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BulletinOf the british racing drivers’ clubVolume 28 No 4 • WINTER 2007

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Volume 28 No 4 • W

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Volume 28 No 4 • WINTER 2007

BulletinOf the british racing drivers’ clubVolume 28 No 4 • WINTER 2007

Bu

lletin

Of th

e b

ritis

h r

acin

g d

rive

rs’ c

lub

Volume 28 No 4 • W

INTER 2007

The BriTish raciNg DriVers’ cluB

President in ChiefHRH The Duke of Kent KG

PresidentDamon Hill OBE

ChairmanRobert Brooks

DirectorsLord BeaverbrookRoss HyettJackie OliverStuart RoltIan TitchmarshDerek WarwickNick Whale

Club SecretaryStuart PringleTel: 01327 850926email: [email protected]

Assistant Club SecretaryJames BeckettTel: 01327 850925email: [email protected]

PA to Club SecretaryBecky SimmTel: 01327 850922email: [email protected]

BRDC Bulletin Editorial BoardJames Beckett (Ed), Ian Titchmarsh, Stuart Pringle

BRDCSilverstone CircuitTowcesterNorthantsNN12 8TN

Sponsorship and advertisingPlease contact Michaela ReeevesTel: 01423 851150email: [email protected]

© 2007 The British Racing Drivers’ Club. All rights in and relating to this publication are expressly reserved. Nothing in this publication may be reproduced in whole or part without prior written permission from the BRDC. The views expressed in Bulletin are not necessarily those of the editor, the BRDC or the publishers.

DESignDamion Chew

PRoDuCED By

Barker Brooks Media LtdBarker Brooks House4 Greengate, Cardale ParkHarrogateHG3 1GYTel: 01423 851150email: [email protected]

www.brdc.co.uk

06 PresiDeNT’s leTTer Damon Hill

09 NeWs FrOM YOur circuiT The latest from the offices of SCL

10 FOrMula ONe reVieW Peter Windsor writes for the Bulletin

16 raciNg MeMBers BRDC Members have been on-track around the world

20 2007 BrDc silVer sTar Jason Plato wins for the third time

21 2007 BrDc gOlD sTar Lewis Hamilton edged Dario Franchitti in the season-long Gold Star battle

22 WalTer haYes TrOPhY Peter Dempsey wins for the second time

26 risiNg sTars The Club’s Rising Stars enjoyed success this season

32 aNNual aWarDs The Annual Awards returned to London this year

36 uNDer The sPOTlighT Stefan Wilson has been crowned as the 2007 McLaren Autosport BRDC Young Driver of the Year

38 le MaNs series Silverstone hosted The Empire Trophy Race in September

40 Macau MeeTiNg Results from the WTCC, F3 and Porsche Carrera Cup Asia events

42 BlasT FrOM The PasT Greg Mills profiles Tony Maggs

46 MeeTiNg MeMBers The Club Secretary chats with Charles Morgan

48 OBiTuaries

51 BecKeTT’s cOrNer

52 BOOK reVieWs A few Christmas ideas

56 secreTarY’s leTTer

57 cluB aND regiONal eVeNTs What we are, and have been, up to – plus what’s on, when, and where

Front Cover:Andy Priaulx – FIA World Touring Car Champion 2007 (Photo LAT)

Inside Front Cover:Poetry in motion and maximum attack. Colin McRae in his element, thrilling the British fans on the Network Q Rally Great Britain in 1994 (Photo LAT)

Back Cover:The regular view the WTCC competitors had of Andy Priaulx’s BMW throughout the 2007 season (Photo LAT)


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Britain's young driverswith the BRDC

brdc advert landscape.qxp 21/11/2007 12:02 Page 1


DaMON hill OBe

PREsIdENT’s lETTERD

ear Member,

It has been yet another

bumper year for British

motorsporting success across the globe.

There really must be something in the

water in this country. Perhaps the fact that

we had record amounts of it this season

brought added benefit? It’s a thought.

On the BRDC front, I like to think that

good progress has been made towards

improving the image of the Club and

increasing the activities that Members

can participate in. The team in the

Secretary’s office have worked flat-out all

year to improve the efficiency and cost

effectiveness of the club’s expenditure, so

my congratulations to them. Also, there

are some interesting proposals on the

table to create better back-up resources

for the many aspiring professional racing

drivers we have coming through from

the Rising Stars programme and into full

membership. It will be very exciting and

satisfying to be able to offer something

else of significant benefit to their chances

as they progress in the sport. All this will

come to reflect well on the BRDC as being

a pro-active supporter of drivers’ careers.

On the British Grand Prix, we are all

working towards the most satisfactory

outcome. I am advised by our Chairman,

Robert Brooks, that it will not be ‘a walk

in the park’; but also that it was never

expected to be so. In a global marketplace

where a Grand Prix can bestow kudos

and a high intensity spotlight on a whole

country, solo operations like Silverstone

Circuits Ltd. have their work cut out to

compete. The debate about the necessity

for UK Government ‘investment’ into the

purchase of the event is an interesting

one. I have my own views, as I expect

many Members do also, and these

are bound to differ significantly from

individual to individual, but you should

know that the Board has faith in the team

engaged on the negotiations on behalf

of the Club, and we should allow that

process time to unfold. Please do not be

too easily ‘rattled’ by the fantastical and

sometimes alarmist reporting which

occurs with monotonous regularity on

this subject. Remember, as racing drivers,

we’re supposed to keep a cool head and

have nerves of steel!

