A brief History of the ‘works’ prepared Cooper (S) 24PK A very special ‘Privateer’

International Rally Result Table 1963 – 1964 – Mini Cooper ‘S’ – 24PK

Date Event Result Drivers # March ’63 Lyon-Charboniere Retired – blown engine Peter Moon / Terry Hunter TBA April ’63 Circuit of Ireland Retired – broken halfshaft Peter Moon / Tony Hennin 15 April ’63 Tulip 41st Peter Moon / Mike Cotton 134 June ’63 Coupe des Alpes 1st Class 3 / 2nd overall GTC Peter Moon / Brian Culcheth 22 Nov. ’63 RAC Retired – gearbox Brian Culcheth / Tony Straker 63 May ’64 IOM Manx Crashed Peter Moon / John Davenport 01 Nov. ’64 RAC 2nd Autocar Trophy / 16th Overall Peter Moon / Brian Culcheth 30

Introduction I was very fortunate to acquire this unique vehicle some 3 years ago when it was sold – along with another icon GRX5D - from Tom Turkington’s Mini collection in Ireland to Sussex Sports Cars of Lewes. My reason for purchase was two fold – one, that given its pedigree it remained a well sorted road car - and secondly, the opportunity to thoroughly research its 1960’s international rally history was compelling.

No prior research had been attempted prior to purchase, as I had to make my mind up pretty quickly in order not to lose the opportunity. Therefore, once I started to make tentative enquires as to prior owners and competition history it very quickly became apparent that I had ‘struck lucky’.

It was soon established that the original owner Sir Peter Moon was still of this world – as was his main co- driver Brian Culcheth (BMC works driver). Once contacted, Brian became my main contact for event and driver details and would go on to become a firm friend. The illusive Sir Peter Moon was finally tracked down living in Thailand, and as I write, my wife and I are to visit Peter in Bangkok on our way to Australia early next year, 2010.

As with any historical record – there is no end – and I continue to meet like minded rally/Mini enthusiasts who just happen to have an odd photo of 24PK, or recall what happened on a particular event, that sets me off on yet another line of enquiry. Therefore, I am hoping I can set out this record as a form of journal that can be added to as further information comes to light.

24PK – A very special ‘Privateer’ 24PK was purchased new in 1963 by Sir Peter Moon – a flamboyant rally privateer – from friends Barrie and Terry Burns who ran and operated a dealership at the Fox Garage near Bisley in Surrey. The garage has been operated and managed by Barrie’s son, Simon Burns for the past 20 years. Barrie sadly passed away some years ago but his wife Jill recalls Sir Peter Moon and his exploits, and the rally guys that met there during the early 60’s.

Barrie Burns outside original 60’s Fox Garage

Fox Garage - 2009

Peter Moon recalls….. Terry, the eldest son ran sales and Barrie ran the workshop. They were both rally people - and at the time and I did the Scottish rally with Terry in his MGB. Terry got me the number 24PK from Kingston County Hall – I had hoped for 24PM but this was the only one available. It was as you know an Austin Cooper and it was red. Barrie took on the rally preparation for me at the time I bought it - and because I already had an ex works Healey, drove a Mini as my road car, and already liking the BMC boys- I went with the Mini. The total cost of the then prepared car I believe was under £500.00 – I also used it as my road car for a lot of the time.

The car was prepared to ‘Abingdon works’ specification with a 997cc engine unit built by Don Moore (Automobile Engineer) of Cambridge - who was without doubt recognised as the best tuner of during the 1960’s – building units for the likes of John Whitmore & Cristabel Carlisle. Don was a very unassuming man and many rally professionals expected Don to be made BMC’s Competition Department’s ‘tuner of choice’ - but for some reason this never happened.

