400); 5 Ashley & Steve 4 Andrew Ashton (GTi); 5 Richard Richard Thorne (4/4). FL R Paterson 2 Dougal Cawley (GN/Ford Piglet) Starters 20. RACE 2 1 Hall; 2 Crabtree Boyles (Caterham R300); 6 Lewis & Garrard (Turbo); 6 Dick Trevett (Turbo). 1m37.983s (80.35mph). P R Paterson. S +1.01s; 3 Chris Hudson (Bugatti T35B); +8.737s; 3 Carey; 4 Danny Morris Gary Tootell (Caterham R300). CW FL Connell 1m47.041s (73.55mph). 25. RACE 2 (10 LAPS) 1 E Paterson; 2 4 Mark Walker (GN Thunderbug); (Peugeot 309-Cosworth YBT); 5 Davis; Lucky Khera (BMW M3 E46); P Williams. S 19. House +44.61s; 3 Thompson; 4 Parsons; 5 Nick Hayward-Cook (Riley 9 Stapleton; 6 C Southcott. CW Crabtree; Tony Blake (Porsche 911 RSR); MG CUP (10 LAPS) 1 Andy Spencer 5 James Sumner (4/4); 6 Alex Laidlaw Monoposto); 6 Bruce Stops (Bugatti Carey; Tim Cairns (MG Hexagon Stephen Riley (MK Indy R); Keith (ZR 160); 2 Richard Buckley (ZR 170) (Roadster). CW Parsons; Sumner; Kelvin T35/44). FL Cawley 2m04.27s Midget); Barnard. FL A Southcott Hemsworth/Ross Woodman (Lotus +7.157s; 3 Ian Boulton (ZR 170); Laidlaw (+8); St Clair Tisdall; Thorne; (63.36mph). P Maeers. S 10. 1m29.625s (85.35mph). P Hall. S 19. Elise S1); James Alford/Blair Roebuck 4 Ashley Woodward (ZS 180); 5 Lewis R Paterson. FL E Paterson 1m54.92s FN/GN (7 LAPS) 1 Justin Maeers RACE 3 1 A Southcott; 2 Stapleton (Honda Civic). FL Smith 1m28.679s Anderson (ZR 170); 6 Peter Burchill (ZS (68.52mph). P E Paterson. S 23. (GN Parker); 2 Charles Gillett (Frazer +5.461s; 3 Carey; 4 C Southcott; (86.26mph). P Smith. S 29. RACE 2 180). CW Buckley; Woodward; Henry TRIPLE M (10 LAPS) 1 Tom Hardman Nash Super Sports) +9.69s; 3 Julian 5 Parker-Morris; 6 David Beatty (Honda (9 LAPS) 1 Davis; 2 B Addison +0.874s; Sharpe (Montego). FL Spencer (MG Bellevue Special); 2 David Seber Grimwade (Frazer Nash Single Seat); Prelude). CW Stapleton; Parker-Morris; 3 Singleton; 4 Charman (Caterham 1m44.474s (75.36mph). P Spencer. (Wolseley Hornet Special) +2.354s; 3 4 Dougal Cawley (GN/Ford Piglet); Barnard. FL A Southcott 1m27.893s Superlight); 5 Colin Watson (Caterham S 20. RACE 2 (8 LAPS) 1 Spencer; Harry Painter (MG PA); 4 Mike Painter 5 Mark Walker (GN Thunderbug); (87.03mph). P Crabtree. S 18. C400); 6 Ross Murray (Caterham C400). 2 Woodward +9.410s; 3 Alan Brooke (MG Kayne Special); 5 Charles Jones 6 Jo Blakeney-Edwards (Frazer Nash NEW MILLENNIUM/MODERN CW B Addison. FL Davis 1m43.546s ( Metro GTi); 4 Buckley; (MG L); 6 Rod Seber (MG PB Lund Supersports). FL Grimwade 1m52.57s CLASSICS/PUMA CUP (25 LAPS) (73.88mph). P Smith. S 11. 5 Burchill; 6 Dave Nixon (Rover 220 Special). CW Painter; Jones; Fred (69.94mph). P Maeers. S 19. 1 Connaire Finn (Ginetta G50 Cup); MAGNIFICENT SEVENS (24 LAPS) Tomcat Turbo). CW Buckley; Darren Boothby (MG J2); Hamish McNinch (MG MELVILLE TROPHY (7 LAPS) 1 Justin 2 Lee Frost (BMW M3 E36) +4.437s; 1 Gary Bate (Caterham CSR); 2 Colin Harris (ZR 160). FL Spencer 1m58.767s PA). FL Seber 1m57.379s (67.07mph). Maeers (GN Parker); 2 Edward 3 Lucky Khera (BMW M3 E46); 4 Nick Watson (Caterham C400) +21.882s; (66.29mph). P Spencer. S 16. P H Painter. S 24. RACE 2 (3 LAPS) 1 Williams (Frazer Nash