Meanwhile, have a very Merry

Christmas and congratulations to all

our Members who raced, regardless of

whether or not you won, in 2007. Good

luck for 2008.

Damon Hill oBE

President, BRDC

October 13 1996 (Right)Damon Hill (Williams-Renault) leads Gerhard Berger (Benetton-Renault), Mika Hakkinen (McLaren-Mercedes), Michael Schumacher (Ferrari) and the pack into Suzuka’s first turn, and sets off on his way to winning the 1996 FIA F1 World Championship. Damon entered the final round as favourite to lift the crown, and his place in the history books was assured when Jacques Villeneuve’s slim title hopes evaporated on lap twenty when his Williams-Renault retired. Martin Brundle finished fifth, and scored points, in his final Grand Prix at the wheel of a Jordan-Peugeot.

Previous page (left)The Maestro at the peak of his powers. Monaco 14 May 1961. Turning into what was then called the Station Hairpin, Stirling Moss in Rob Walker’s obsolescent, underpowered Lotus-Climax 18 is on his way to one of his greatest victories. Stirling is on record as regarding this as his greatest drive. In those days the Monaco GP lasted for 100 laps and the best part of three hours. Stirling won from Richie Ginther’s more powerful Ferrari Dino by just 3.7 secs. He took the lead from Richie on lap 14 and was never re-passed despite the best ef-forts of Richie and his Ferrari team mates Phil Hill and “Taffy” von Trips. It was the only race in which Stirling reckoned he was at ten-tenths throughout.


DaMON hill OBe

Sunday 24 October 1976. The day James Hunt became World Champion. The race began in quite appalling conditions. Here at the end of the lap 1 Master James’s McLaren M23 leads John Watson’s Penske PC4 by the length of his huge cloud of spray, with ultimate race winner Mario Andretti’s Lotus 77 a black and gold speck in the background. A little further back Niki Lauda is about to withdraw, declaring it too dangerous to continue. James has to score at least four points to win the title. A win would do nicely and he leads until lap 62 of 73. But the rain stops, the track dries and James’s tyres are finished. He loses the lead and with five laps to go pits for fresh tyres, dropping to fifth. Unbelievably Alan Jones (Surtees TS19) and Clay Regazzoni (Ferrari 312 T2) both have deflating tyres and are passed by the McLaren on the penultimate lap. James is third for the four points which give him the World Championship by one point from Niki. Has there ever been a more extraordinary end to the Formula 1 world championship? (Photo LAT)

Ian Titchmarsh


NeWs FrOM YOur circuiT

NeWs FrOM YOur circuiTsilVersTONe: iNTO The FuTureRichard Phillips outlines the plans for an important period in the circuit’s history

2008 will be the 60th anniversary of motor racing at Silverstone.

Throughout much of that time the BRDC has been the custodian of the circuit and maintained it as one of the world’s leading motorsport and Grand Prix venues, and in order for this to continue into the future we must improve and modernise the venue. The Master Plan is crucial not only to Silverstone and its continued hosting of the British Grand Prix, but to the development of motorsport in this country and the sustainable growth of motorsport valley, which Silverstone sits at the heart of.

Over the last 36 months a lot of effort has been put into building a solid foundation to assist the development (which in turn will form the base of a ‘new’ Silverstone); raising the profile of the brand; building relationships within the local community; and recognising our national and regional importance.

The strong position of the Silverstone brand has attracted Porsche to the venue and we must maintain this profile as we endeavour to attract other major blue chip companies and investors to Silverstone. We have worked very closely with the local

community, consulting with them every step of the way during the lead up to the Development Brief being issued, and it is vital that we continue with this and not forget how important local support is to the future of the venue.

In order to enhance our profile, clarify our importance in the region and identify with a wider community, we have been developing a social inclusion policy. Notable milestones have been the conversion of the Command Centre – outside of the Grand Prix – to a facility of benefit to the community for 50 weeks of the year. The Command Centre building now encompasses a Visitor Centre and Coffee Shop as well as the Learning and Discovery Centre, both of which have been very well received.

We hope that we will receive outline planning permission for the first phase of the Development around January 2008 followed by a new contract for the Grand Prix, enabling us to implement our plans for the future.

Richard PhillipsManaging DirectorSilverstone Circuits Limited


FOrMula 1

Open seasonPeter Windsor reflects on a thrilling year for Formula One

I predicted late in 2006 that Fernando would win three titles in a row – partly because I believed that the

Ferrari drivers in the post-Michael era would take too many points from one another to win a title; partly because I have always been a fan of both Neil Oatley and Patrick Lowe (who were – and are – now in charge of the technology at McLaren, post-Adrian Newey); and partly because I believed that Fernando would be very good at motivating the team and turning McLaren-Mercedes into a Renault-like racing machine. It wasn’t too difficult also to predict that Lewis Hamilton would undoubtedly win races in a winning car and that he would be the perfect team-mate for Fernando – quick enough to do the job in terms of always operating the car on the limit, yet young enough to be an ideal wing-man.