Brian Culcheth (BMC & works driver) when commenting on his ’63 RAC drive with 24PK recalled……….’After 10 stages we were leading our class from Logan Morrison in the ‘works’ Mini when we lost 2nd gear. Disaster struck midway through the night when the gearbox gave up. Our engine had been prepared by Don Moore of Cambridge – and although Don did not get the ultimate in power, his engines had fantastic torque which enabled me to do so well without 2nd gear. When at last I got into the ‘works’ team I always asked for a ‘Don Moore’ engine. I enjoyed driving 24PK more than any other Mini as it handled so well – I think the 997cc engine was the perfect combination of power and weight distribution’.

John Sprinzel at Lancaster Mews – 1963

At the same time, Peter Moon was as regular visitor to the UK rally fraternity, most of whom were working from lock-up garages in London’s Lancaster Mews – a triangle shaped alleyway off the Bayswater Road. The likes of John Sprinzel of Speedwell fame & all things BMC, Giulio Ramponi –once the elder Ascari’s mechanic & all thing Alfa – Tony Hennin, Les Perrott – to name a few. Tony Hennin – an automotive electrical engineer - and a close friend of Peter Moon – undertook 24PK’s wiring – setting up its bank of ancillary lamps which it still wears today.

Peter’s recollection of the above photo: The photo of John Sprinzel seems to be a staff photo without himself as he stood very tall. I recognise the person with the tie as his accountant Philip and also Leonora Millington who was Tony Hennins girl friend. The ancillary lamps on 24 PK when I sold it were fitted by Cliff Humphries and Den Green with a full Works wiring loom in preparation for the 1964 R.A.C. You might have seen the photo in January's Classic & Sports Car of the B.M.C.'s Compt. Team most of whom had at some time helped me with servicing or advice on rallies or at Abingdon including foremen Tommy Wellman (who's home I had stayed at pre rally testing before), Dougie Watts, Doug Hamblin (who I originally talked to about the preparation deal on my cars with Den and Cliff, unfortunately he was killed in a road accident on his way out to join the Monte in 1964 and I heard the sad news while doing ice notes with Logan and Stuart in Gap.) I last saw a lot of them at a pub near High Wycombe in 1998 for a Noggin and Natter. I believe the drinks club was called The Stable and I frequented it on occasions with the Interior Silent Travel people who also did work in the Mews. Richard Grant and his father were directors and Peter Rose did the London fitting in the mews.

Lancaster Mews – 2009 The Mitre Pub – Lancaster Mews – 2009

Lancaster Mews today is a very different place – hardly any business activity survives – having been almost totally gentrified with smart residences – geranium boxes above and garages below! When I contacted John Sprinzel recently regarding information on Tony Hennin & Don Abrams premises in Lancaster Mews, he recalled……….. ‘Tony ran a small business doing rally car electrics - quite a clever idea in those days, when the only alternative was getting the Lucas Comp department to do the work. He always seemed very busy and was an excellent workman. Don used to work for me for some years as a race mechanic, then joined Tony for a while. They were in the other leg of the Mews to the one you depict. Tony had taken over the premises from the lads who ran Fibrepair, making seats for me, and also quite a neat fast back hardtop for Spitfires. They couldn't make it pay though, so I took it over for a while, and then passed the business on to the Car Hood Company, who also started in our Mews, and used to trim seats and stuff for me. I took over their premises at numbers 30 and, I think 23, in the mid sixties when they moved to another West London Mews for a much larger place. I don't recall seeing 24pk there, although Peter Moon was a good friend of ours and Tony's and was often in the Mews. I do remember going out with Peter to practice an RAC stage in the Mini, and we bagged quite a few pheasants with the low front number plate! His road car at that time was a Gordon Keeble, as best I can remember. I will be going through my photo boxes in a week or two, and will see if I have any Mews pictures taken back in the day’.

In addition, John kindly drew from memory a detailed hand written plan of the mews in the 1960’s – indicating an astounding variety of automotive businesses – along with a school, 2 brothels & an office cleaning company.