Super Sports) Olson (Lotus Esprit S3); 5 Dave GriŒin 3 Ross Murray (C400); 4 Rich Webb MGBCV8s (10 LAPS) 1 Neil Fowler Christian Pedersen (Austin 7 Special); +18.55s; 3 David Seber (Wolseley (BMW M3 E36); 6 Paul Livesey (Porsche (Caterham Blackbird); 5 Tim Davis (B GTV8); 2 Ian Prior (B GTV8) +0.368s; 2 Hardman +2.56s; 3 H Painter; 4 Hornet Special); 4 Richard IliŒe (Riley 968 CS). CW Frost; Olson; GriŒin; (C400); 6 Aaron Head (Caterham 3 Jonnie Wheeler (B GTV8); 4 Ollie M Painter; 5 Jones; 6 Mark Elder (Austin Elf); 5 Mark Gillies (Aston Martin Speed Richard Thurbin (Lancia Delta HF R300). CW Murray; Webb; Davis; Neaves (B GTV8); 5 Ben Barker (B Sports Special). FL Pedersen 2m00.37s Model); 6 Mark Brett (Ballamy-Ford). Integrale); Ashley Woodman/Keith Stephen & Ashley Boyles (R300); Roadster); 6 Babak Farsian (Roadster). (65.42mph). P Pedersen. S 20. CW Williams; Seber. FL Maeers Hemsworth (Lotus Elise S1); Jon Stephen Storey/Andy Tidy (Caterham CW Neaves; Barker; Simon Tinkler ICONIC ’50s (10 LAPS) 1 Bruce 1m54.92s (68.52mph). P Maeers. S 19. Attard (Ford Puma); Charandiv Singh Blackbird). FL Bate 1m26.938s (B GT). FL Russell McCarthy (B GTV8) Riches (Elva Mk5 Sports); 2 Peter GEOGHEGAN TROPHY (8 LAPS) Khera (Mini Cooper S). FL Finn (87.99mph). P Bate. S 23. 1m39.752s (78.92mph). P Fowler. S 14. Edney (MG TB) +0.629s; 3 Peter 1 Edward Williams (Frazer Nash 1m32.512s (82.69mph). P Finn. S 34. SWINGING SIXTIES (17 LAPS) 1 Mark RACE 2 (8 LAPS) 1 Prior; 2 Neaves Hiscocks (MGA Roadster); 4 Graham Super Sports); 2 Andrew Mitchell FUTURE CLASSICS (20 LAPS) Campbell (Triumph TR5); 2 Martin +0.492s; 3 Barker; 4 Wheeler; 5 Fowler; Coles (MGA Coupe); 5 Bob Lines (HRG 1½ Litre) +36.28s; 3 Sue 1 Richard Thurbin (Lancia Delta HF Sledmore (Ford Mustang) +11.699s; 6 Farsian. CW Neaves; Barker; Tinkler. (MGA Twin Cam); no other finishers. Darbyshire (Morgan Super Aero); Integrale); 2 Aston Blake ( 3 Bruce Weir (Datsun 240Z); 4 Richard FL Neaves 1m58.499s (66.44mph). CW Edney; Hiscocks. FL Riches 4 Mark Brett (Ballamy-Ford); S2) +43.329s; 3 Sam Smith (Mazda Belcher (Ford Lotus Cortina); 5 Mel P Fowler. S 11. 1m55.649s (68.07mph). P Lines. S 6. 5 Jonathan Sharp (Riley 12/4 TT MX-5); 4 Mark Lucock (Ford Escort Taylor (Lotus Elan); 6 Wil Arif/Dean MG MIDGETS/SPRITES (12 LAPS) SPERO & VOITURETTE (6 LAPS) Sprite); 6 Jo Blakeney-Edwards RS2000 Mk1); 5 Paul Dingle (Porsche Halsey (Datsun 240Z). CW Belcher; 1 Stephen Collier; 2 Martin Morris 1 Christian Pedersen (Austin 7 (Frazer Nash Super Sports). CW Brett; 944 S2); 6 Martyn Adams (Triumph Taylor; Charles Marriott (Turner-BMC +22.634s; 3 Carl Chadwick; 4 Edward Special); 2 Nick Hayward-Cook (Riley Richard Lake (Aston Martin 15/98 TR7 V8). CW Blake; Smith; Lucock; Mk2); Chris Pearson (Austin Cooper S). Reeve; 5 David Morrison; 6 Richard 9 Monoposto) +18.14s; 3 Mark Elder Speed); John Gillett (MG K3); Simon GeoŒ Beale ( Sunbeam Lotus). FL Campbell 1m37.428s (78.52mph). Bridge (Austin-Healey Sprite Mk2). (Austin Sports Special); 4 Rodney Edwards (Morgan Aero Supersport); FL Thurbin 1m40.140s (76.39mph). P Campbell. S 37. CW Chadwick; Morrison; Dean Stanton Seber (MG PB); 5 John