I was wrong on a couple of counts – or sort-of wrong: Fernando, contrary to my expectations, proved to be a sore loser. I say ‘loser’. What I really mean is that Fernando handled Lewis’s pace very badly. Rather than saying, “OK guys, I have to admit I’m surprised: Lewis is the best driver I’ve ever had alongside me and I’m going to have to raise my game. I know he’s going to be a major part of our championship this year,”

or some such thing, Fernando decided instead to blame the team. For what? For nothing, of course – because McLaren did not ‘favour’ Lewis any more than they ‘favoured’ Fernando – and I say this against the background of McLaren indulging Fernando’s penchant for Hitco brakes for the back half of the season, while Lewis was still proving that there was nothing at all wrong with the team’s standard Carbone Industrie discs and callipers. As petty as that may read, consider that no team likes

to run their cars on different brake set-ups – and that there are huge financial bonuses to be earned via a team’s loyalty to a specific manufacturer. Remember, too, that the spare McLaren was set-up for Fernando for the majority of the year.

The truth, of course, is that the onus had been on Fernando to foresee the brilliance of Lewis Hamilton and to manage matters accordingly. If Fernando had wanted to adopt a Michael-like approach to his career

at McLaren, and to ensure that the other driver did not take points from him, why hadn’t he given himself control of the other driver’s profile when he was sitting down with Ron Dennis at the contractual stage of his ’05 winter? By early ’06 it was obvious to anyone with a brain and two eyes that Lewis Hamilton is a classic, brilliant, perfect manipulative driver; and, if that was obvious to observers like me and anyone else who was watching the GP2 races, why

Mclaren became a war-zone, given the closeness of their drivers’ points and the impact of the Fia’s rulings


FOrMula 1

was it not obvious to ‘experts’ like Fernando and his management team?

The Iceman ComethAt Ferrari, meanwhile, there were plenty of Kimi fans lining up at the start of the season to predict their driver’s easy win in the 2007 World Championship. He was mega-quick in a McLaren, so obviously he was going to walk away with it in Michael’s car.

What the Kimi fans – and probably Kimi – forgot was that Michael’s retirement made Ferrari a very different team overnight. For one thing, his key guys (Ross Brawn, Nigel Stepney) decided to leave with him;

for another, Ferrari became a 50-50 team rather than 70-30 pro-Michael. Predictably, the reliability of the ‘Michael’ car began to suffer; inevitably, the ‘other’ car began to win more races…

Kimi, though, reacted to the situation more positively than Fernando. He gave himself a major talking-to after hitting the wall in Monaco’s Q2 and worked hard thereafter on both his secondary steering inputs and on traction control management. More importantly, he didn’t complain when things began to go Felipe’s way. He never moaned about Ferrari favouring Felipe; his expressions and his post-race body language never changed. By

Kimi reacted more positively than Fernando. he never moaned about Ferrari favouring Felipe; his expressions and his post-race body language never changed

Above and rightCelebrate good times – Kimi Raikkonen, 2007 FIA F1 World Champion

Top leftWheel-to-wheel around Interlagos. Team-mates, but not for much longer, Hamilton and Alonso run side-by-side

Far leftLewis scored a stunning victory in Japan as F1 racing returned to Fuji

LeftA deflated Lewis Hamilton trudges away from his stricken McLaren-Mercedes in China. It was at this point that Lewis’ title hopes began to fade


FOrMula 1

July, with plenty of ’07 still to run, Kimi was running right up there with Felipe and on a Ferrari day he was beating the McLarens.

The momentum changed, of course, when Felipe fell out of championship contention. Suddenly, Ferrari became the weighted team we knew and loved in the Michael era. They had the uncluttered, one-driver momentum that you needed as the season approached its climax. McLaren, by contrast, inevitably became a war-zone, given the closeness of their drivers’ points and the impact of the FIA’s rulings. And that is what made the difference; that is where I got it wrong. I never imagined that Fernando would over-react in the way he did in Hungary and that he would effectively lose himself the championship by incurring that pre-race penalty; I never imagined in a million years that McLaren would be castrated for allowing some of their personnel to talk to the dreaded Nigel Stepney. I never imagined that Fernando would be so anti-McLaren.

Trials and tribulationsThus their season unravelled. Fernando became more and more vocal about issues that on close examination were completely innocuous; and then he became the FIA’s darling – the man who exposed McLaren and their so-called industrial espionage. No matter that the McLaren MP4/22 was by any technical standard 100 per cent legal (as distinct from Ferrari, who ran an ‘illegal’ floor in Australia); no matter that it was Ferrari’s disgruntled employee (Nigel Stepney) who had initiated the problem in the first place and thus shown up some appalling man-management at Maranello; no matter that Ferrari, like every other team on the grid (bar Renault) had built their

2007 car around the ‘zero-keel’ principle pioneered by McLaren. The inescapable fact, as the last races approached, was that the power – political and otherwise – was with Ferrari. The championship was Kimi’s for the taking.

