Vol 3, issue 3, spring 2017 Lloyd’s

MotorANNUAL Club MAGAZINE

LMC at Lloyd’s Motor Club Founded 1951 the Manx ⚈ Consult directly with senior directors Dennis Wilkins or Jonathan Suckling 07766 252868 07966 625338 ⚈ Over 50 years first-hand knowledge of  Lloyd’s and London market insurance issues ⚈ Sensible, transparent fee structure [email protected] [email protected]

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ALT1-C CLASSIC

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Lloyds Motor Club_PRINT.indd 1 30/11/2016 14:18 3

Lloyd’s Motor Club One Lime Street London EC3M 7HA www.LloydsMotorClub.com

Honorary VIP Members Sir Stirling Moss OBE Wing Commander Andrew Green OBE Squadron Leader Nigel Rose Air Commodore Charles Clarke OBE

Patron John Nelson, Chairman of Lloyd’s

Adametz ©Jeremiah Life President Left to right: Capt. Eric Brown RN, Sqn. Ldr. Nigel Rose, JAS Roger Earl [email protected]

Chairman Martin Robinson [email protected] Like the song says,

Editor Jonathan Suckling [email protected] “It was 20 years ago . . .” Membership Secretary Clive Willis This issue marks the 20th anniversary of the LMC Magazine. [email protected] I would like to thank all the advertisers over the past two decades

Honorary Secretary for their support. It is a great privilege to be asked by The National Brian Hunt Motor Museum at Beaulieu to present them with a complete set [email protected] of the LMC Magazines for their archive (see centre pages).

Looking back to that first issue, it strikes me how during the intervening years Honorary Treasurer I have watched historic motorsport change beyond all recognition, mostly for Derrick Rowe the better, although sometimes I think I preferred less commercial times. Certain [email protected] events have become giants yet there are still some unspoilt gems out there; you just have to look a little harder around the globe. Webmasters Bob Bradbury & Graham Faggetter Sadly in this issue we pay tribute to “The World’s Greatest Pilot” and Honorary [email protected] VIP LMC Member, Captain Eric Brown RN. Eric was the most extraordinary man I have ever met and we will all miss him dearly. RIP “Winkle”. LMC Committee Observant readers will notice that our new chairman is Martin Robinson and that our Ian Burford former chairman, Roger Earl, is now Life President. Roger remains on the committee Charlie Miller for as long as we can persuade him to stay. On behalf of all LMC members, I would Tim Snowball like to thank Roger for his incomparable contribution to the club. Max Taylor Larry Tucker Lastly, as usual please check the club’s website for details of future events Austin Wren – a full calendar is already planned for 2017.

ALT1-C CLASSIC (See LMC website for contact details) JONATHAN SUCKLING (JAS)

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Lloyds Motor Club_PRINT.indd 1 30/11/2016 14:18 OBITUARY The World’s Greatest Naval Test Pilot 1919 – 2016 Captain Eric ‘Winkle’ Brown RN Captain Eric ‘Winkle’ Brown CBE DSC AFC Royal Navy, one of the most highly sophisticated aircraft and the aerodynamics of the wing configuration celebrated aviators and test pilots in history, who flew a record 487 for Concorde stemmed directly from types of aircraft and carried out 2,407 aircraft carrier deck landings, that mission.” died on 21 February 2016 aged 97. It was while on this mission that Eric’s Paying tribute at a commemorative Blackburn Skua and narrowly surviving war took quite a different turn. Fluent event to celebrate Eric’s remarkable life an attack from a Messerschmitt Bf 109 in German he was asked to accompany and achievements at RNAS Yeovilton in a Norwegian fjord. In 1941 he joined a medical unit to help liberate Belsen in July, former First Sea Lord, Admiral 802 Squadron flying Grumman Martlet concentration camp. The experience Sir George Zambellas GCB DSC ADC, fighters from the Navy’s first auxiliary was to affect him deeply for the rest of said, “Captain Eric Brown was one of aircraft carrier, HMS Audacity, an 8,000 his life, including interrogating Hermann the most accomplished test pilots of his ton banana boat. He described landing Göering, founder of the Gestapo and generation and perhaps of all time. He on her tiny deck as “challenging to say other senior members of the Nazi will be remembered forever as the first the least.” regime. In 2015 he returned to Belsen man to land a jet aircraft on a carrier and with The Queen and found meeting Audacity’s Martlets bravely fought off his world records will never be surpassed. former prisoners who he had helped to repeated attacks from heavily armed He set the most exacting of standards liberate profoundly moving. Focke-Wulf Condor bombers, using a and his exceptional skill and courage is courageous and death-defying combat Throughout his career, Winkle’s bravery, an inspiration to today’s Fleet Air Arm tactic developed by Winkle to attack ingenuity and indomitable spirit were pilots, many of whom will be flying from them head-on. On 21 December 1941 matched only by his fierce commitment the Queen Elizabeth aircraft carriers.” Winkle survived the sinking of HMS to keep the Navy’s historic aircraft flying Winkle’s legendary career spanned Audacity when she was hit by torpedoes as an inspiration to future generations. three decades during the most exciting from a German U boat with heavy loss of “The innovative advances of so many and innovative period in aviation history. life. “I will never forget that fateful day,” of our aviation achievements came at After distinguished service in WW2, he said Eric. “The ship reared up so steeply a price. Flying from ships at sea is a was selected as the Royal Navy’s Chief that the aircraft plunged down the wildly hazardous business. It was like playing Test Pilot, playing a key role in the design tilting deck. She sank taking all her aircraft Russian roulette and test pilots were and flight-testing of an entire generation with her. I was very lucky to survive.” routinely killed. Keeping our heritage of aircraft, pioneering many new aircraft flying tells the story of the In the early days of the Battle of the technologies that gave the UK aviation courage, endeavour and technological Atlantic desperate measures were industry a world leading reputation. achievements of British naval aviation in a sought to reduce the dreadful attrition powerfully dynamic way,” said Eric. “After The birth of the Jet Age and the radical rate to allied shipping by German U boat I am gone, I hope that the aircraft will be new designs it spawned, brought with attacks and Winkle was soon back in the well looked after, and that the men who it new levels of risk for the pilots who cockpit, flying Hurricanes launched by flew them and those who laid down their tested these aircraft but a scientist at rocket catapult from Merchant ships. lives in them will never be forgotten.” heart, Winkle relished problem-solving By 1944, word of this fearless flier and finding ingenious ways to overcome The baton has been passed; the began to spread and towards the difficulties. His fearlessness and ability mantle conferred and we all owe it to end of the war, it reached Winston to remain calm in the face of danger set this extraordinarily courageous and www.leehowardphotography.co.uk Churchill who singled him out for a him apart as he pushed the boundaries dedicated man to ensure that his great special task. Thus, in 1945 Eric was of landing faster and heavier aircraft on legacy to the nation is preserved. Captain appointed as Chief Pilot on a joint UK/ aircraft carriers. Within a few years, the Eric Brown was an Ambassador for the US mission to retrieve Germany’s most advances in jet engine technology saw Fly Navy Heritage Trust supporting closely guarded technological secrets, the top speed of military fighters rise from the charity wholeheartedly up until his flying many captured German aircraft, a ‘sedate’ 600 mph to a blistering 1,400. death. To make a donation or to become including their top fighter, which was a supporter visit navywings.org.uk Born in 1919 in Leith, near Edinburgh, 125 mph faster than our equivalent. “It ‘Winkle’ joined the Fleet Air Arm in was exciting but hairy at times,” said COMMANDER SUE EAGLES QVRM 1939 as a fighter pilot, initially flying the Eric. “The Germans were developing ROYAL NAVY The World’s Greatest Naval Test Pilot 1919 – 2016 Legend of the Skies During his long career in which he was torpedoed in the Atlantic, helped to liberate Belsen, interrogated Goering, survived 11 crashes, landed the first jet on an aircraft carrier and set the world record for carrier landings, Eric played a key role in the design of an entire

generation of aircraft and won admirers Image ©FNHT and the Royal Navy all over the world. www.leehowardphotography.co.uk Sqn. Ldr. Martin Withers DFC

114 Motor Club members enjoyed a stirring presentation by Martin Withers delivered with the customary quiet and unassuming manner we have come to expect of the archetypical British hero, just amazingly cool with a lovely mix of light self-parody and amusing anecdotes. Martin regaled us with the following history and at the close enjoyed a wholly deserved standing ovation.

