An International 'Rally of the Tests'
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Chapter 2 1951-1960 AN INTERNATIONAL ‘RALLY OF THE TESTS’ Although the Second World War had ended in August 1945, it took places, not only in the Monte ‘classic,’ but in events like the Dutch Tulip, ages for anything like normal life to be re-established throughout and the Lisbon events too. Although there were still signs of special the world. For the vanquished nations – Germany, Italy, Japan and stages being invented, and refined, it was clear that the trend was to set their erstwhile supporters – the problem was not only to rebuild their more challenges all along a lengthy and sometimes arduous route. countries’ shattered infrastructure, but to get their economies back on a Accordingly, for the revival of the RAC Rally, it was decided to sensible, peaceful, basis – and to pay off many debts. There was utterly make it an ‘International’ event – which would allow competitors no way that normal motor sporting activities could be resumed at first. from other countries to visit the UK to compete – and although For the winners – notably the United States, the Soviet Union, and the established format of offering multiple starting points would Great Britain – the first priority was to wind down the huge military be retained, there would also be a multiplicity of different driving activity and financial expense which had dominated the previous six challenges at many places on the common route. These would years, then to look after the rehabilitation of the ‘loser’ nations, while sometimes be sprints or time trials on racing circuits, speed hillclimbs trying to rebuild their own peacetime economies. In the case of Britain, on established venues, manoeuvring tests, often at remote locations, or huge and persisting debts had to be paid off, or financed, normal peacetime activities had to be resumed, and adequate new long-term supplies of staples such as food and fuel had to be ensured. This process was going to take years, especially as the United States’ ‘Lend Lease’ programme was abruptly disbanded in 1945/1946. Great Britain, for sure, was hugely in debt to the rest of the world, its industries were instructed to ‘Export or Die,’ and some aspects of rationing would persist until the early 1950s. As far as British motorsport (and rallying in particular) was concerned, the major problem was fuel supply. Strict rationing was in force from 1945, private motoring was banned for a time in 1948, and it was not until 1950 that rationing was completely abandoned. The Motor Cycling Club (MCC) then jumped the gun by organising a long- distance national rally later in that year, but it was not until 1951 that the RAC could arrange to revive the RAC Rally. With 12 years in which to mull over the record of the original events, and after considering all the lobbying which had taken place since then, the club actually raised its eyes and watched what was happening overseas. Not only had European rallying re-started before NUB 120, a Jaguar XK120 which went on to become a legendary rally they could even consider it (the first postwar Monte Carlo Rally was machine, was driven to victory in the first postwar RAC Rally by held in 1949, for instance), but there had been a big demand for starting Ian Appleyard. 27 THE GREAT BRITISH RALLY When Ford announced their imminent withdrawal from World Championship rallying, they staged this mass team photoshoot of Escorts before the start of the 1979 RAC Rally. Hannu Mikkola would win the event in WTW 569S, Russell Brookes would be second in POO 504R, and Ari Vatanen would be fourth in GVX 488T. than the ‘usual’ order re-asserted itself, with Hannu Mikkola’s Escort had been demonstrated out in the forests, in the mud, on the ice, and setting fastest on 11 of the next 15 stages. Waldegård and Airikkala very occasionally in some snow, of the northern section of this event. both crashed their cars, but kept going, while Tony Pond (Talbot Hannu Mikkola, for sure, looked to be unstoppable (the fact that his Sunbeam-Lotus), Stig Blomqvist (Saab, accident) and Markku Alén car had not suffered a single puncture must have been a factor), for (Stratos, accident) all fell away. Only Timo Salonen (driving a 180bhp he already led team-mate Ari Vatanen by more than five minutes, and Group 2 Datsun 160J) seemed to keep in touch, and before long there Russell Brookes by nine minutes. There was no question, nor any need, were seven Escort RS1800s (six of them works machines) in the Top for Ford to consider applying any team