Skeavington John Polson (Talbot AV 105). P Tony Blake (Porsche 911 RSR). S 18. TIN TOPS & FORD ENDURO SERIES (Sprite Mk1). FL Collier 1m38.696s (Austin Ulster Replica); 6 Nicholas FL Williams 1m58.83s (66.27mph). JAGUAR SALOON & GT (BOTH 12 (24 LAPS) 1 Paul Mensley (Ford (79.77mph). P Chadwick. S 17. Powell (Austin/MG LA Special). CW P Williams. S 23. LAPS) 1 Colin Philpott (XJS); 2 Tom Fiesta ST); 2 Kenny Coleman/Rhys COCKSHOOT CUP (11 LAPS) 1 Phillip Elder; Seber. FL Pedersen 2m02.44s SHUTTLEWORTH/NUFFIELD/ Butterfield (XJS) +3.684s; 3 Patrick Jones () +2.484s; Standish (MG TF LE500); 2 Mike (64.31mph). P Pederson. S 12. LEN THOMPSON (8 LAPS) 1 Oliver Doyle (XJS); 4 Adam Powderham 3 Carl Chambers (Peugeot 306 Rallye); Peters (Midget) +6.796s; 3 Brian Butler HANDICAP (3 LAPS) 1 Ian Fyfe (Alvis Nuthall (Alta F2); 2 Duncan Ricketts (XJR); 5 Tom Robinson (XJR); 6 Chris 4 William Hardy (Vauxhall Corsa SRi); (F VVC); 4 Mark Bellamy (ZR 170); 12/70 Special); 2 Tony Seber (ERA E-type) +44.74s; 3 Robert Cobden Boon (XJS). CW Butterfield; Doyle; 5 Andrew Windmill (Honda Civic Type 5 Philip Bowden (ZS 180); 6 Peter (Wolseley Hornet Special) +22.71s; (Riley Falcon Special); 4 Julian Wilton Michael Holt (XJ40). FL Philpott R); 6 Steve Papworth (Ford Fiesta ST). Burchill (ZS 180). CW Peters; Butler; 3 David Morley (Riley Special); 4 John (Cooper-Bristol); 5 Terry Crabb (ERA 1m40.035s (76.47mph). P Butterfield. CW Coleman/Jones; Glen Copeland/ Ian Wright (Midget). FL Standish (MG K3); 5 Colin Wolstenholme R12C); no other finishers. FL Nuthall S 13. RACE 2 1 Butterfield; 2 Philpott Paul Clothier (Renault Clio 197/172 1m45.093s (74.91mph). P Ashley (Riley Racing Mph); 6 John Seber 1m49.83s (71.70mph). P Nuthall. S 8. +4.150s; 3 Robinson; 4 Powderham; Cup); Lisa Selby/Toby Harris (Ford Woodward (ZS 180). S 18. (MG PB). FL Christian Pedersen FORMULA 3 (3 LAPS) 1 Stuart Wright 5 Boon; 6 Holt. CW Philpott; Robinson; Puma). FL Hardy 1m37.083s MORGAN CHALLENGE (17 LAPS) 1 (Austin 7 Special) 1m57.41s (Cooper Mk11); 2 Mike Fowler Holt. FL Philpott 1m38.836s (78.81mph). P Hardy. S 19. Russell Paterson (+8); 2 Elliot Paterson (67.07mph). S 22. RACE 2 (6 LAPS) (Cooper Mk5) +1.89s; 3 Richard (77.40mph). P Philpott. S 13. (ARV6) +0.944s; 3 Tony Lees (+8 Sports); 1 David Spence (Austin 7 Special); de la Roche (Cooper Mk5); 4 George OPEN SERIES (26 LAPS) 1 Simon 4 Andrew Thompson (ARV6); 5 Dominic 2 Robert Moore (Austin 7) +12.92s; Shackleton (Cooper Mk11); 5 Darrell CADWELL PARK MGCC/VSCC Smith (Caterham CSR); 2 Tim Davis House (Roadster); 6 Tony Hirst (ARV6). 3 Charles Gillett (Austin AD Tourer); Woods (Cooper Mk12); 6 Roy Hunt (Caterham C400) +9.088s; 3 Martin & METRO CUP (12 LAPS) 1 Lee Connell CW E Paterson; Tim Parsons (4/4 4 Dennis Bingham (Riley Falcon (Martin). CW de la Roche. FL de la Bill Addison (Caterham R400); (Rover Metro); 2 Mike Williams (Rover SuperSport); Phillip St Clair Tisdall Special); 5 Rodney Seber (MG PB); Roche 1m57.86s (66.81mph). P 4 Robert Singleton/Graham Charman Metro) +1.746s; 3 Jack Ashton (GTi); (+8); Paul Bryan (4/4); Tom Dailey (+8); 6 David Seber (Wolseley Hornet Andrew Turner (Cooper Mk6). S 10.