He joined the RAF in 1968 rather than After the battle for the Falkland had been intended for the European pursuing a law career after graduating Islands started on 1 May 1982, the theatre, so air-to-air refuelling from Birmingham University. weapons systems used and the capability was non-existent. Suddenly, Qualifying for a posting to a Vulcan manner of deployment were both Hercules, Nimrod, Victor and Vulcan squadron at Waddington as a co- testaments to the inventiveness, aircraft were expected to fly 8,000 pilot, he moved up to captain and flexibility, adaptability and particularly miles round trips, with pilots 16 hours subsequently flying instructor at 230 the courage that British armed forces in the cockpit. RAF engineers worked are rightly famous for. They had been OCU. With the Vulcan approaching themselves to a standstill fitting equipped and trained to fight a war in the end of its operational life, the OCU probes and tank systems to a variety Europe as part of NATO and all three of aircraft almost as the paint dried, closed and Martin transferred back services found themselves operating to Waddington as the squadron QFI whilst Vulcan and Victor crews trained alone 8,000 miles from home and intensively at low level and at night in and a Pilot Leader, then was selected 4,000 miles from the nearest friendly the Scottish Highlands. as captain-pilot of Vulcan XM607, the supply base, Ascension Island in the aircraft designated as “Black Buck 1” mid-Atlantic. For the RAF, the first Just before midnight on 30 April, for “Operation Corporate”, known consideration was a relatively simple crews from 101 Squadron climbed into today as the Falkland Islands Conflict. one, range. The RAF’s large aircraft two 22 year old bombers to set out on 7 Sqn. Ldr. Martin Withers DFC

what would be the longest bombing The Avro Vulcan B2 first entered 1,000 lb bombs, over nine tons of high mission ever attempted and one on service in 1960 and the large four- explosive, which combined with the which there was a considerable chance engined delta-winged aircraft had full fuel load, meant that both aircraft that they might not return. Their target been designed to carry Britain’s were more than 2½ tons over their nuclear deterrent as a high-level was the airfield at Stanley, the only maximum weight. Overloaded they bomber. It had never before operated hard runway on the islands and vital would have to run their engines at 103% to Argentina’s forces. Denying the in anger, only in deterrence but that power just to get off the ground. Only use of the runway was the primary was now to change. The aircraft were one Vulcan would fly each mission, the objective, preventing the enemy’s fitted with new electronic counter- second acting as a spare in case of high performance combat aircraft measures pods as blinding Argentine from operating against the Task Force. radar to the presence and intentions failure of the other and to fly the 8,000 The first mission was intended to cut of the Task Force was a priority, and mile round trip. Each mission required the runway with a strike diagonally the venerable Vulcan was the only the support of 12 Handley Page Victor offensive platform with the reach. across its centre, the other two to K2 tankers on the outbound leg and a crater the areas at either end of the For the “Black Buck 1” mission, two further two Victors and a Nimrod on existing airstrip. Vulcans were each loaded with 21 the return leg. 8

As the 13 aircraft of “Black Buck 1” due much further south. Thankfully the XM607 touched down at Ascension at left Ascension Island heading south, aircraft successfully hooked up and the the end of an astonishing 16 hours in the need for a spare quickly became mission continued. the air which had included 18 air-to- apparent. The commander of the first XM607 was now close to the Falklands, air refuelling. For this extraordinary, Vulcan reported soon after take-off descending to 300 ft above the sea record-breaking mission and their that the cabin would not pressurise, to reduce risk of detection by radar. superb airmanship throughout, Flt Lt so the second aircraft now had to 40 miles from the target, the Vulcan Withers and the lead Victor tanker’s take the lead. One of the Victors also climbed to 10,000 ft for its bombing skipper, Squadron Leader Bob Tuxford, had to turn back due to a mechanical run. Navigation over this distance were awarded the Distinguished problem, so only the 11 remaining had proved phenomenally accurate, Flying Cross and the Air Force Cross aircraft would carry on with the mission. placing the Vulcan precisely on track. respectively, with Martin’s entire crew The captain of the second Vulcan, Flt Lt Withers turned on to a heading being “Mentioned in Dispatches”. Flight Lieutenant Martin Withers, with of 235° to drop his bombs across superb understatement, announced With all that excitement behind him the runway effectively cutting it, and to his five-man crew, “Looks like we’ve commenced a straight run-in. The 21 and after the wind-down of the “V” got a job of work to do.” bombs took five seconds to release, bomber fleet, Martin retired from the Tanking went well until the last-but- the drop point being about three miles RAF to become a commercial airline one slot. Nine depleted tankers had from the strip. No anti-aircraft fire met pilot, from turbo-props to the Airbus returned to Ascension, leaving Vulcan the Vulcan and the raid was a complete A320, the Boeing 757 and finally XM607 and just two Victors. These surprise. 767s before retiring. Until sadly it was were to refuel each other but the grounded in 2015, he was responsible Of the 21 bombs, one hit the runway receiver’s probe of one had broken for overseeing the safe operation of the smack at its mid-point, cratering the in turbulence, so they reversed roles last flying Vulcan, aircraft no. XH558, concrete. The rest fell to either side with the damaged aircraft returning and both piloted it on its final flight and caused serious damage to airfield to Ascension leaving XM607 with the installations, aircraft and stores. and acted as Air Operations Director last Victor, XL189. There was much for the “Vulcan to the Sky Trust”. concern about the probe breakage After the attack, Flt Lt Withers Vulcan XH558 is still owned by the as to whether XL189’s drogue had immediately climbed to an economic Trust, a charity established to maintain also been damaged. The Vulcan crew cruising level to save fuel. The return and ground-operate this remarkable, tried to examine the drogue by torch trip went exactly as planned, the beautiful and iconic aircraft, and the but failed to see anything, so Flt Lt rendezvous with the Nimrod and funds raised by the day’s lunch and Withers decided the only way to be the additional tanker support were raffle were donated entirely to the sure was to attempt a full fuel transfer, straightforward after a long night Trust in Martin’s name. even though the last tanking window although by then the Vulcan was flying before the attack and turn-back was on fumes. ROGER EARL 9 Emanuele PIRRO

On Monday 21 March, the day after the 74th Members Meeting at Goodwood, nearly 80 LMC members and guests enjoyed the very real pleasure of lunching with one of the greatest endurance racers of all time, Emanuele Pirro.

A charming and erudite man, Emanuele Sebring 12 Hours races in parallel Goodwood Members Meetings, as kept us enthralled for the best part of during the same period. one of the four regular Team Captains at each year’s early Spring event. an hour with his discourse, rich in detail We heard too of his earlier years and humour, about endurance racing scoring several wins in Formula 3000 What a treat this Celebrity Lunch had in general and his extraordinary career before moving up to Formula 1 with proved to be, graced also by the lovely in cutting edge sports racing cars Benetton and Scuderia Italia, yielding in particular. It doesn’t come better 5th and 6th places in Australia and Monaco respectively. But it was in Emanuele kept us than that as few racers can match converting to sportscars that Emanuele Emanuele’s Le Mans 24 Hours record enthralled with his discourse, was to find his metier and achieve his – five outright wins and four 3rd places “ greatest successes. On top of his Le rich in detail and humour for a total of nine consecutive podiums Mans 24 Hours and Sebring 12 Hours in just nine years from 1999 to 2007, all triumphs, he was to twice became Mrs Pirro, Marlene, and younger son of them with Audi - an exclusive club outright Champion of the American Le “Goofy” as guests of the Motor Club.” shared with Tom Kristensen, Jackie Mans Series in 2001 and 2005, having To add gilt to the gingerbread of a scored a remarkable total hugely enjoyable event, a rapid raffle of 19 wins in ALMS races held at the close of lunch of 14 items of during that period. memorabilia, all of which were signed by Emanuele, raised a significant sum five outright wins at Le Mans Those familiar with the for donation to the charity of the day, “ ” Goodwood Revival bomb disposal regiment 11 EOD’s needed no reminding Felix Fund. Ickx, Derek Bell and Frank Biela as of his great drives in the Lightweight its only other members. Not to be Jaguar E-type and the Ferrari 330 Thank you Emanuele – please come overlooked, add to that two outright LMB among many others, and since back again, perhaps in 2017? wins and three second places in the Lord March’s reintroduction of the ROGER EARL 10