And so to 24PK’s rally career:

1963 Lyon-Charbonniere Rally Terry Hunter re-united with 24PK - 2009 24PK first campaigned on the ‘63 Lyon-Charboniere rally driven by Peter Moon & Terry Hunter. Unfortunately this initial rally was short lived – the engine expiring at the start of the Solitude Ring Circuit race. I have not as yet been able to locate any photo’s or reports of this event – but Peter Moon recalled: ’I also entered 24 PK in the Lyon Charboniere Solitude rally, I remember driving to the Geneva Motor Show and picking up Terry Hunter who was driving with me. The first stage was the Solitude Circuit and the engine blew up and the car was sent back with R.A.C. recovery, but we had

a great night out with the recovery crew and their wives’.

In March 2009 I was exhibiting 24PK at the Race Retro Show at Stoneleigh when along came Terry Hunter and introduced himself as co-driver to Peter on the Lyon–Charbonniere. We fixed a date to meet up and after a spin in 24PK and a nice lunch at his local pub he recalled the short lived rally for me………… I remember we stayed at the hotel owned by rally ace Eugen Böhringer at the edge of the Solitude Circuit. I was down to drive the 10 laps of the Solitude prior to the rally proper and clearly remember overtaking a Ferrari when all hell broke loose – the engine expired and the cabin immediately filled up with smoke. On recovery we found the conrod had gone clean through the block – so a rather premature end to Peter’s first international rally with 24PK.

1963 Circuit of Ireland Rally Second up was the ’63 Circuit of Ireland (#15) – driven by Peter Moon & Tony Hennin - where it retired with a broken half shaft. Again as yet – no photos or rally report for this event – however, very fortunate to obtain an original copy of the Automobile Club’s Official ’63 Rally Programme which details a list of entries, with 24PK entered in Class 2 – Touring Cars – 850cc – 1300cc. There was also brief summary of a number of the drivers – Peter Moon was featured - in addition to Bill Fritchy - who was down to co-drive with Peter but had to decline at the last minute, replaced by Tony Hennin.

COI ’63 Programme

1963 Tulip Rally Undeterred, and car repaired, Peter went straight on to compete in the ’63 Tulip rally (#134) – co-driven with Mike Cotton - where once again it was to retire late on in the rally. Peter recalls……….. ‘I did the 1963 Tulip with Mike Cotton (He was a motoring correspondent and later connected to GB I think) as co- driver. Starting at the Huis der Duin in Noordwijk in Holland I do not even remember anything about the rally my rally number from the start photo shows 134. Mike Cotton was introduced to me by Bill Fritschy (2x East African Safari Winner) whom I later in the 70s competed in Safaris in a Porsche with him’.

I hope to obtain a copy of Peter’s start photo shortly and also continue to seek a rally report which makes mention of 24PK – both the Autosport & Motor reports do not. Apart from Peter’s recollection there is only the photo junior picture above.

1963 Coupe des Alpes

Coupe des Alpes ’63 Programme 24PK’s 3rd outing – and its most memorable - was for the ‘63 Coupe des Alpes (#22) Peter Moon / Brian Culcheth where at last 24PK found fame - taking 1st in class 3 and 2nd overall in the Grand Touring Category. To quote from the Autocar magazine of 05th July ’63 – ‘It was left to two Austin Mini’s (John Sprinzel & Sir Peter Moon) to carry the GT flag on the 1963 Coupe des Alpes and Sprinzel went & dropped it… when he rolled his Mini – Sir Moon (as the entry list termed him) carried the colours home to finish second only to the Rolland- Augias Zagato Giulietta’

Peter unfortunately put the car off the road on the first stage and badly sprained his ankle – so Brian was called upon to take over driving the event. Peter recalls…………. ‘On the Alpine I entered in G.T. Category as bonuses were paid as 2 rallies - one for Touring and one for G.T. The Touring class was full of factory cars so I was really looking for a class win in the small G.T. class. John Sprinzel and Willy Cave were in a works car in this class but crashed when ahead of us. On the very first stage I put the car off and hence lost any chance of a Coupe so it took the pressure off. You will notice my Bodywork modification was to cut the grill in half to make it a G.T. car. We drove the car there and then back to England via Switzerland. Tony Hennin was supporting us and we had very little help directly from B.M.C.’