As we now know, Kimi did what he needed to do. No-one in Brazil begrudged the Finn his title, particularly as he had ended the season with the greatest number of wins (six) – and also because he had been so near to victory in previous years. To my mind, however, Lewis Hamilton was the driver of the year. Not a single race took place in which Lewis was not ultra-competitive, be it within the McLaren team on a Ferrari day – or in contention overall. The same could not be said of

Alonso (Bahrain, Barcelona, Canada), Kimi (Bahrain, Barcelona) or Massa (Monaco, Hungary, Canada). And then there were the bolt-on extras you always get with Lewis – the fantastic passes (against Massa in Malaysia, Fisichella in Germany and a bunch of guys in Brazil); the astonishing, instant speed (in China, for example, where his first flying lap on a circuit he didn’t know was faster than all his rivals); his drives in Turkey and China, where he took the race to Ferrari despite the obvious deficiencies of the McLaren on these types of circuit; the two occasions (Bahrain and Barcelona) when he cleanly out-drove Kimi on a day when Massa was winning

Not a single race took place in which lewis was not ultra-competitive


FOrMula 1

for Ferrari; and then that breathtaking win in Hungary, where he withstood race-long pressure from Kimi in a McLaren whose steering was dodgy. Add a strength and dignity born of deep spiritual maturity and you have a driver who is as fun to watch on an empty Wednesday in Barcelona as he is in the cauldron of a Grand Prix grid. Lewis is at once an artist, a genuinely good human being and a phenomenal athlete and in my view is the best thing that has happened to F1 certainly since Sir JYS and probably since Jim Clark, OBE. He’s not better than Clark – but he is up there with him, as a person and as a driver.

Best of the restOthers who shone in 2007? How about Heikki Kovalainen? He was shocked in the early races by the difficulties with the Renault but by Canada he was on top of the problems and fulfilling his promise.

He is a winner in the making, a true pro who was as calm about his second place in Japan as he was about his lesser days. Nico Rosberg, too, had a good year. He improved hugely as a driver and as a person – something that is not easy in Denis Jenkinson’s gossamer-winged world of Formula One. BMW’s Nick Heidfeld looked smooth, fast and clean alongside Robert Kubica; Jarno Trulli was brilliant again in the very disappointing Toyota TF107 (as exemplified by his drives in Bahrain and Indianapolis); and Anthony Davidson was impressive and fun to watch in the Super Aguri – particularly in Hungary.

Jenson Button took a while to find the right dance step for the uncoordinated new Honda RA107 but towards the end of the year displayed much of his old magic. Jenson was fantastic in the semi-wet in China and on most slow corners everywhere. If anyone makes a difficult job look easy, it is Jenson Alexander

Far leftFelipe Massa celebrates victory in Istanbul

LeftMartini girls delivered the ‘right taste’ to Formula One

BelowRaikkonen and Massa lead the McLarens and the F1 pack into La Source at the revamped Spa-Francorchamps


FOrMula 1

Lyons Button. Mark Webber had the Red Bull edge on single-lap speed but David Coulthard continued to look sharp in a number of races, notably in Bahrain, where he ran lightish on fuel from the back of the grid, and Spain, where he was fifth. For all the hoopla, Red Bull were massively disappointing, however. Adrian Newey, Renault engines, ridiculous motorhomes, a luxurious budget…and yet they were mid-fielders, pure and simple – a good example of how money can only be useful if you know how to spend it.

The flip side to Red Bull, of course, were Super Aguri – a small group of talented and highly-motivated guys who showed that the days of the smaller team are by no means over, especially when united with the FIA’s latest engine homologation and testing regulations. Operating from what used to be the Arrows factory, and with a number of good Arrows guys still on hand, Mark Preston and Graham Taylor were in my view up there in Lewis territory in terms of maximising the materials at their disposal. Kudos, too, should go to Mike Gascoyne, who used the relatively small Spyker (formerly Midland, formerly Jordan) budget to good effect – particularly when he alone started one of his cars on Bridgestone wets at the Nurburgring while everyone else was still awaiting the decision of the highly-paid weather forecasters and computer-driven race strategists. Mike broke new ground by licking a forefinger and sticking it into the mountain wind…

short strawLosers in 2007? McLaren-Mercedes, of course – although they deserved none of the problems they encountered. Robert Kubica, by contrast, failed to impress in what was a


FOrMula 1

The reality, of course, is that Brazil was but one of 17 races – 17 evenly-weighted races that make F1 the amazingly successful global championship that it is. To define Brazil as the ‘championship decider’ is therefore to denigrate the other 16 rounds and magically to change the goalposts. Penalties for fuel illegalities should be no less or no more than they would be at any race – i.e. exclusion – so it was predictable,

after a season like this, that the goalposts would indeed be moved and that no action would be taken. Now if McLaren over-cool their fuel in the 2008 Australian GP then that will be another matter…

Waiting for the manLewis, of course, would have none of this. Racer that he is, he wanted to win the title in Brazil, not in the courtroom – which reminded me very much of Jim Clark’s attitude after the 1966 Indy 500. Despite strong evidence that Team Lotus had been the victim of a lap-charting mistake, Jim would not detract from the ‘win’ that had already been celebrated by Graham Hill. “I

won it last year,” he said. “For Graham this is a first. No point in changing things now.”

Thus Lewis’s, “I think Kimi deserved it. He’s a great driver. I really respect him – but I can’t wait for next year…”

What else could we expect?