JULY 27 2017 71 Fifty years of Formula Vee The Volkswagen-based single-seater series arrived in the UK half a century ago. Autosport marked the occasion with a special track test

By Ben Anderson, Grand Prix Editor and ex-Vee exponent @BenAndersonAuto

ormula Vee is arguably the ‘ugly duckling’ Formula Vee is – a way to enjoy the cut and thrust of Formula of UK motorsport’s single-seater racing Ford racing at a fraction of the cost. The cars don’t look much scene. With its throwback spindly, from a distance, but many of them are brilliantly engineered. treaded tyres, bizarre Beetle ‘beam’ Formula Vee is a rarity in modern motorsport: a single-seater front suspension (which looks akin to category that still encourages people to design and build their a towel rail with wheels attached), and own cars. They are faster than they look too. rudimentary bodywork, it carries the It can be an enormously frustrating place to go racing look of a poor man’s Formula Ford. (where isn’t?!) – the 1300cc air-cooled engines are infamously In many ways, that’s exactly what unreliable, the mandated period VW Beetle suspension parts 72 FJULY 27 2017 – particularly inwet conditions. make thecars looseto handleandtricky to get themost from while theeccentric technology, low-grip tyres anddrumbrakes wheel combat that can rival anything you might see in Caterhams, times. Butat its best, Formula Vee creates utterly brilliantracing. a‰orded to enginebuilders creates avery unlevel playing fieldat confuse logical approaches to car set-up, andthefreedom I competed in Formula Vee from 2009until midway through Rudimentary aerodynamics o‰erslipstreaming wheel-to- right up to the present day. Let’s start at the beginning… Club arranged aspecialAutosport track test. this year and, to celebrate, series organiser the750 Motor single-seater racing’s ugly ducklingreached its halfcentury back at Silverstone to test aFormula Vee. Several, infact. Junior winter. IthoughtI’d leftthat allbehind, buthere Iamagain – the latest set-upbreakthrough we thoughtwe’d found over the ’13 andoften spentmiserable February days at Silverstone testing This isFormula Vee ‘through theages’, from the1960s TRACK TESTTRACK / FORMULA VEE ATVEE 50 FORMULA JULY2017 27