Start of ’63 Alpine

24PK’s Alpine rally plate

Peter unfortunately put the car off the road on the first stage and badly sprained his ankle – so Brian was called upon to take over driving the event. Peter recalls…………. ‘On the Alpine I entered in G.T. Category as bonuses were paid as 2 rallies - one for Touring and one for G.T. The Touring class was full of factory cars so I was really looking for a class win in the small G.T. class. John Sprinzel and Willy Cave were in a works car in this class but crashed when ahead of us. On the very first stage I put the car off and hence lost any chance of a Coupe so it took the pressure off. You will notice my Bodywork modification was to cut the grill in half to make it a G.T. car. We drove the car there and then back to England via Switzerland. Tony Hennin was supporting us and we had very little help directly from B.M.C.’

Press acknowledgements

Brian was also kind enough to recall his recollections of this amazing event which proved to be the pinnacle of 24PK’s rally history…………. 24PK was a delightful little car with superb handling. It had been stripped out inside and fitted with plastic windows as we were entered in the under 1000cc GT class. The CDA was always run in 2 section Touring and Grand Touring with a winner in each category with no outright winner. Unfortunately at the time there was not enough entries in our class so all the GT cars were amalgamated into one class which for us included, 4 works Healy 3000's, 4 TR4's, 3 Alfa's plus loads of private etc; On Coupe des Alpes you have to drive flat out even on the roads sections as the timing is so tight and you need to make up some time to get petrol and change things like brakes and tyres. I have forgotten how many sets of tyres we went through but I know we had 3 sets of front brakes and 2 sets of rears. We finished 2nd Overall and the irony of this was if there had been one more special stage we would have won as the winning Alfa Romeo had a busted radiator and only just got to the finish.

Alpine Trophies

24PK ‘full chat’ ’63 Alpine

Treading water on the Alpine

1963 RAC Rally For the ’63 RAC, (#63) 24PK was loaned by Peter Moon to Brian Culcheth – co-driven by Tony Straker. Brian recalls….

Leading on the ’63 RAC

‘Peter Moon very kindly loaned me the car for the 63 RAC. (this sort of thing does not happen today!!) With same navigator Tony Straker - we had a truly great rally and one that sticks firmly in my memory. After about ten stages we were leading our class from Logan Morrison in the works Mini when we lost 2nd gear. These were the days when the RAC was a 5 day event. You went 3 days and 2 nights before an overnight rest then another 2 days and night. At the rest halt we were delighted to still be leading our class from Morrison. We drained the oil a few times as the magnetic sump plug was collecting the bits of 2nd gear floating about. Disaster struck mid way through the last night when the gearbox gave up.

Our engine had been prepared by Don Moore of Cambridge and although Don did not get the ultimate in power his engines had fantastic torque which had enable me to do so well without 2nd gear. When at last I got into the works team I always asked for a Don Moore prepared engine. I enjoyed driving 24PK more than any other Mini as it handled better than any other. I think the 997cc engine was the perfect combination of power and weight distribution.’

Leading on the ’63 RAC

Autosport ’64 Manx rally report

1964 Isle of Man (Manx) Rally There followed the spring of ’64 which saw 24PK entered into a number of local UK events prior to its first international outing for the Isle of Man Manx rally (#1) – driven again by Peter Moon with co-driver John Davenport. This event was to prove rather tragic in more ways than one, with 24PK blowing it’s engine on the way to the start. BMC comps. department however came to the rescue – offering Peter the standard 1100 engine taken from Pauline Mayman’s rally 1100. This went well as the drive ratio was excellent with lots of torque. Probably too well - as when leading on the penultimate stage – and pushing hard – Peter spectacularly rolled it – with 24PK finishing up on its roof!