Beaulieu 11

From a long list of applicants, the 15 lucky members chosen on a first-come-first-served basis gathered at Beaulieu’s Visitor Centre at Note for 10am on Tuesday 5 July for the club’s private visit, arranged with members Beaulieu and the Beaulieu One Hundred Club. For behind-the-scenes There are two ways in which visits like ours, Beaulieu has to limit the group to a maximum of 15, individuals can enjoy and so a further tour for the overflow will be organised early in 2017. support the Beaulieu National Members wishing to attend should watch the Motor Club’s website. Motor Museum more closely. The first option is by joining The Club’s private visit to the Museum books, brochures and posters, and the “Friends of the National was graced by lovely weather and its equally amazing archive of literally Motor Museum Trust” and the kicked off over coffee with Beaulieu’s thousands of photos and historic second by joining the exclusive chief executive and other senior staff albums going back to the early 20th “Beaulieu One Hundred Club”. and to our delight, an introduction by century. Many of these are now the Lord Montagu in person. Situated in subject of highly skilled restoration. To become a member of the the heart of the New Forest, Beaulieu “Beaulieu One Hundred Club”, is a truly beautiful estate with a variety Grand finale was an introduction contact the Beaulieu Partnership of impressive facilities affording a to the impressive workshop where wide range of activities for both historic cars are restored for Office on 01590 614634 or by individuals and families alike, as well exhibition or maintenance for long- email at [email protected] term display. At the time of our tour, as its world-renowned National Motor To become a “Friend”, apply Museum. Our tour would include an an exceptionally rare 1935 Auburn via the website or contact insight into its huge film and video 851 Speedster was going through collection of several thousand 8 its regular maintenance, as was a Theresa Browning, Friends and 35mm films, videotapes and magnificent 1912 Peerless Landau. Membership Secretary, at CDs, many in the process of being On the shelf - a very large shelf The National Motor Museum digitalised for future generations, its - a second Sunbeam World Land Trust, Beaulieu, Brockenhurst, unique library of more than 300,000 Speed Record engine waits for the

Hampshire, SO42 7ZN. Images©JAS necessary funds to be raised for Our busy morning was followed cars - Sir Malcolm Campbell’s first its rebuild. To one side lay an early by an excellent buffet lunch in the Bluebird, the 1925 350hp 18 litre V12 1930s Rover pending a complete Museum’s private dining room at Sunbeam (150.177mph at Pendine reconstruction, and the 1960 Allard which Lord Montagu again joined our Sands) and currently the subject of party; a further bonus to an already 354 Chrysler Hemi-engined slingshot a £30,000 restoration appeal, the Sir delightful day. Lunch cleared away, dragster, the first in the UK, stood Henry Seagrave 1927 1,000hp 45 litre we were now free to explore at leisure V12 “Mystery” Sunbeam (201.79mph in final preparation for start-up the the extensive motor museum itself. at Daytona Beach), Segrave’s 1929 following day. But we were not to This contains so many wonderful and 925hp W12 24 litre Golden Arrow be robbed of this experience-in- often very rare vehicles of every type (231.45mph at Daytona Beach) and noise, as Doug Hill, our guide and and description including several the last of the Bluebirds, Donald Beaulieu’s engineering chief, started Formula 1 cars and Le Mans-type Campbell’s triumphant Proteus up Mike Hailwood’s championship sportscars, an intriguing selection of everyday British family saloons jet-engined car with its 1964 LSR 250cc Honda racer, after thoughtfully covering the many years before speed of 403.10mph at Lake Eyre in providing us all with earplugs – which and after the War, and a significant Australia. turned out to be more than slightly collection of motorcycles and What a wonderful day. necessary - what a machine, what a scooters. Most impressive of all – sound. four illustrious Land Speed Record ROGER EARL 13

Images©JAS ©Johannes Huwe Photography www.johanneshuwe.com 14 15

In the Roaring ‘20s the World Land Speed Record was hosted by Pendine Sands, passing between the aero-engined dreadnoughts of Brooklands racers Malcolm Campbell and John Parry-Thomas. Speed peaked when Lloyd’s broker Campbell pushed his W12 Napier Lion Blue Bird to 195 mph on 4 February 1927, to achieve an official two-way record at a 175 mph average. A month later tragedy struck when Parry-Thomas crashed his V12 Liberty-engined Babs at around 170 mph, after which Campbell and Segrave moved their LSR attempts to Daytona Beach. 16

Travel forward nearly 90 years particularly at Bonneville where the Our group of racers were all running and in 2013 the VHRA pulled odds of a spectacular engine failure early Fords, the roadster joined off one of the greatest coups in over a flat-out five mile run are stacked by Keith Harman in his 327 Chevy- historic motorsport by somehow against you. Yet there are one or two powered ’34 three window coupe persuading the local dignitaries to opportunities which will always tempt and Peter Stevens in his Winfield Spl let them race at this famous British me to make an exception and one of 1925 Model T. Name sound familiar? crucible of speed, then capping that those is Pendine. Dave Sturgess is one Best Motoring Event Yes, the same Peter Stevens who by winning of the best car builders in the country of the Year The International at and he generously trusted me with the designed the McLaren F1 – like most Historic Motoring Awards. keys to his cherry ’32 roadster, very car designers, Peter’s first love is the I’m frequently asked to race other similar in spec’ to my own roadster purity and simplicity of a hot-rodded people’s cars but always decline, kept in the States. pre-war American Ford.

The VHRA is the national organisation for owners of traditional To become a member of the VHRA, you need to own hot rods and customs that look like they may have caused a car of pre-1949 US manufacture, built in the style of havoc at a dirt track in the ’30s, roared across a dry lake bed a traditional hot rod or custom. We’re not just talking back in the ’40s, maybe tore up a dragstrip in the ’50s, or period perfect recreations but also cars that evoke the perhaps just cruised the streets of Southern California taking true spirit of a bygone era. Old cars modified using their owners nowhere in particular. If your car looks like it old parts. From mild customs to race cars, they’re all fell out of the pages of Throttle or an early issue of Hot Rod, welcome at the VHRA. you’ll know exactly the kind of car we’re talking about. 17 Images ©JAS

Once the tide was out, the course was Peter amazed everyone with a 16 mph Entries and pit passes are only open marked with flags and the timing gear increase over the previous year to 80 to VHRA members and are gone set. Cars had a half mile run up to the mph in his eyebrow-raising Model T. within hours of the official dates being timing trap which was 110 yards long, announced but the general public are the fastest speed recorded being What you can’t put into words is the welcome to spectate. The Hot Rod nearly 118 mph. Anyone exceeding extraordinary atmosphere of the event. Races at Pendine are a fairly well-kept the ton was inducted into the Speed is always relative and 90 mph secret so far but with international prestigious 100 mph Club, a significant with no windscreen, drifting and tram- acclaim, that’s not likely to last achievement bearing in mind the lining down the sand, is a wonderful much longer. One thing’s for certain age of the vehicles and the difficult time capsule. At the end of the runs all though, under the vigilance of VHRA soft sand. Mr Harman comfortably the cars gather together at the far end founder Neil Fretwell, thankfully the cracked 100 despite playing to the of the beach, then return en masse, a heritage of beach racing at Pendine crowd, I was knocking on 90 and rare sight either side of the Atlantic. is in safe hands. JAS 18 LMC at the IOM

The Manx Grand Prix was introduced some 90 years ago as the Amateur TT Road Races to allow non-manufacturer backed riders (privateers) the chance of winning a race around the famous Mountain Circuit.