orders, for Mikkola’s nearest Ten. non-Escort rival, Tony Pond in his last drive in a Talbot Sunbeam- As far as the enormous crowds were concerned, it was the five Lotus, might have been fourth, but was ten minutes adrift. Roger TR7 V8s which were the most disappointing of all, for they rarely Clark, although knowing that he would soon bid his beloved Escorts seemed to be competitive, even on tarmac: they suffered badly from goodbye, was motoring happily along in a car which carried the same punctures, and mechanical niggles, and were often heckled by some registration number as that which he took to win in 1976, was in eighth of the spectators who had seen this team’s traumas all before. Their place, seemingly happy that he was no longer in the publicity spotlight. description as the ‘BRMs of rallying’ in Autocar’s rally report said no John Taylor, as grimly determined as ever, was struggling to carry on more, and no less than they deserved. despite a painful back injury (a re-occurrence of the injuries sustained Even after a mere 20 stages or so, it no longer looked as if any in his earlier steeplechasing career days), while Malcolm Wilson was works Escort could be matched by any of its serious rivals, and for the up in fifth place, in a privately-prepared Escort RS. media, and for the most knowledgeable spectators the challenge was Unhappily, most of Ford’s hard-luck stories seemed to be inflicted to pick which of the multi-liveried Escorts was going to get closer to on Björn Waldegård’s brand-new car, for the Swede had spun on Hannu Mikkola, let alone overtake him. Conditions, in any case, were the first special stage of all (Knowsley Safari Park, near Liverpool), rugged enough, and fewer than one hundred runners would return to damaging the bodywork, and deranging his back axle, after which he Chester for the overnight halt. seemed to pick up a series of time-absorbing punctures – ten in all Back there, the Leaderboard reinforced the impression which during the event, five of which necessitated wheel changes in mid- 104 1981-1986: TURBOCHARGING, FOUR-WHEEL DRIVE, AND GROUP B with their old individualistic secret route policies direction, or adjust Results to the pressure from the sport. Many errors were made which put the Event held: 24-28 November 1985. 11th and final round of organisers at a distance from regular competitors, and journalists were Manufacturers’ and 12th and final round of Drivers’ championships. angry at indifference to their grievances. However, FISA had already Start/Finish: Nottingham. Overnight halts: Nottingham and Carlisle. pledged its consent to continue secret routes for the 1986 RAC. 155 starters, 62 finishers. THE PERILS OF SECRET ROUTES BY 65 stages but two cancelled – 547 miles (total 2179 miles). WALTER RÖHRL Audi asked if we would go to the RAC Rally, as it was a good General classification Group Penalties chance to get more experience of its new transmission (h:m:s) development. My regular co-driver Christian Geistdorfer was 1 Toivonen/Wilson Lancia Delta S4 GB 9:32:05 not at all happy about going, so I went with the British co- 2 Alén/Kivimaki Lancia Delta S4 GB 9:33:01 driver Phil Short. Just to have someone with you who knew 3 Pond/Arthur MG Metro 6R4 GB 9:34:32 each stage was a great help; it was something to make my life safer. I had not been to England to compete on the RAC 4 Eklund/Cederberg Audi Quattro GB 9:58:35 since 1979, and in recent years had tried to avoid going to the 5 Kankkunen/Gallagher Toyota Celica GB 10:10:53 event. The first time I came to the RAC (in 1973) secret route Twin-cam Turbo rallying seemed the only right system of rallying, but I lost 6 McRae/Grindrod Opel Manta 400 GB 10:16:01 my opinion when other people knew the stages from national championship events. I had been lucky that championships 7 Kaby/Gormley Nissan 240RS GB 10:24:08 in other years had been decided before I had to go to the RAC 8 Brookes/Broad Opel Manta 400 GB 10:25:50 Rally! 9 Millen/Rainbow Mazda RX7 GB 10:29:39 Once we started the rally I chose a reliable speed, rather 10 Carlsson/Melander Mazda RX7 GB 10:29:57 than take risks, but we had various troubles in the opening stages when a front strut broke, a turbo pipe came off, and 12 Wood/Nicholson Vauxhall Astra GT/E GA 10:43:18 then with the gearbox itself. On one longer stage we were 21 Wiggins/Shepherd Vauxhall Astra GT/E GN 11:42:07 about 5km into the stage when the gearlever came off in my hand, and the car was stuck in first gear. Phil sorted through Leaders: Alén stages 1-12, Mikkola 13-20, Alén 21-53, Toivonen 54-65.