Peter Windsor, an Associate Member of the BRDC, is the award-winning Grand Prix Editor of the world’s biggest-selling F1 magazine, F1 Racing, and is the pit lane/grid reporter for Speed TV’s live coverage of F1 in the USA and Central America and for Network Ten Australia. When not on the road he lives in London, Sydney and Bogota.

Now if Mclaren over-cool their fuel in the 2008 australian gP then that will be another matter…

Far leftDC at speed in the Red Bull

Centre leftAnthony Davidson ‘pressed on’ at the wheel of the Honda-powered Super Aguri

AboveMark Webber could have been a winner in Japan

LeftFine chassis – on and off the track

RightJenson Button had a season to forget in an ill-handling Honda

very good BMW chassis (carrying on from where he left off late in 2006, where, in a sure sign of complacency, he spun twice on the same corner in Japan on consecutive days). Alex Wurz always looked ragged and mistake-prone (making one wonder what that test mileage had been all about; surely Alex at some point could have found time to develop the delicacy of his initial brake and steering inputs!); Scott Speed, quick and supple, if not the easiest guy in the pit lane with whom to talk, lost his Red Bull (Toro Rosso) drive for being nothing other than…the driver he had always been, when Red Bull were underwriting him to the tune of $20 million or so. Understand the logic of Red Bull’s spending and you will re-write the theory of relativity. Renault built a dog of a car for reasons that no-one understood but it was great, nonetheless, to see the method and application of Bob Bell and Pat Symonds as they attempted to peel back the layers and delve into the mystery. They’ll be back.

As will Toyota and Honda – the two Japanese monoliths who struggled mightily in 2007. Toyota were less bad but neither were good. They are very different in character, these two teams – Toyota are blue-chip and conservative; Honda the opposite – but they share a common desire to mate a Japanese corporate decision-making process with the quick-decision exercises of modern F1. I’m sure that Ross Brawn, now a Honda man, will finally convince Honda that there is but one way in which to operate…

And so it ended. I think McLaren were absolutely right to contest the findings of the FIA Stewards after the Brazilian GP. Lewis Hamilton drove maybe the greatest race of his season at Interlagos and was beaten on the road by three cars running illegal fuel.


raciNg MeMBers

a sTar iN The easT

In a year of international success for BRDC Members it is difficult to pick out one particular story above

another. However, in the competitive world of GT racing, one triumph is worth a headline mention and that is Ralph Firman’s victory in the Japanese Super GT Championship.

A former Grand Prix racer for the Jordan team, and the current racer for A1GP Team Ireland, the majority of Ralph’s season saw him head east once again. Teamed with Japanese driver Daisuke Ito, the pairing, against a strong and varied field, secured

By winning the Japanese super GT Championship, Ralph Firman became just one of the many BRdC success stories of 2007. James Beckett provides an end-of-season round up

AboveRalph Firman has been a star throughout the 2007 Japanese Super GT Championship at the wheel of a Honda NSX.

Top rightDan Wheldon leads the pack at the Chicagoland Speedway

RightAndy Wallace again proved his worth in the American Le Mans Series

(Photos by LAT and James Beckett)


raciNg MeMBers

the Super GT crown in a Honda NSX co-owned by F1 team boss, Aguri Suzuki. The ARTA team car was the machine to beat, and Ralph and Ito clocked up an impressive run of results that included three wins and four podium finishes from nine races.

statesideWith Lewis Hamilton grabbing the headlines in the tabloids as well as the motorsport press, it became increasingly easy to forget that Dario Franchitti enjoyed the most successful season of his impressive career – winning not only the Indianapolis 500 but also the IndyCar Series.

Dario’s end-of-season battle, with Scott Dixon in particular, was nail-biting stuff, but Dario held his nerve to claim the title of the most prestigious open-wheel category outside of Formula One.

Dario’s season really started in style after victory at Indianapolis, although a hat-trick of victories by Dixon mid-season, and then a double-win from Tony Kanaan, kept the title race alive. His performances in the Canadian Club-backed Andretti Green Dallara were awe-inspiring at times, and with two ‘back flips’ to his name, the stuff of comic books.

But Dario proved in his own ‘Skid Solo’-style that he was made of stern stuff, and victory in the final race of the season, which he started from pole position, secured the IndyCar crown and as he celebrated in Victory Lane the ticker-tape confetti rained down.

Moving on Dario has a new target in 2008 – NASCAR. A switch to the Target-backed Chip Ganassi Racing team will see him line up alongside the ‘Good ol’ Boys’ of the Stock Cars world. On-track in a Stock Car already, Dario will pitch himself in at the deep end for next

season, and admits himself that the going will be tough – but what is that old adage?

NASCAR is tough. Fact. After F1 it has the largest fan base in the world. It attracts huge grids, huge crowds and races on famous circuits. Household brands, attracted to no other type of our sport, adorn cars manufactured by brands such as Chevrolet, Ford and Toyota. Near-identical cars racing wheel-to-wheel for 500-miles. Sounds good. The NASCAR season opens with the series’ own FA Cup Final, the Daytona 500, in February.