The Manx, as it is now commonly known, takes the professional riders at the main TT. Before any place over a two week period at the end of August rider is allowed to race they must have completed and early September. There are various classes for six full laps of the course during practice week solo machines and I had entered the Newcomers and be over the minimum qualification speed for A Class and the Junior Manx Grand Prix, both for each race; 93.4 mph for the Newcomers race and machines up to 750cc. Each race is four laps of 101.5 mph for the Junior MGP. These are average the 37.73 mile Mountain Circuit, the same used by speeds for one lap. ©Nick Wheeler Photott.com 19

by the third evening of practice I found out that I had done a 100.1mph lap

“My first laps of practice on the VIBE in (the last one would sadly elude the full lap. This was my sixth lap, so LMC-liveried Triumph Daytona were several competitors). Thanks in part with my earlier times set in the week a somewhat daunting affair. Riding to excellent conditions, by the third I had done enough to qualify for the round at speed was completely evening of practice I found out that main races. different to watching on-board I had done a 100.1mph lap, followed My original start number” was 29. footage on YouTube or driving around by a 102.5. To say I was pleased would Usually you start at the Isle of Man in in a hire car. Whilst I knew which be an understatement. I had also number order but for the Newcomers corners were coming up next, braking been timed as 6th fastest through the race the grid would be based on our points and straights were taking some grandstand speed trap at 148 mph. qualifying times. This meant I would be getting used to, the latter now a great Thursday evening practice was halted starting in 12th place. It was a sensible deal shorter than I originally thought. mid-lap by red flags, after a rider had decision by the officials as it meant The roads were also significantly more a bad accident and was airlifted to the faster riders would be starting out bumpy than I had imagined possible. hospital. With oil and fuel spillage on first on the road and not have to make I had three main goals for the event – the course the rest of the session was potentially dangerous overtaking to get into the “100mph Club”; do a cancelled. Though it was disappointing moves on slower riders. As I had found sub-22 minute lap; and finally to drive not to complete the full lap, the Clerk out in practice, overtaking other riders home in the same van as I drove there of the Course credited all riders with was very difficult and could sometimes 20

take a couple of miles before it was out that I had won a TT Replica. Matthew Wren for their help at the pit- safe to do so. Mistakes made around These trophies are a copy of the main stops. Special thanks should also go this circuit could be punished severely. winner’s trophy (albeit somewhat to VIBE Syndicate Management Ltd smaller) and are awarded to those and the Lloyd’s Motor Club for their The conditions for the Newcomers riders who finish within 10% of the race generous sponsorship. race were excellent. Setting off winner’s average time. This was made down Bray Hill, a steep hill taking AUSTIN WREN even better when we found out the you out of the main town Douglas, winner had set a new race record time. it was incredible to feel that this was the same course ridden by Wednesday morning saw a delay to such previous great riders as Duke, the start of the Junior race due to poor Dunlop and McGuinness, not that weather. After such a fantastic result there was much time to think of in the Newcomers I could relax a bit history lessons as concentration more and enjoy the race. This was to be was paramount. another four lapper. In this race riders were starting off in their preordained Two laps in I had caught the rider in start numbers – I would be starting off front of me and done a 106.4 mph lap. 63rd, the last but one rider. Times for this Due to the high speeds and amount race were slower than the Newcomers of time a bike is on full throttle, fuel due to a couple of incidents on the very consumption is poor (15 mpg), so all first lap which brought out the yellow riders need to pit for fuel. This is also flags. Another faultless pit-stop by John an ideal time to clean flies off visors and Matt and I was on my way again and take a drink. Two more flying laps down Bray Hill. and I finally crossed the finish line in 13th position. Whilst I had not been At the end of the Junior race I was passed physically, riders behind me credited with finishing 55th, so I had at had run faster times, despite the fact I least made up time on other riders and had run 107.8mph on my last lap, equal was awarded a Finishers Medal. to a 20.59 minute lap. I was extremely All in, it was an incredible experience pleased to increase my lap speed and and one I shall not forget in a hurry. not only complete a sub-22 minute lap It was also made easier (if that’s the but even break 21. right word) with the excellent help of Yet the best part was still to come. spannerman Jason Kerridge (Kimberly After collecting the race result I found Motors), John Coleman (Aon) and 21

After such a fantastic result in the Newcomers “I could relax a bit more and enjoy the race ” ©Nick Wheeler Photott.com Image ©Laura Manning / Steve Cross (@sportscarfan917) motorHow to start racing It started, as many great things do, at a convivial lunch with fellow committee member Ian Burford. Despite being a committed “Carphomaniac” for decades, I’d never raced competitively. “Too little time, too much money, too late in day,” were typical excuses. Here are some tips from my experience.

OBTAINING A LICENCE It all starts with the MSA DVD and The people couldn’t be more helpful. CAR CHOICE / COSTS application form. You can book tuition I stripped the teeth on my diff’ during Let’s get one thing clear, competing and take your ARDS test on the same a test day when qualifying was the in motorsport is never going to be day. They’re not looking for speed, following day at 09.30. At 07.00 we cheap but some cars can be much more awareness and control, the found a replacement and fitted it just cheaper than others. Race entry written test is just common sense. in time. I was just told, “Give it back fees, transport to and from the Over 45 and you’ll need a medical. when you see me next.” In my second track are the same whatever you That gets you a National B licence, ever race, I was sitting with a circuit run. The main variables are parts/ easy. map reminding myself where I was maintenance and of course cost of supposed to be going, when a well the car/preparation. TOO LATE TO START/ known pro’ driver came over and said, My choice was an MG Ashley GT. FITTING IN? “I know this place quite well, do you Why? Well it’s based on a Midget (= It’s clearly never too late to take up want some tips?” One shared cuppa cheap), has a very tuneable A series a sport where competitors are still later, I felt a lot more at ease. winning championships well into engine and rear wheel drive (= fun their advancing years. My choice was TIP 1 Take someone with you and forgiving). Parts are plentiful and historic racing, an area of competitive for the first few times. There are cheap. That 1,300cc Alfa may well be motorsport that has been booming. lots of things to do and places to more beautiful but an engine rebuild, The nostalgic allure and lifestyle be when you start, so it’s easy to accident damage and general events such as the Le Mans Classic miss a briefing (and you can be maintenance will be multiples of a and Goodwood help, as does a more fined if you don’t attend some of Midget. With its one piece bonnet “mature” competitor environment, them). Take the family, a frosty and fastback styling, the Ashley looks where contact is most definitely Castle Combe in April is just the different, is competitive in its class (in discouraged. thing to bring everyone together. the right hands) and cost effective. TIP 2 When choosing a car, look TIP 4 Try different series/circuits Gerhard Berger, you know you’re in at both the cost and availability of and then tailor the races you want a serious race. Then, when you’re in parts including body panels. You to do with the time/budget you someone else’s car, at night, cornering WILL break or bend things. Quite can commit. one handed as it’s started to jump out apart from the cost, if parts are of 4th gear, with a broken anti-roll bar scarce you could find your season so it’s handling like a barge, you can’t on hold. Make sure you buy a sound PROGRESSION/ help but laugh maniacally when one of structure and build it up from WHERE TO NEXT? the leading GT40s laps you as you’re there or buy a car which someone Assuming you finish and haven’t cresting Eau Rouge. else has spent their money on. disgraced yourself, the Clerk of the For 2017 I’m moving on and am just All of the race series publish their Course will sign your licence upgrade completing a “new” car, a 1965 Ford regulations, so it’s easy to see what after each race. After six races you Mustang GT350R replica. A clear step you can/can’t do to a car. can take your yellow novice ‘X’ off the up in both power and weight, I’m still back (a great day as any racer will tell hoping to keep costs manageable WHICH SERIES? you) and you can apply for National A although I suspect the fuel and tyre I race with the HSCC and HRDC. Both licence which opens you up to other bill is going to be a bit different. Image ©Laura Manning / Steve Cross (@sportscarfan917) have an eclectic range of cars (and (bigger and overseas) events, meaning For the time being the Ashley will participants). Other friends race in the even more varied ways to spend your stay, my eldest son now has his race MSVR Trackday Trophy and Caterham money. licence and I’ll be driving the car at series. There’s really is something to I was very honoured to drive (along the Goodwood Members’ Meeting in suit everyone’s taste and budget. with fellow LMC member James Owen) March 2017. Come and see us. in Paul Latimer’s MGB in the 2016 Spa Whatever the series, don’t It only takes one lunch, one phone call TIP 3 Six Hours race, a car well known to be overly concerned about the to the MSA, go on. members here. When you are standing relative competitiveness of your in the drivers’ briefing room behind LARRY TUCKER car. You’ll invariably find someone to race closely with, especially in changing conditions. My Ashley races with a seven litre Ford Galaxy, TVR Griffiths, E-types and even Theo Paphitis in his 105E Anglia. I laughed into my helmet LMC Racing Resource when the seven litre Galaxy moved me six feet to the right with its At the LMC we have a vast range of experience of members who pressure wave and marvelled that have competed in virtually every form of motor racing, from two I could drive around the outside of wheels to four, classics to moderns, touring cars via sports cars to an E-type in the wet as he simply single seaters, from Formula Junior through Formula Ford all the couldn’t put the power down. way up to Formula 1. Don’t just buy the quickest car in a series; it’ll take a season or two to We are in the final stages of composing the LMC Racing really dial yourself into it and in the Resource, a database of racers who can assist members on meantime, you’ll be using James questions they may have as to what a series or car is like. Look May’s favourite expression often out for further news very shortly from the LMC and ask away. as you mess things up. Image ©Jeff Bloxham 20 YEARS 266004 LMC February 2013 Final_layout 26/02/2013 14:39 Page 1 Lloyd’s Motor Club VOL 2, ISSUE 11 A N N U A L M A G A Z I N E SPRING 2013 w w w . L l o y d s M o t o r C l u b . c o m

Ecurie Ecosse

Lloyd’s Motor Club Tour Founded 1951 2012

LMC in F1: past, present and future...