The Autosport report states………… ‘But the most unfortunate retirement was yet to come – on the last but one stage, the very fast moorland decent to Ballangh village, where Sir Peter Moon lost control of his Mini Cooper S and rolled end over end down the road, finally coming to rest without personal damage, with the car on its roof in the middle of the road and blocking it completely. One must commiserate with the unfortunate crew – who were leading the rally by a clear 30 secs. up to this point. The problem for the rest of the field was to pass the Mini Cooper S, but the obliging baronet had parked the car alongside a wide grass verge where there was just enough room to get through’.

Thankfully - after much tracking down - I managed to contact John Davenport who kindly recalled his first hand version of this eventful rally………….

I only did the one rally in 24PK which was the Manx Rally of 1964. Held towards the end of May, this was the first event that was decided entirely on closed road special stages. The Mini is variously described in contemporary reports as a "Mini Cooper S", a "Mini Cooper 997" and a "Mini Cooper S 970". It was none of these. I can't remember where Peter had used it before this - he drove his Healey 3000 on the Tulip the previous month while I was on that event with Brian Culcheth in his own Cooper S 1071. You say you think it did the RAC Rally in 1963 but Peter was again driving his Healey 3000 on that event with Rob Mackie, but it is possible that Brian was driving it after sharing driving duties with Peter on the Coupe des Alpes in 24 PK (he was at no. 63 with Tony Straker in a Mini Cooper of somekind!).

Anyway, I don't know if it survived the RAC Rally intact but in the run up to the Manx it definitely need a new engine and gearbox unit. Tony Hennin or one of his colleagues found a bog standard Austin 1100 unit and craned it into the 24 PK shell. I seem to recall that they took the cylinder head and carburetors off the old engine - presumably a 997 - and thus it could breathe quite well and benefited from a higher compression ratio. Thus we were neither a "Cooper" nor an "S" but a mongrel. But a cross-breed with one significant advantage. We were on ten inch steel wheels which, when mated with the 1100 final drive ratio gave us a close ratio box and a low drive ratio. The thing accelerated like hell, had plenty of torque and a top speed of about 70 mph. This proved to be a major advantage on the twisty stuff of which there was quite a lot, e.g. four times through the Curraghs where we set fastest times twice in the night - nine seconds quicker than the next car on a three minute stage!

We were seeded at no.1 which was a nice treat and we did our best to live up to the expectation. At the end of the seventeen stage night section, we were leading by twenty-five seconds from David Friswell's 1275 S with Barrie Williams's 1071 S another seventeen seconds behind Friswell.

‘Oops’ – maybe overdone that a bit!

We continued to pull away a bit during the day despite the fact that the nine stages to come were on faster and more open roads and were also longer. Our brakes were nothing special as I recall but the engine braking was quite good. With just two stages to go, we had a thirty second lead and were already starting to be a bit cautious. In those days, the Druidale stage going north west from the ford used to go all the way down to the end of the moor near Ballaugh Glen. That bit of road was very bumpy and indeed it was bit like driving down steps when you took it at speed. Everything had been all right the first time through but on this penultimate stage the car jumped awkwardly on the very first of the bumps and after that we were history. It landed on the rise of another bump, skewed and promptly rolled - I think just a couple of times though it was allegedly more. Fortunately it did all its rolling on the road and not down the steep bank falling away tothe left into the glen. As with any non-roll caged Mini, it converted itself into a peaked tent and we staggered out in one piece.

Peter hurt his wrist and we later went to the hospital to get it looked at. As for 24 PK, the roof was pushed almost flat and it made an appearance in Douglas, though not under its own steam. It was a shame and perhaps indicative of the exuberance of youth that we had not backed off a bit more with what was an adequate lead. The problem was that there was no results service as there is on modern rallies and one could never be sure that we had maintained the gap through the previous seven stages. The Druidale humps were re-named the "Moon Bumps" but were not used on a Manx Trophy Rally again.

I hope that is some help in piecing together its history. Frankly looking at the photos of the car after the accident, I would imagine that it needed a new body shell to go with a new engine and gearbox.