Dario has been joined in the switch from the IndyCar Series to NASCAR by Sam Hornish. Hornish, like Dario, is an Indy 500 winner, and is a second defection from IndyCar to NASCAR for ’08. Add in the popular mix of Tony Stewart, Jimmie Johnson, Dale Earnhardt jr, Juan Pablo Montoya and Jacques Villeneuve and Dario’s 2008 season looks pretty exciting already!

In comparison to Dario’s championship-winning season, Dan Wheldon’s 2007 was pretty quiet. The two-time BRDC Gold Star winner was not in the championship chase for most of the year, but consistently picked up points along the way. By anyone else’s standards Dan’s fourth place finish in the championship would have been good, but by Dan’s own admission 2007 could have been better. He will be back next season, and hungrier than ever for success in the IndyCar Series.

le Mans seriesRacing stateside offered a home to a number of BRDC Members this season, and Allan McNish and his Audi colleague, Dindo Capello, won an unprecedented nine times in the LMP1 category of the American Le Mans Series at the wheel of their Audi R10 diesel.

LeftJustin Wilson finished runner-up in the Champ Car World Series

Above‘Brabs’ pedalled the Acura at speed all season

RightDanny Watts made an excellent LMP debut at Silverstone, and then drove the Zytek in the Petit Le Mans

BelowIndy 500 and IndyCar success has resulted in Dario Franchitti switching to NASCAR for 2008.

(Photos by LAT and James Beckett)


raciNg MeMBers

Anti-clockwise from top left

LeftAllan McNish claimed victory in the American Le Mans Series with his Audi team-mate Dindo Capello (left)

Centre leftPaul di Resta finished fifth in the DTM standings for Mercedes-Benz

Bottom leftRob Huff, pictured on his way to victory at Anderstorp

BelowAnother chequered flag for Andy Priaulx – this time with British fans cheering at Brands Hatch

Centre rightPre-season GP2 testing is underway, and Mike Conway is right on the pace

Far right, bottomRichard Westbrook – Porsche Supercup champion 2006 and 2007

RightLawrence Tomlinson drove at Silverstone for the first time with a BRDC badge on his car in the British Empire Trophy race in September

(Photos by Jakob Ebrey, LAT and James Beckett)

Victory at Le Mans in June may have passed them by, but McNish and his Italian counterpart were the Audi to beat in the United States, holding off a strong challenge for overall honours from the Penske Porsche Spyder of Romain Dumas and Timo Bernhard. In the end, it was the diesel that came through, although the nimble LMP2 Penske Porsche was pretty special, and pretty fast!

A whole host of BRDC Members lined-up throughout the season in ALMS events.

Oliver Gavin, at the wheel of a Chevrolet Corvette C6.R, was triumphant in the GT1 category with his Pratt & Miller team-mate, Olivier Beretta, while Jamie Campbell-Walter, Tom Chilton and Tom Kristensen all appeared in LMP1 machines. Andy Wallace commuted across the Atlantic on a regular basis from his Buckingham home to claim third overall in the LMP2 category, while another Buckingham boy, Danny Watts, impressed greatly on his ALMS debut at the Petit Le Mans in Trevor Foster’s Zytek car. Guy Smith, David Brabham, Marino Franchitti and Robbie Kerr all made LMP2 outings, with Guy claiming fourth in the rankings and David fifth.

In the GT2 class five BRDC Members scored championship points: Robin Liddell was the highest-placed runner, finishing seventh in class, while Johnny Mowlem, Peter Dumbreck, Darren Turner and Tom Kimber-Smith all made their marks.

Continuing in the world of Le Mans, the Le Mans Series (see British Empire Trophy report of page 40) finished in Brazil for the first time. The European series suffered a shortfall of entries with the trip to Interlagos, but still a number of Club Members were on-hand to put cars through their paces.

With the Peugeot steamroller cruising


raciNg MeMBers

(or is that crushing?) to another one-two finish, the British honour was upheld by the Oxfordshire-based Creation Autosportif team. Jamie Campbell-Walter was again the lead driver for the squad, and he shared duties with regular partner, Felipe Ortiz, and one of Britain’s hottest racing properties, Stuart Hall.

With Martin Short’s Rollcentre Racing team not making the trip to Brazil, Stuart, a BRDC Rising Star, joined the Creation team, and again put in a fine showing to score his second successive LMS podium finish.

Rounding upJustin Wilson’s ChampCar World Series season ended with the Sheffield-based driver second in the points standings behind the F1-bound Sebastien Bourdais. Wilson had a solid season for RuSport, and is looking forward to 2008 and a new ChampCar season without the four-time winner, Bourdais, being present.

Richard Westbrook wrote his name into

the Porsche Supercup record books by claiming back-to-back title successes this season. To win the Supercup title once is impressive, but to win it twice is something very special. Westbrook’s performance has not gone unnoticed by the Club, who have honoured him with The Fairfield Trophy. Presented for an ‘outstanding performance’ by a BRDC Member, this is one of the Club’s prestigious Annual Awards.

Jamie Green ended his DTM season with two victories, to be classified fourth in the points table, just one position ahead of his Mercedes colleague, Paul di Resta.

Honorary Member, Mika Hakkinen, won at Mugello to finish eighth, while Gary Paffett won at Oschersleben to finish ninth. After a very heavy shunt pre-Le Mans, Tom Kristensen did not enjoy his best campaign for Audi, ending the year fourteenth.