Past: Eric Thompson Present: Max Chilton Future: Toby Sowery Page 3 Page 32 Page 24

Vol 3, issue 3, spring 2017 Vol 2, issue 12, spring 2014 Vol 3, issue 1, spring 2015 Vol 3, issue 2, spring 2016 Lloyd’s Lloyd’s Lloyd’s Lloyd’s

MotorANNUAL Club MAGAZINE MotorANNUAL Club MAGAZINE MotorANNUAL Club MAGAZINE MotorANNUAL Club MAGAZINE

Max & Tom Chilton The best year of their lives

LMC victory at LMC at Lloyd’s Lloyd’s Lloyd’s Motor Motor Motor Lloyd’s Club Club Club Motor Nürburgring Club Founded 1951 Founded 1951 Max Chilton: 2014 in F1 Founded 1951 Founded 1951 the Manx

2014 Lloyd's Motor Club Mag.indd 1 12/02/2014 17:35 2015 Lloyd's Motor Club Mag.indd 1 19/03/2015 19:28 2016 Lloyd's Motor Club Mag.indd 1 25/01/2016 09:37 26 TOBY SOWERY

British F3

SeasonThe 2016 British F3 season came Reviewto a close on brilliant end was hampered by car problems mid Sunday 11 September at a sunny Donington season, which was pivotal to his championship Park where Toby took a stunning double victory, challenge. taking his race wins this season to five, sealing 3rd The season started at a wet Snetterton in March place in the championship with more victories with Toby qualifying a strong P4, just 0.198 from than any other driver. pole position. Toby finished the race in P4 and After dominating the F3 Cup in 2014 with ten wins then took his first podium of the season in race and as many fastest laps, plus winning the MRF 2 with P3. Setting fastest lap he started the third Challenge in 2015, Toby entered the prestigious race from pole position, lost out on the run to British F3 Championship in 2016 with Lanan the first corner and after a good fight for the Racing. A strong start to the campaign and a lead, he settled for P2. Images ©Jacob Ebrey Sowery 27 28

This was a very positive weekend on the formation lap, meaning he could on the tight and twisty circuit to take especially given the lack of seat time not make the grid. His persistence with another race victory. P7 finishes in and testing with the team - Toby had the team resulted in the car starting both other races. only been in the car two days before from the pit lane and he put in some The second half of the season got the first race weekend, compared to stunning laps to catch the field and still underway with round 5 at Silverstone, the countless days of testing by other finish in the points. This opportunity to the home of British motorsport. This drivers and teams. extend his championship lead was to was arguably the scene of one of prove crucial at the end of the season. The second race weekend of the Toby’s best career wins - starting season took place at Brands Hatch Rockingham was the location for round race 2 in P2 in wet conditions, Toby where Toby shone all weekend. Taking 3, which proved a difficult weekend took the lead on the first lap before P3 in race 1 he started race 2 in 6th and for Lanan Racing and key to Toby’s setting fastest lap after fastest lap and delivered an Ayrton Senna/Donington season. It was clear in practice that eventually leading by over 10 seconds Park 1993-style first lap, moving from the Lanan Racing F3 car setup was not before the safety car was deployed for P6 to P1 with a stunning and brave working on the unusual layout, with an accident, which stayed out until the overtake for the lead with his car half Toby struggling for overall traction. race end as Toby took his third race win on the grass. That outstanding lap Race finishes in P14, P8 and P6 meant of the season. Race 3 was cancelled gave Toby his first race win of the the championship lead was lost as due to torrential rain, a shame as Toby season and handed him the lead of the both championship rivals had strong was ready again to show his awesome championship. With Toby in searing weekends. speed and car control in torrential form, he was looking to capitalise in conditions. Round 4 visited Oulton Park and race 3. although car balance and traction The beautiful and legendary Spa- Unfortunately unreliability struck with problems continued, Toby delivered Francorchamps was the setting for Toby’s car suffering a clutch problem a brilliant piece of defensive driving round 6. With car setup now improved 29

This was arguably the scene of “ one of Toby’s best career wins”

following some mid season testing, around him. He was only one of two As a previous MRF champion and Toby delivered a consistent set of drivers to score points in every single respected driver, Toby was asked by the race performances, with three top 5 race of the season, highlighting his MRF to help them assess and develop finishes. With a return to Snetterton ability to assess what is happening their new single seater car, so he is now for the penultimate weekend, Toby around him on circuit and make the also working for them in the role of continued his good form from Spa with right decisions. He outqualified and development driver. a season best qualifying and another outraced his team mate at every test, 2016 has once again shown Toby’s ability podium, underlying his consistency every practice, every qualifying and to race cars and when compared to his and speed regardless of conditions. every race. competitors who spend a significant The final race weekend of the season at As a result of Toby’s strong season amount of time in the car, this season Donington Park really showed Toby’s he was, for the second year running, really does highlight Toby’s potential outright speed. With a new diffuser selected as a finalist for the prestigious to become a professional racing driver. fitted to the car after being hit in race Autosport McLaren Young Driver of Plans for 2017 are underway with 1, Toby found a stunning turn of speed the Year Award. A fierce competition discussions taking place with various and set the circuit alight in races 2 and with only four finalists this year, Toby teams. 3, setting fastest laps in both races. was assessed in a fitness test, on the I’ll leave the final words with Graham A truly dominant display finishing the McLaren Formula 1 simulator and on Johnson, Lanan Racing Team principal, season with a hat-trick; pole position, track at Silverstone driving a McLaren who recently said, “With the right fastest lap and race win. 650S GT3, a Mercedes DTM and a environment, the correct funding and the Throughout the season Toby showed Formula 2. At the time of writing, right guidance, there is no reason why he his speed, race craft and consistency, the winner is to announced at the won’t go all the way, he is a mega driver.” regardless of weather conditions and Autosport Awards Dinner on Sunday 4 at times, some poor driving standards December. BARRY MEARS Images ©Jacob Ebrey Sowery © Sutton Images 31 Lloyd’s at Le Mans 1997 It was 20 years ago that broker Hugh Price (above left), chairman of Alwen Hough Johnson Limited and John Robinson (above right), former underwriter of Syndicate 958, resurrected the LMC tradition of racing at Le Mans. After twisting his arm, Hugh recounts the story.