It did indeed and one was sourced from Stewart & Arden Ltd of Acton – body # 29104. As far as we can be certain all sub-frames and running gear were transferred from the Manx wreck and it went back to the works to be fitted with a Cliff Humphries 1275 engine in time for the ’64 RAC. Returning to the Manx……….

It was recovered with the able assistance of Peter Valentine, Barrie ‘Whizzo’ Williams and John Brown who took the car over from the IOM to Liverpool where they left it for Peter to arrange transport south.

‘How did we get out of that?’

Peter Valentine recalls……… ‘When I saw the photo of the car after the 64 Manx, it made me wonder how we towed that wreck onto the boat and then around Liverpool on the end of a rope with me steering it. Still, we were all much younger then. I don't know who collected the car from the garage in Liverpool where 'Whizzo' and I left it. The most likely thing to have happened was that Peter Moon would have 'done a deal' with a couple of Abingdon mechanics to get the car to the home of the one with the garage space, then sourced a 'new' shell from 'who knows where' then set about stripping the old one out, dumping the scrap and starting the re-assembly. The sub-frames were almost certainly OK as the car was towable and I don't recall it 'pulling' to one side. The engine was a 1098 cc MG 1100 unit at that time, so a 1275 'S' lump was 'sourced' and fitted. I hadn't forgotten the wheel-brace, but I've only just been to my old office to collect it. I am just going into town to post it to you. You should get it by the end of the week and it can be re-united with 24PK after just over 44 years!’

I was fortunate to obtain Barrie Williams address from Peter Valentine and duly wrote to him, asking if he had and recollections of assisting Peter Valentine with the repatriation of 24PK from the Manx. A few days later I was surprised and delighted to receive a three page hand written account – the following is an extract…..

24PK was originally a 997 Cooper. When it crashed it was fitted with a MG100 but still with 997 Cooper brakes – cause of crash? – The shell was completely wrecked i.e. twisted no windows etc. we didn’t have roll cages then! The car was left on the hill until after the rally and I went back later with someone and a Land Rover to collect it. (Sir) Peter Moon who had broken his toe went home to have it fixed and John Davenport his co-driver had to do the write up for Motoring News (in London) I had to take my two spare wheels off my Cooper s – 1071 – 120MNP – to fit onto the crashed car so that it could be towed as all of its wheels were bent! These two wheels were never returned to me complete with Dunlop SP3 tyres!

Whilst being towed by the Land Rover into Douglas with the wheels pointing in different directions I got stuck in the tram lines and nearly finished up in the harbour!! When I extricated myself from the wreckage my very expensive Aquascutum reversible sweater fell apart because of the battery acid on the driver’s seat! On returning to Liverpool on a tow rope behind my Cooper S - with Peter Valentine steering – we went in search of a BMC Garage but were stopped by the police! I can’t remember the outcome but I do remember filling up with fuel at the and forgetting to put one of the filler caps back on and spraying petrol all over Peter down the road until it stopped! I must say I was very surprised when I saw the car again as it is! I do hope that this will help you with the history of 24PK.

Having passed copy of Barrie’s Manx recollections to Peter, he responded as follows:……. Isle of Man, I wondered whether it was better to have a navigator/co-driver like J.D. as I remember him giving me quite a lot of driving instructions (hazards from the map) which might have added to my pace as you can see we were up against a good lot of works and ex-works drivers, no pace notes in those days. Nice of Barrie to give me a let out for the accident with the weaker brakes also that I thought I was in second place and trying to make up the time. I think in those days it was flat out regardless.

It sounds as though I owe Barrie a large drink as I have no recollection of his two wheels and tires or sweater. Hope to see him sometime as I always appreciated the terrific camaraderie in those days. I believe the Manx accident made the Daily Mail but not sure.