Mike Conway completed a maiden GP2 season, and impressed along the way.

Mike entered 2007 as the reigning British F3 International Series and Macau Grand

Prix winner, and with Lewis Hamilton’s graduation to Grand Prix coming from GP2, eyes were on Mike to see how he would perform. Mike has already been conducting pre-season tests ahead of 2008, and recently drove for Minardi Piquet Sports at the Valencia track in Spain.

An international summary is not complete without a mention of the BRDC lads in the WTCC. At the time of writing, Andy Priaulx and James Thompson can both claim the championship title. Rob Huff has been a race-winner, and Colin Turkington appeared at Brands Hatch. (A report on how this nail-biting series finished, can be found on page 42.)

What next? The A1GP series will hopefully add winter excitement, and Oliver Jarvis and Robbie Kerr will be waving the Union Flag for Team GB. This series runs throughout the cold months, and will give us all something to watch before the 2008 season kicks off properly in March.


BrDc silVer sTar

A s it was with Lewis Hamilton in the F1 World Championship, so it was for Jason Plato in the British Touring

Car Championship. Leader for most of the year in his Seat Leon, Jason went into the final round at Thruxton in mid-October just one point ahead of arch rival Fabrizio Giovanardi only to emerge at the end two places behind the Italian Vauxhall driver, leaving him four points shy of his second BTCC title. In its own way the 2007 BTCC was as enthralling a contest as the F1 battle, between two drivers who are undoubtedly among the elite in their field and who, while cutting each other no slack, at the same time respected their opponent.

By the time we reached Thruxton Jason had already secured his third Silver Star but had also acquired some very unpleasant burns just a few days earlier while filming for Fifth Gear. He was plainly in considerable pain and discomfort but refused to acknowledge that this might adversely affect his performance in the final three races.

In the end Jason’s margin over Matt Neal, last year’s BTCC Champion and Silver Star winner, was more than 100 points, Matt having been unable to repeat his early win at Brands Hatch in April with the new Halfords Honda Civic for a variety of reasons including accidents, which were not of his

making. In the rough and tumble of the BTCC, accidents will happen – but Matt did seem to suffer more than his fair share.

Since it was inaugurated in 1977 (when the winner was the late Bernard Unett) the Silver Star has been predominantly the province of BTCC drivers. And so it has been in 2007, with Colin Turkington (Team RAC BMW), Darren Turner (Seat), Mike Jordan (Eurotech Honda Integra) and Tom Chilton (Vauxhall Vectra) filling the next few places in the standings. Michael Bentwood, himself a sometime touring car driver, enjoyed a good season with a Barwell Aston Martin DBRS9 in the British GT Championship, but even so could only muster enough points for seventh in the Silver Star points.

This year it was all about touring cars, and all about Jason Plato, says Ian Titchmarsh

jusT jasON

BRDc sILVeR stAR 2007 FiNal sTaNDiNgs

1. Jason Plato (BTCC) 3632. Matt Neal (BTCC) 2373. Colin Turkington (BTCC) 2084. darren Turner (BTCC) 1825. Mike Jordan (BTCC) 1486. Tom Chilton (BTCC) 1367. Michael Bentwood (British GT) 678. Tim Mullen (British GT) 359. Ian Flux (British GT) 1310.Tim Harvey (British GT) 8

Jason Plato (right)Jason may have missed out on winning the 2007 British Tour-

ing Car Championship crown, but his 2007 season delivered his third Silver Star – making him the ‘winningest’ driver in

Silver Star history.

(Photos by Jakob Ebrey)

Below2006 Silver Star winner, Matt Neal had to settle for

second place in the points standings this year.

AboveColin Turkington had the best Silver Star campaign of

his BRDC career so far, classified third.


BrDc gOlD sTar

gOlDeN BOYsIan Titchmarsh reports on a spirited tussle for the BRdC’s Gold star

BRDc GoLD stAR 2007 FiNal sTaNDiNgs

1. lewis Hamilton (F1) 2662. dario Franchitti (IRl) 2323. Allan McNish (AlMs) 1584. Andy Priaulx (WTCC) 1445. James Thompson (WTCC) 1296. Justin Wilson (C/Car) 1137. dan Wheldon (IRl) 948. Rob Huff (WTCC) 939. Mike Conway (GP2) 8810. Paul di Resta (dTM) 68

W ell, Lewis Hamilton may have lost out to Kimi Raikkonen in the Formula One World Championship

by a single point, but in the end his sensational first year at the highest level in motor racing has earned him his first (and almost certainly not his last) BRDC Gold Star by a clear margin of 34 points over our IRL Champion Dario Franchitti. Indeed, there are Champions in the next three places – Dario, Allan McNish (ALMS) and Andy Priaulx (WTCC).

The basic statistics of Lewis’s season would be astonishing even for a seasoned F1 driver. Only twice in the 18 races did he not finish in the points. Not until his 10th race – the European Grand Prix at the Nurburgring – was he not on the podium, although the second half of the season produced ‘only’ three more podiums, including further wins in Hungary and – most outstanding of all – in the Japanese rain.