73 73 EBREY FORMULA VEE AT 50/TRACK TEST

APAL (1960s) “You’ll need your sense of humour when you go out in this,” all round (modern Vees have discs on the front ). Top right: Formula Vee says the Apal’s owner, Erle Minhinnick. “In fact, that’s all The engine has a belt generator and fan, only a single trio ready to provide you’ll need. Just laugh – it’s more like rowing than driving.” carburettor and is started by turnkey ignition. There’s a history lesson. This car is Belgian-born and pre-dates the inaugural British even a horn on this car, just for added comedy value. Above: “It’s more like Formula Vee race by two years. It never actually raced in the The age of the on the Apal are unknown, so rowing than driving” UK in period either, but it does provide a genuine example Minhinnick has added some softener and hoped for the best. of Formula Vee’s earliest days as a racing category. The This doesn’t help the trepidation I feel when I first head out class originated in the and then spread. of the pits, in a car that I do not fit. My left knee is practically First impressions are that this car looks much like a big up to my ear, my right leg touches the steering wheel, and I red bathtub with wheels attached, so imagine my delight must reach underneath my right leg to change gear. when Minhinnick explains that, as a fibreglass company, This requires some inventive acrobatics to get the car Apal was involved in making baths! around the track and it’s impossible to heel-and-toe, but by Minhinnick has raced this car around Europe in historics. holding third gear between Copse and Maggotts/Becketts It features ancient ‘kingpin’ suspension, a steering box I can make it through a lap with only two downshifts. (rather than rack and pinion), and has drum brakes You have to set everything up well before the corners,

74 JULY 27 2017 PICS: EBREY underpinnings Le: primitive Beetle immediately apparent. comedy value is Above: early car’s too, but thankfully that’s where the similarities end. may looklike abathtub andI’ve got soaking wet driving it for returning hisprideandjoy to himinonepiece. This car Silverstone’s nasty crosswinds. blown across the Wellington Straight by oneof corners andthoroughly enjoying myself, despite getting control theprogressive slides that are typical ofsucholdcars. the throttle, andagentle cam intheengine makes iteasy to makes theApal very ‘tail happy’, butthecar responds well on state andtheterrible conditions. the tyres provide decent grip, despite theirfossilised but thedrumbrakes respond surprisingly well and I return to thepits to applausefrom Minhinnick–mainly By theendofsession I’mpowersliding outofthe The steering feelsvery lightandanoticeable lackofrear grip JULY2017 27

75 SCARAB Mk2 SCARAB 76 winning Van DiemenRF78 –was designed asacustomer car. monocoque design –based onthe - in to save theday at theendof decade. Stuart Rolt’s steel- shortage ofavailable chassis before the750 Motor Clubstepped modernisation, withinaclimate ofdwindling supportanda torsion-bar front suspension, andrack-and-pinion steering. engine, rather thanthe1200cc version, discbrakes (on thefront), tried to moderniseto save its own skin, adoptingthe1300cc Ford inthe1970s andVWwithdrew ocialsupport, thecategory As Formula Vee came to theendofits losingbattle withFormula ATTESTVEE 50/TRACK FORMULA The Scarab Mk2was aproduct ofthisattempt at JULY2017 27 (1970s) says Storer. “But ifyou’re quick you can really go well inthem.” too muchto worry aboutwhen Ioverstep themark. It responds well when Iattack thecorners, give butdoesn’t me I’m ableto experiment withmy lines. Thecar inspires confidence. closer to what Iremember from my own days inFormula Vee. way IdidwiththeApal and, ofcourse, theScarab feelsmuch tired. have Idon’t to thinkaboutwhat I’mdoinginthesame and issoeasy to drive Ifeelcould go allday andnever get to discover theScarab’s talents. The car feelsvery surefooted, Cadwell Park after crashing hisregular mountintesting. former Vee frontrunner James Birch putting oneonpoleat manager Andrew Crighton’s Mk2, andrecounts astory of withtherightengineandset-up,and can still runcompetitively. about Formula Vee isthat even anageing car, intherighthands consigned to thechampionship’s B-class. Butthegreat thing runner-up John Hughes. Theearly modelswere outmodedand only Scarab worth worrying aboutwas theMk5driven by 2009 who went onto buildScarabs himself. One ofthefirst batch offour went to Vee stalwart Andy Storer, “It’s agreat car fornovices because ofits forgiving nature,” The track isstill treacherous, butdry spots are appearing and These damp conditions are theperfectenvironment inwhich Storer isat Silverstone to oversee my lapsinAnglesey track By thetimeIcame into Formula Vee inthelate 2000s, the