A call from the Editor of the Lloyd’s Motor Club Annual Magazine reminded me that 2017 is the 20th Anniversary of me and former underwriter, John Robinson compet- ing in our first Le Mans 24-hour Race. I have been asked to try and recall some of the memories from 1997, how it all came about and what we now remember most from the event. I started racing in the Porsche Cup in 1989 in a 911SC, which I subsequently sold to John Robinson, underwriter of Syndicate 958, when I acquired a different car for the 1990 season. We both raced in the Porsche Cup Series until 1995, when on another wet and windy day, at one of Britain’s airfield race tracks, John suggested to me that we should pool our resources, buy a Porsche 911GT2 and go endurance racing in the BPR GT Championship in sunnier European climes. When the car arrived back in the UK it went to Parr Racing in Edenbridge, Surrey for preparation. Our plan was to do five or six of the BPR Championship rounds in 1996. Parr were also running a similar car for New Zealander Bill Farmer, whose sole objective was to do Le Mans and we were soon persuaded by Bill and Parr that it would be worthwhile putting in an entry for Le Mans. This we did and in late April went to Le Mans to try and qualify for the 24 Hour race. Having raced in the Porsche Cup car in sight on arrival, we were ushered There was a period of five years from for six years, I didn’t need too much into the portacabin motorsport office, 1995 to 1999 where pre-qualification persuading to do something different, to settle the balance. Once it was was necessary as the ACO received so so we placed an order for a 911 GT2 Evo done, Jurgen Barth and Gerd Schmidt, many entries for the race. 55 starters with the Porsche factory which would the gentlemen responsible for were allowed during that period with be ready for delivery in early 1996. Porsche Motorsport, offered to take the considerable entries being divided The BPR GT Championship was made us to lunch. Nothing so grand as lunch into two, with qualifying sessions held up of a series of four hour endurance in the Porsche Board Room, which on the Saturday and Sunday of the races at most of the prominent tracks would be nothing less than expected April weekend. The fastest qualifiers in Europe; Silverstone, Monza, Spa when spending so much, we were in on each day would then be entitled and Nurburgring to name a few. The fact taken to the works canteen where to start the race in June. To our total car would be eligible for the Le Mans we were able to help ourselves to amazement we qualified on the Sunday 24 Hours but it was not part of the lunch on a nicely decorated Porsche but on the journey home we had to BPR Championship. Le Mans was and tray. Once our allotted lunch hour start considering the implications of still is very much a rule unto itself. with these illustrious gentlemen and what we had just done. Nevertheless, we knew that this could several hundred other Porsche workers We had started the 1996 season with be a possibility for us and so it was on was over, we were ushered back to a budget from various commercial the radar though not foremost in our the compound where our pristine, sponsors to do the five or six BPR races minds when ordering the car. Despite white 911 GT2 and five boxes of that we were proposing to do, and Le the considerable expense of buying a wheels had been wheeled out during Mans was not included in our plans. racing Porsche 911 from the Porsche lunch ready for loading. Our hosts We decided that with only eight weeks factory, they do not deliver the car. So said a very Germanic, “Thank you for to go before the race, we were not in a we went to Stuttgart in February 1996, your custom,” then waved goodbye, financial position to embark upon the to collect our new possession. With no leaving us to load up the car. race and took the decision to sell our entry on. We decided that we would definitely put Le Mans on the agenda for 1997 and go back with a proper strategy to compete in the race. For 1997 the BPR Championship became the FIA GT Championship. We decided that we would do three four hour Endurance rounds plus Le Mans. From the outset we decided that if we were to be the first Lloyd’s people to do the Le Mans 24 Hours since Eric Thompson had done it with Aston Martin in the early 1950s it deserved a bit of a splash. We would seek as much support from the Lloyd’s market as we could muster and there seemed a willingness from many of our friends in the market to support us. Lloyd’s themselves said they would be very pleased if we would carry their 33 ©Sutton Images

banner and would do everything in give us a lap time needed to qualify. friends towards the beer tent towards their power to get us support from The Pirelli representative overseeing the end of qualifying, at which point some of their market suppliers. us was ushered off by me and a few a set of Michelins were bolted on to First of all though, we had to pre- qualify, which we duly did in the April qualifying session. In 1997 we had handed the preparation of the car over from Parr Racing to Roock Racing in Germany, who had won the BPR GT Category in both ‘95 and ‘96 and were the most successful of the Porsche 911 preparers. They had asked us if we would be prepared to drive alongside a very rapid German lady driver, Claudia Hurtgen, and both John and I thought that would be good for promotional purposes. Roock also did a deal for us for Pirelli Tyres but this worked against us, as Michelin produced the best tyres at the time and most of our competitors were using them. In qualifying the Pirellis were not good enough to 34

the car and Claudia duly managed to The build up to the big race lasts a certainly a very interesting sideline to set a time good enough easily to get week and so we arrived at Le Mans our main activity of racing at Le Mans. on the Sunday, six days before the us into the race. The Pirelli rep’ knew We did scrutineering on Monday exactly what we were up to but was Saturday start and were billeted in a then qualifying on Wednesday and good enough to turn a blind eye. pleasant house in a small village a few Thursday before the race started on miles from the circuit. The house was Saturday afternoon. 45 minutes into The eight week period before the race owned by the recently widowed wife the race, Claudia radioed in saying was then a major marketing effort by of the local doctor, who apart from that the car was stuck in third gear. She us within the Lloyd’s market to seek making a few bob from letting out managed to get it to the pits, where financial support for our campaign. her rooms, had other things on her the mechanics set about changing the Even then, 20 years ago it was no cheap mind. When she discovered that John gearbox. My wife was standing with Robinson was a célibataire, (bachelor) exercise to put a racing car into the 24 me when I told her the gearbox news there was no stopping her. She didn’t Hour race with the full crew and spares and I was unaware that the gearbox stop with John but also pursued a could be changed, so I thought it to support it. Nevertheless, we were couple of other friends who happened was all over, to which she responded overwhelmed with the support that we to stay in the house during the week. in typical female fashion, “All this got from friends and businesses within We think she scored on the Sunday *£*$ing money and you’re not even the Lloyd’s market to make the effort night after the race when we were going to get to drive?” However, the possible. catching up with lost sleep but it was gearbox was changed, after which the ©Sutton Images 35

car ran pretty near faultlessly. A turbo night time sessions, just so I knew new set every time it came into the expired in the early hours of Sunday someone in the pits was still awake pits for a refuel, which was after 13 morning but that was easily changed whilst I was plodding round. I didn’t laps or 70 minutes. I pointed her in the in 20 minutes and on we went. I don’t have the heart to tell her that I had an direction of the team manager and was remember too much about driving electronic timer in the car, but she still delighted when she came back with a around the eight mile track during the takes great pride in saying that she big smile on her face to say that as we 24 hours, though little things stuck was up all night timing us. were the leading Pirelli shod car, Pirelli in my mind; the smell of the smoke were therefore giving us new tyres free I got out of the car in the morning after wafting into the air vents on early of charge at every stop. I don’t know a double stint for a well-earned rest, Saturday evening down the Mulsanne who was happier, her or me. whilst Claudia and John took over. straight, which I kept mistaking for the Shortly after getting out I was asked We plodded on and we were due to car being on fire, until the sausages by my wife how much a set of tyres make the last stop with approximately went on and I realised the smoke came cost, to which I said I did not know, one hour to go to the end of the race from barbeques, and the dazzling full but I thought they were around about at 4:00 pm on Sunday. It was John’s beam lights in the mirrors of the faster £600 per set. She reminded me that turn to do the last stint but neither GT1 cars that came up from behind I had told her earlier that we could he nor Claudia wanted to do it. The during the night. probably do three stints on a set of responsibility of going this far and I asked my wife to hang out a timing front tyres and two stints on a set of not getting to the end was too much. board for me every lap during my rears, but now the car was having a Who would be blamed if we had gone 36

this far and then not make the finish? We crossed the finishing line in 13th are hundreds of “if onlys” in Le Mans Witness the Toyota disaster in 2016 place and 4th in GT2. We were 13 laps history. when the leading car broke down with behind the class winner so had we not Rodger Newman and Roger Earl, both just two laps to go. If the car was going lost 20 laps or so in the first hour of fantastic supporters of our venture, to break down it didn’t really matter the race with the gearbox problem, were in the garage when the race who was driving it, so I was happy to we may well have won the class and finished, which was truly a tearful take the last stint and I have to say the finished in the top 10, but then that is moment. The record shows that John last lap was a very emotional moment. the way it goes at Le Mans and there and I finished as the first British drivers across the line and were duly presented with the Eric Thompson/BRDC trophy, awarded annually for that honour. Our good fortune was that it was a very fast race with a lot of attrition, so on this occasion there were no British drivers ahead of us. The names on the trophy read like a who’s who of motor racing and stuck in the middle are these two gentlemen racers from Lloyd’s. Only two lady drivers in the history of the race have finished in a higher position than Claudia and despite doing several more Le Mans after 1997 with far more talented drivers than us, she never achieved a better result. We entered the 24 Hours again in 1998 but this time failed to qualify. We were first of the non-qualifiers and due to drop outs were given a place a few weeks before the race. Once again, we didn’t have enough time to make the appropriate preparations so left 37 we finished as the first British drivers across the line it until 1999, when we easily qualified There were four GT2s entered but the Neither John nor I have been back to and“ were ready for another onslaught Le Mans organisers decided to accept Le Mans since 2000, our last attempt on the race. We were running 17th only two and unluckily we were not one at the race, though this year, 2016, I when the engine let go on the of them, so that ended our Le Mans raced my Formula 3 car at a Classic Mulsanne Straight at 11:30am on escapades. The GT2 sat unloved for Formula 3 race on the Le Mans Bugatti Sunday morning. In 1999 the field was many years in Germany and we toyed Circuit, and when I parked” my trailer far stronger than it was in 1997, with with the idea of rebuilding it, but as it at the back of the grandstands all the several more works teams including was uncompetitive for current type of memories from the ’90s came flooding Mercedes. That was the year of the big racing there seemed little point. back. flips by the Mercedes cars, so it was a disappointment not finishing when In 2007 the car was acquired by David When we look back on it, John and we were well positioned. The blow up Edwards of Edge Insurance Brokers, I feel that doing two 24 Hour races is well recorded on You Tube, search a Lloyd’s Motor Club and Porsche with a 50% loss ratio, was not a bad “1999 The Roock Porsche is on fire.” enthusiast, and he has restored the car effort, but 1997 was the year to savour and 20 years on, the feeling today of We returned in 2000, by which time to its 1997 Le Mans spec’. We have to completing the race is just as good as the 993 GT2 was being superceded by say he has done a fantastic restoration it was then. the Porsche GT3 and the qualification job on it; it looks better than it ever system had given way to invitations. did in 1997. HUGH PRICE 38