1964 RAC Rally Flying over the Carron Valley Bridge Last but no least - the ’64 RAC (#30) – with Peter Moon, once again re-united with his buddy Brian Culcheth. By now 24PK had been re-shelled into a ’64 Cooper ‘S’ body which originated from Stewart & Arden Ltd of Acton. Peter believes it retained its original sub frames, ancillaries and interior – he recalls….. ‘Yes, I think that the 1964 RAC 24PK could have been described as a complete ‘Full Works Spec’ 1275 – although not built in Abingdon but Wantage - it was the same in every way. The bodyshell may well have come through Stewart & Arden and the engine was a hand built ‘works’ engine built under Cliff’s guidance’. ‘Cliff’ being Cliff Humphries who held various positions within the BMC Abingdon competition department during the 60’s/70’s – but predominantly specialised in engine management and development.

‘Full On’ – we’re now an ‘S’

Both Peter & Brian shared driving the special stages on the ’64 RAC - and although reasonably placed and with a great result of 2nd for the Autocar Trophy and 16th overall – were somewhat disappointed with the overall outcome.

There is no doubt that 1963/64 seasons were the high point in 24PK’s competition history. In the late 60’s she was sold to John Sprinzel – who had so many cars going through his garage at that time, he does not specifically recall 24PK. Thereafter, I was able to ascertain it being autocrossed successfully by Peter Brindle in the ‘70’s and pretty much retired thereafter. This information remains uncorroborated from an old history sheet that came with the car – no author & undated.

Sometime in the early 80’s it was in the hands of one Richard Wells – he was well known to the MCR Cooper S guru – John Kelly – who visited with him just prior to his death from cancer in 1997. My current V5 for 24PK indicates one Karon Teichman as the prior owner – wife of Peter Teichman – who presumably owned it prior to its acquisition by Tom Turkington for his Mini collection at Ballywalter. Tom displayed it in his Museum – along side GRX5D (ex ) - until both these cars were purchased by Gerry Wadman of Sussex Sports Cars of Lewes. I purchased 24PK from Gerry.

In 1993 24PK was offered for sale by UK classic car dealer Hendon Way Motors – no details yet of seller / purchaser. It was also offered for sale by the UK classic car dealer Nicky Paul-Barron – date unknown.

Whilst in the true sense of the word 24PK cannot be characterized as an ultimate BMC ‘works car’ – it was nonetheless prepared by those same talented Abingdon engineers, electricians and craftsmen – and certainly acknowledged and assisted by the BMC works team on a number of occasions. In fact, as a result of its somewhat maverick status it has achieved certain notoriety – being the subject of numerous magazine articles and book reviews.

1963 ‘Castrol Achievement’ book

24PK was featured in ‘full flight’ for the Castrol film ‘Works Entry’ – commentated by Raymond Baxter, and based on the 1963 Coupe des Alpes – and a further film ‘The Rally Men’ based on the 1964 RAC rally. Also featured in the 1963 Castrol Achievements book and Quentin Wilson’s book ‘Ultimate Classic Cars’ – plus numerous magazine articles, beer mats and Tee shirts!

Brian & Shelia Culcheth – Goodwood 2008

In May last year, my wife Mo and I took 24PK to the International Healy weekend at Goodwood to meet up with Brian Culcheth and his wife Shelia. Brian hadn’t seen the car since the 60’s and it was a happy reunion with a drive around the car park – he hadn’t lost his touch! Since then we have spent time with Brian & Shelia at their lovely home in Somerset – where Brian kindly presented me with the original ’63 Alpine programme. We look forward to welcoming them to Sussex later this year.

To all that read this account of 24PK – as at …………. 2009 – I am still seeking: Programmes for all the indicated events – apart from the COI & the Alpine. Rally plates, entry lists, rally reports & photos for all the events. Awards, plaques, badges etc for the Lyon-Charboniere, COI and the Tulip. Any other relevant information, recollections, comments re 24PK’s history from inception to current day. Any assistance in this regard would be gratefully appreciated.

How fortunate then to own such a great car – steeped in 60’s rally history and folklore – where it’s principle pilots live on - and which remains an amazing car to drive……………. Very fortunate indeed!