PICS: EBREY a nostalgic buzz but still gives Anderson so isabitof ahandful, conditions,up for dry GAC (top right)isset in therighthands. a decent weapon forgiving, butalso It’s easy to drive and Ford Van Diemen. based onFormula Scarab (above) is GAC (2000s) Slotting into a modern GAC Formula Vee brings the memories flooding back: spinning out of sixth place on my category debut in the inaugural Formula Vee Festival at Brands Hatch in 2008; finishing fifth on my championship debut at Snetterton in ’09; taking my first win at the same venue a year later. It’s fitting that my championship rival of 2010, Martin Farmer, is at Silverstone for this test, so we reminisce about the ‘good old days’. The usual well-worn jibes come up – he chastises me for ‘taking him out’ at the Esses to win that Snetterton race in ’10; I rib him about being useless in the wet. It’s all good-natured stu‘. I had great respect for Farmer as a rival. In my opinion, there were few better over a single lap. He deservedly won the 2010 title using one set of tyres for the whole season, and there were many occasions when he would rock up to a race meeting without testing and put his car on pole. We enjoyed some outstanding races together. The second race of 2010 at Snetterton was a slipstreaming slugfest that was settled by only 0.02 seconds in Farmer’s favour; and in the second part of ’12’s season-opening double-header at Silverstone, Sam Oliveira, Farmer, Hughes and I engaged in an epic scrap for second (which Oliveira won), blanketed by just 0.37s at the finish. It’s apt for me that Silverstone is the setting for this test, though it rains again while we’re circulating slowly for pictures. The car is set far too sti‘ for the conditions and it’s super- twitchy, even with some rear damper adjustments mid-session. Greater chassis sti‘ness, modern springs and dampers, and improved aerodynamic e˜ciency are the hallmarks of the most modern Formula Vees – allied to an endless quest to extract more power from the 1300cc air-cooled engines. The unit in this Bears Motorsport GAC, originally designed by Alan Woodward and Graham Card using modified Swift Formula Ford bodywork – has quite a wild cam in it, so the power comes all in a rush within a narrow rev band, leading to wheelspin in a straight line along the Wellington Straight in the wet. This car would undoubtedly be very potent in the dry on such a high-speed circuit, with open corners that make it easy to keep the revs up. Turning laps in a GAC again reminds me of all those past races – the slipstreaming battles, the endless quest to find a set-up to eliminate excess understeer, the desperation to eke more power and reliability from a gasping engine. Formula Vee doesn’t look much on the surface, but the fact that the category has endured for 50 years shows it must be doing something right.

The modern answer to FORMULA SUPER VEE WAS race in the European ‘Formel foundations of the original. Formula Vee’s equivalent Vau’ championship, for which The car feels very capable of Formula Ford 2000 in the several UK Formula Vee on track (le–), particularly at 1970s and early ’80s – bigger manufacturers built cars. low-speed corners like Lu•ield, engines, higher-tech cars, Scarab ace Martyn Donn won even on the wets I’m using. The and slicks and wings. the championship in 2001 and aerodynamic appendages invite The category is long ’02, and the ‘Scarab Euro’ also you to commit enormously at defunct, but counts 1982 bagged titles for Formula Vee Copse, but the car still slides Formula 1 world champion and Sports 2000 hotshot Patrick progressively if you try too hard. Keke Rosberg, one-time grand Sherrington and James Birch. In truth, it has too much grip prix and Le Mans winner Jochen That championship has gone for the power (130bhp) as the Mass, double Indy 500 winner now too, but the car lives on in track dries out, and feels rather , and 1990 Le German monoposto events like a draggy Formula Ford Mans 24 Hours winner John and, with its Dunlop slicks, 1600, but it’s very enjoyable to Nielsen among its most wings, 1300cc water-cooled handle, and has a gearbox/ illustrious alumni. Polo engine, full disc brakes, engine combination that Those days are long gone, Hewland Mk9 gearbox and Formula Vee should consider but the class lived on in its massive di•user, o•ers a clear migrating to, before spare native , and even in the technological step up from Beetle parts become harder last decade it was possible to Formula Vee, while retaining the to find than dinosaur fossils.