Owen’sIt’s fair to say the omens weren’t (in 2009) I put the TR5omens in the tyre wall, good for a successful 2016. My new so a torrential downpour wasn’t ideal Formula Junior was broken along with for my first real outing in my 1959 the budget and my right shoulder Gemini, complete with gear stick had been rebuilt in December. As between my legs. I qualified mid-grid I headed to Castle Combe for the but by race time it was dry, so I had opening HSCC meeting, I had low to learn it all over again. Inevitably I expectations and no idea whether I made a hash of my first start and fell could stand being strapped into a race to last but a great run brought me all car. Last time I raced at Castle Combe the way up to a delighted 5th.

Next day it was the turn of the Triumph and comeback drive resulted in a class Dijon next, one of my favourite circuits for the first race of the HSCC’s win, so not a bad weekend. but what a disaster. We all know Roadsports Championship. I’ve been motorsport can be cruel but 1,000+ I took both cars to Silverstone for the racing this car in this championship miles at the wheel of the motorhome HSCC’s meeting on the GP circuit in since 2004 but latterly we’d had a for only ten yards at the wheel of the number of problems and simply could May. Saturday’s quali’ in both cars was racecar? Why do we do it? on a damp and very slippery track, not get it running as well as it did a Two weeks later it was up to Cadwell then proper wet for the afternoon’s decade ago. Quali’ went OK, nothing Park for a double-header round sensational, but after all the work and races. In the FJ I had a good race with with the TR, another circuit I like it being the first time since my major another Gemini, which he won. In but had not raced at for a while. I Images ©Charlie Wooding ©Charlie Images ‘off’ in 2009, I was just happy to have it the TR I had a good dice with Johan was disappointed to find that I was running better than its previous outing Denekamp. Sunday dawned dry and I the sole class runner but I ended up 12 months before. Another poor start romped home to a class win in the FJ. having two great races with several 39

combatants from other classes, always some great racing throughout Over August Bank Holiday weekend it including LMC members Larry the field. There are a number of LMC was Oulton Park for the Gold Cup. A Tucker and Johan Denekamp. On members in this championship and good quali’ in the FJ had me in 6th on the Saturday I managed to engineer we always have a good laugh. the grid and I reached 4th when mid- Owen’s omens a way past Johan on the brakes into race the car suddenly felt very loose, so Park corner, to win our four car battle. Next event was at Brands Hatch GP for I retired. It was a rare DNF for me but On Sunday, having shown my hand the HSCC Super Prix. Unfortunately the right choice as we found the main he simply wasn’t going to let me I couldn’t attend quali’ on Friday, so nut holding the hub on had broken its mug him a second time - great fun, I put mechanic Iain in the car for the wirelock and I would have become a both races. The joy of Roadsports is FJ Jubilee event. Sunday saw me out three wheeler had I continued much the mixed grid, from Plus 8 Morgans, in the TR and although not brilliant, it further. Sunday netted a 7th, I’d been Camaros and Mustangs to Elans, was lots of fun with more great dicing running 5th but feared a repeat of Ginettas and Porsches. Different and another class win, despite a spin Saturday, though this time it didn’t circuits suit different cars but there’s later on. deteriorate so I ran to the finish. I had

an enjoyable outing in the Triumph On to the Spa Six Hours with fellow LMC National circuit, not my favourite but a but at the back of the field. For the 14 members Paul Latimer and Larry Tucker. good race. I needed to be 6th or better years I’ve been racing the TR I’ve been Another great run and we climbed to guarantee the class win overall and I on Yokohamas but my last set was now through the field from 104th to 56th. finished 5th, only after a great, race-long three years old and very tired. The I also took the Gemini and surprised dice for the final points-paying positions. myself by coming away with a class win Yoko’s were no longer legal, so after Despite my low aspirations for the and a class 2nd. Totting up the points much deliberation I chose Kumhos year I’ve ended the season as Class a few days later, I realised that I was which was an error - no grip at all, quite Champion in two different cars in two now leading the class in the Silverline different championships. Not so bad. good fun sliding around but my best National FJ Championship with two Thanks, as ever, to XLCatlin for their lap was a eight seconds off. Maybe try rounds remaining, so I made a late entry support and to Delta Motorsport for Avons next? With a slightly depleted into the penultimate round at Castle running the cars. Class B this season, I had now done Combe and netted another 2nd. Final enough to win it. event was the HSCC Finals on the short JAMES OWEN 40 Battlefie lds The centenaries of the two bloodiest battles in history: Verdun and the Somme

1916 was a year of horror and terrible sacrifice of Verdun and the Somme to commemorate, for the three main combatants, Britain, France a visit to each of these historic battlefields by and Germany, each striving to win the Great the Club’s Battlefields group was targeted. War that year from the stalemate of grinding, A spirited drive in April from the Chunnel to static trench warfare. With both the centenaries Verdun would set in motion our 2016 adventure.

On 21 February 1916, the Germans “To bleed France white.” His objective the Germans dear, losing an estimated launched an all-out attack on the city was simply to turn the battlefield into 450,000 killed and wounded whilst of Verdun at the southern end of the a killing zone. He knew that Verdun inflicting over 550,000 casualties Western Front. This would involve enjoyed a particularly special place in on the French. Each side expended over a million and a quarter German French hearts and they would defend it 21,000,000 shells in their efforts to troops in an attempt to draw in French and its massive forts “To the last man.” outgun and destroy the other during a forces, to quote Erich von Falkenhayn, In this he was correct but it would cost battle which lasted until 18 December, the longest in history, just a day or so short of ten months. France itself fielded more than a million men and supplied the city and its troops along a single access road, an amazing feat known forever in French history as the Voie Sacrée, the Sacred Way. But before Verdun, heavy fighting had already occurred a little to the south along Les Eparges Ridge in the St Mihiel Salient in September 1914. Ferocious battles followed in February 1915 and raged along the high ground throughout that year until what was left of the ridge, by then largely destroyed by intense shelling and mines detonated beneath, finally fell into German hands. It would not be liberated until September 1918 when retaken by the newly bloodied US forces under General Pershing. Exploring the ridge we met a nightmare 41 Battlefie lds

vision of massive shell holes and mine massive Douaumont Ossuary, built in a numbing backdrop to the terrible craters over an immense area, many the shape of a sword buried to its hilt sacrifice and suffering incurred in the as deep as 60 feet, and a number in the ground. This contains the visible struggle for Verdun, a million dead of massive but battered concrete bones of 130,000 unknown soldiers of and wounded over both sides. pillboxes. The ridge is topped by both sides. Adjacent is its cemetery several distinctive monuments to the containing the graves of a further After lunch at the l’Abri des Pèlerinsin fallen, one an eerie pile topped by a 15,000 French soldiers, the whole area at Douaumont, the next stop would be human skull in stone, “Ghosts of the 106th Infantry Regiment” evoking the suffering of those who fought on these bloody slopes. The following day was devoted to Verdun itself, kicking off at its outstanding Memorial de Fleury museum, built over the site of the obliterated village of that name four miles north east of the city’s boundary. Next, the largest of Verdun’s six monolithic perimeter forts, Douaumant, ferociously pounded by German heavy artillery in February 1916. 1,400 German guns fired over a million shells during the first phase of the attack and likewise on its nearby twin, Fort Vaux. Douaumant was lost early in the battle but today remains a treasure trove for exploration, much of it beneath its 20 feet thick reinforced concrete roof. Close by lies the equally 42

in stark contrast - Fort de la Falouse, German soldiers and capturing 132 a couple of miles south of the city, more in the process. Late afternoon, untouched by the fighting to the east. much revived by lunch at “Les Grains In near original condition, it gives a d’Argent” in Dizy-Epernay, we pushed perfect insight into how garrisons on to our Somme base at the Hotel lived their daily lives in these mighty Royal Picardie in Albert to meet forts. Our day ended with a brief visit up with celebrated historian, Andy to the Voie Sacrée en route to Hill 304 Robertshaw, without question one of just north of Verdun whereon stands the outstanding authorities on both the memorial to the French Army’s the Western Front and the Battle badly mauled 69th Division - “Le Mort of the Somme. We would benefit d’Homme” of haunting aspect and greatly in having this most exciting promoting General Robert Nivelle’s of military historians, who makes the immortal words “Ils N’ont Pas Passé” past come alive with his enthusiasm (“They shall not pass”). So violent was and encyclopaedic knowledge of the the fighting for Mort d’Homme ridge subject, join our team. that its summit is 30 feet lower than The following morning, Somme day before the battle. Generals Nivelle and 1, Andy showed us the first half of Petain were both lauded as “Heroes the unique silent film “The Battle of of Verdun” but Nivelle was later the Somme” made during the first dismissed in disgrace in 1917 after his few days of July 1916 by the British disastrous Battle of Chemin des Dames Army’s renowned official cameraman, on the Aisne and Petain jailed 30 years Geoffrey Malins, and now the property later for collaborating with the Nazis in of the Imperial War Museum. An establishing the Vichy regime. hour later, we were on our way to key On leaving Verdun, we intended to northern areas of the battle centered visit the massive city centre Citadel, so on Serre, the historic Sunken Lane, extensive it has to be circumnavigated Hawthorn Crater, Beaumont Hamel and below ground aboard a small electric “Y” Ravine. Serre at the northernmost train, only to discover a daunting point of the main attack had been one queue, so popular are Citadel visits of many heavily fortified villages held by these days that prior booking is now the Germans on 1 July and it will forever essential. As most of us had explored be linked with “Pals” battalions. These the Citadel some years earlier, the siren suffered extreme losses in their assault call of lunch and the journey to the on Serre, mown down by machine gun Somme prevailed and midday found fire with casualties of an unimaginable us in an area famous for the heroics 80% or more being the norm. “Pals” of Sergeant Alvin York, the most battalions had been formed as part of celebrated American soldier of the Kitchener’s volunteer Army, so named Great War, whose many decorations because the bulk of those signed up included the Medal of Honour (the were friends, colleagues or relations American VC) won during the Battle from the same areas or workplaces. of the Meuse nearby in October Casualty lists published after 1 July 1918. The courageous sergeant led 1916 scythed through families and an attack on a German machine-gun whole communities as “Pals” who had nest, capturing 35 Maxims, killing 28 joined together died together. 43

The Sunken Lane, featured in so wrenched finally from German hands grave. Finally that day, we would visit many images of 1 July 1916 and taken on 13 November by the 51st Highland the Schwaben Redoubt, a major and minutes before the British went “over Division, impressively memorialised near impregnable German stronghold the top” at 7.30am, remains visible to nearby. Just south of Beaumont Hamel which would not be taken until 14 this day, 200 yards from the mighty lies “Y” Ravine in the Newfoundland October 1916 in the final Battle of Hawthorn Crater, 80 feet deep, one Memorial Park - a deep natural trench Thiepval Ridge, a month before the of 17 blown under German lines held ferociously by the Germans. From Somme battles finally petered out on that morning, instantly vaporising this they inflicted dreadful casualties 18 November. on their attackers and walking the thousands of German soldiers. Malins’ Somme day 2 dawned with a viewing ground, it was all too easy to see what footage of the Hawthorn explosion, of the second half of “The Battle of a formidable obstacle this would have a mountain of earth rising thousands the Somme” and by 9.30 we were on been. The many memorials around the of feet into the air, is regularly shown our way to the southern areas of the area speak volumes for their sacrifice. and it is said that the explosion was battle, starting with the Devonshire heard in London. Our exploration of An excellent lunch followed at Avril Cemetery and the land over which the massive crater, a giant figure of Williams’ estaminet and museum in they had advanced near Fricourt. Their eight, revealed remnants of munitions Auchonvillers, known to the Tommies jumping-off trench lines are still visible and shell splinters even today. During as “Ocean Villas”, before we continued on the ridge behind with a fine view of this phase of the battle the famous south to Thiepval Wood where the the rising battlefield ahead, showing Great War poet Wilfred Owen, later Ulsters had fought so courageously clearly why they were to suffer such killed in action in 1918, served in in July 1916. Alongside, stands the heavy casualties that day. Nearby we the front line with the Manchester magnificent 140 feet high “Thiepval reached the junction of the French Fusiliers at this very spot, close by the Memorial to the Missing of the and British armies at Maricourt, British village of Beaumont-Hamel, another Somme”, built atop the ruins of the to the north and French to the south, of those heavily fortified by the obliterated village and chateau of that marked by a memorial sporting both Germans and among the first day’s name to commemorate 72,246 British national flags. By its side lay a handful key but failed objectives. It was only fallen in the battle who have no known of “dud” shells recently plowed up by 44

the local farmer and awaiting removal Mametz Wood, forever guards the to Montauban, furthest point of by bomb disposal experts, a still memory of the hundreds of young advance on 1 July. Standing on that regular event throughout the Western Welshmen who died here in their very spot with its superb view back Front a century later - French “elf and desperate struggle to overcome the over the battlefield where the 8th safety” at its very best. German strong-points in the wood Surreys had crossed with such great success that first day, was evocative Then on to Mametz, a name held on the Somme’s second day. Andy in the extreme. deep in the Welsh soul, conjuring Robertshaw’s own excavations the up images of truly terrible loss of year before had discovered previously After a brief retreat to Albert for life, and of bravery, chaos and self- unknown German defensive positions lunch at “Corners Pub”, it was back sacrifice. Its unusual memorial to of formidable aspect and had up the line to Lesboeuf and Flers, the 38th (Welsh) Division, a vivid red rewritten the history of that battle. fought over by the Guards Division dragon surveying the open fields to Finally that morning, we progressed in the ferocious battle for Flers- Courcelette, an excellent view of the area achieved from an ancient mound near Morval. A stirring experience to sense so frantic a part of the battle and one over which the grandfather of one of our group had himself fought and been wounded in 1916 with the Coldstream Guards. En route back towards Albert in late afternoon, we stopped at the fine Tank Corps Memorial at Pozieres, a reminder that tanks were used in battle for the very first time on the Somme on September 15 1916 in the fight for Flers. Then a memorable half hour exploring the gigantic Lochnagar Crater at La Boisselle, also blown at 7.28 on the morning of 1 July 1916. The biggest of all, its detonation had obliterated 400 yards of German front line, instantly killing a vast number of the enemy. A sobering thought that the name “Somme” derives from an ancient Celtic word and translates as “tranquillity.” Some tranquillity. 45

At close, a fast drive to Poperinge, into Ypres for the Menin Gate “Last the UK. A memorable “end of term” site of a moving “shot-at-dawn” Post” ceremony, a haunting tribute to dinner would follow at the “Pegasus” courtyard and the nearby grave of the the fallen of the Ypres sector’s many in Poperinge, a fitting end to our 2016 “Olympian” Noel Chevasse, son of great battles, attended every day by Battlefields Tour before our return to the Bishop of Liverpool and the only many hundreds of visitors, regularly Blighty the following day. double VC of the Great War - thence among them school parties from ROGER EARL Insurance and reinsurance know-how Helping the We watch the details closely... team go faster. but never lose sight of the bigger picture.

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