JULY 27 2017 77 FINISHING STRAIGHT/WHAT’S ON THIS WEEK

WHAT’S ONImages on the website include Walter Hayes Walter and Sir Jackie Stewart celebrating at the DFV’s Hayes 30th annivesary in 1997 archive goes online RICHARD HAYES, THE SON OF DFV backer Walter Hayes, has set up a website to honour his father’s legacy, which features a personal archive and showcases a portion of Ford’s motorsport history. In 1967, the impending introduction

of the upcoming three-litre Formula 1 WALTERHAYES.CO.UK regulations led Team Lotus founder Colin Chapman to seek a new engine. around £30,000,” says Hayes Jr. to bring manufacturers in, and that’s Together with technical expertise from Other highlights include the original what sustains F1 now, but my father ex-Lotus engineer Keith Duckworth DFV contract draft, which runs to pioneered that,” according to his son. at Cosworth and funds from the Ford just six pages of A4, compared to the Modern day F1 could also look back Britain public relations executive, the hundreds no doubt needed in 2017, with 50 years for inspiration on the sound DFV was born and between 1967 and the actual description of the engine of its next engines, and for many, the 1982 it would power nine drivers to being only a few lines. Hayes Jr recounts noise of the DFV is an event highlight 12 F1 championships. discussing the contract with Duckworth at many historic events each year. Hayes Jr created the website at his father’s funeral: “Father kept While some fans may think Hayes Sr to provide historically accurate sending his draft sent by the Ford merely got the money from Ford and information, as Hayes Sr, a modest lawyers and Keith kept taking issue took credit for the DFV’s success, Hayes man, never wrote an autobiography. with various things and the way things Jr recounts that his father greatly The fact everyone approached by the were expressed. Father then said, supported Chapman and Duckworth younger Hayes was happy to contribute ‘Well, you write the contract,’ so in the ambitious project, one that towards the archive is a testament to it was actually drafted by Keith.” Hayes Sr photographed could have negatively a‰ected their Jim Clark and Colin his father, as an individual and for his Motorsport fans should care about Chapman play-fighting respective careers in various ways. career achievements. Contributors what Hayes Sr brought to F1. “Father at the 1967 German “If Duckworth had done a bad job who provided material included was the first person, through Ford/DFV, Grand Prix then he’d have been in trouble, but author Graham Robson, who delivered father provided every support and previously unseen photographs opportunity and they went away and relating to the DFV. made a hell of a lot of it,” he says. The website is worth visiting alone The website, www.walterhayes.co.uk, for its reports of 1960s sportsmanship, with its many personal recollections, such as in 1967 when Hayes asked shows those who raced with one of F1’s Chapman if he was OK removing their most successful engines in a previously initially agreed two-year exclusivity unseen light. The series was much agreement, to which Chapman agreed, smaller in the 1960s than it is today, so allowing March, Ken Tyrrell and Hayes Sr, a gifted amateur photographer, McLaren to begin using the DFV. “Using was able to capture a unique view of the a Cosworth engine, March chassis and close relationships between many of Hewland gearbox, a team could have the key figures on the grid at the time. a championship-contending car for JAMES PEASE

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JULY 27 2017 79

FROM THE ARCHIVE The three of polesitter Stuart Lewis-Evans (VW7 #20), Stirling Moss (VW5 #18) and Tony Brooks (VW6 #22) line up alongside the of at the start of the 1957 at Monza. The Maserati of is just visible on the second row of the 4-3-4 grid. The race was won by Moss ahead of Fangio and (Lancia-Ferrari D50). Lewis-Evans retired after 49 laps of 87, his engine succumbing to a cracked cylinder head.

www.LATimages.com @latimages HAVE-A-GO

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