And all this at the age of 22. But this does not make Lewis the youngest ever winner of the Gold Star. Back in 1950, as some of you will no doubt recall, a young man just turned 21 won the first of his 10 Gold Stars. That young man was of course Stirling Moss, whose season had been rather different. 1950 was the first year of the Drivers’ World Championship, but Stirling

did not compete in any of the seven rounds: instead, he was winning races in F2 HWMs and F3 Coopers. But, just as Lewis’s victory in the rain at Fuji has marked him out as a very special talent so it was Stirling’s 1950 win in the heavy rain, mist and gales of Dundrod in Tommy Wisdom’s Jaguar XK120 which brought it home to everyone just how extraordinary a talent he was. Incidentally, that win in the Tourist Trophy was Stirling’s first ever race in something other than a single seater F2 or F3 car and came on the eve of his 21st birthday.

Dario had some spectacular incidents on his way to clinching the IRL title by a very small margin from New Zealander Scott Dixon, and has now set his sights on NASCAR for 2008. In the end Allan pipped Andy for third place in the Gold Star points by winning three of the last four rounds of the American Le Mans Series, including Petit Le Mans itself, sharing the Audi R10 TDI with Dindo Capello.

Andy’s remarkable and unique World Touring Car Championship hat trick culminated with his outright win in the final round at Macau but since this falls on the wrong side of the deadline, the points scored will count towards next year (which means that Andy is leading the 2008 Gold Star table!) but cost him the chance of denying Allan third place this year.

Thumbs up from LewisLewis Hamilton’s debut Grand Prix season made headlines around the world, and results scored in the FIA F1 World Championship saw him win his first coveted Gold Star.

BelowVictory at Le Mans may have eluded him, but Allan McNish was a hard man to beat in the American Le Mans Series with his Audi R10 TDi.

BottomVictory in the IndyCar Series, and the Indy 500, allowed Dario Franchitti the opportunity to challenge Lewis Hamilton for Gold Star victory until the very end of the 2007 campaign.

(Photos by LAT)


The WalTer haYes TrOPhY

DeMPseY WiNs The WalTer haYes TrOPhYGreat racing...great atmosphere...great weekend – the Walter Hayes Trophy lived up to its reputation to provide the silverstone faithful with something quite special. Archie Catt was trackside for the BRdC Bulletin

P eter Dempsey added his name to the Walter Hayes Trophy roll of honour for a second time

during early November, when the young Irish driver won the end-of-season Formula Ford spectacular at Silverstone – securing back-to-back championship titles.

Dempsey led for the majority of the re-started 12-lap Grand Final, to head home James Nash (Van Diemen RF92) and Wayne Boyd (Van Diemen RF92) and claim the coveted Walter Hayes Trophy.

“This was without doubt the hardest race meeting of my career,” he said. “The Walter Hayes Trophy is getting tougher every year, and the competition this year was very hard.”

Dempsey, winner of the Leinster Trophy at Mondello Park in September, entered the WHT weekend as one of the favourites for victory. The Cliff Dempsey Racing driver added, “The strength of Formula Ford is amazing at the moment. As many as fifteen people arrived at Silverstone capable of winning the event,

and I am so pleased that it was me!”Throughout the weekend the Walter

Hayes Trophy offered some of the best racing witnessed at Silverstone for many years, with the Grand Final playing out to a packed BRDC Clubhouse and Brooklands Grandstand.

Dempsey, Nash and Boyd secured the podium placings, while Robert Barrable (Swift SC92F), Stuart Gough (Ray GRS07) and Paul Dagg (Van Diemen RF91) completed the top six. Indeed, such was the pace of the Irish competitors visiting Silverstone that seven of the top ten came from the emerald isle.

Over 140 FF1600 competitors descended on the ‘Home of British Motorsport’ from all over Europe to participate in the seventh running of the Walter Hayes Trophy, an event that for 2007 received a boost by involvement from both Silverstone Circuits Limited and the race-organising Historic Sports Car Club (HSCC).

WALteR HAYes tRoPHY3-4 November 2007 Grand Final result

1. Peter dempsey (IRl) Ray GRs052. James Nash (GB) Van diemen RF923. Wayne Boyd (GB) Van diemen RF924. Robert Barrable (IRl) swift sC92F5. stuart Gough (GB) Ray GRs076. Paul dagg (IRl) Van diemen RF917. Peter Barrable (IRl) Ray GRs058. Keith dempsey (IRl) swift sC92F9. Morgan dempsey (IRl) Van diemen RF9110. Jay Bridger (GB) Van diemen RF0111. Gary Jones (GB) Van diemen RF9112. Noel dunne (IRl) Van diemen RF92Fastest lap: Neville smyth (IRl) | Ray GRs07 | 1:02.305 | 94.70mph

Twice a winnerPeter Dempsey proudly holds the Walter Hayes Trophy aloft

They’re offPeter Dempsey leads at the start of

the Walter Hayes Trophy Grand Final

(Photos by Jakob Ebrey)


The WalTer haYes TrOPhY

FOsTer reTurNs TO The WalTer haYes TrOPhY

J oey Foster, three-time winner of the Walter Hayes Trophy, returned to competition in

the ’07 event for the first time since a career-threatening back injury sustained in the German F3 Championship mid-way through the 2006 season left him with near-paralysis.

A former BRDC Rising Star, Foster reigned supreme in the end-of-season Formula Ford spectacular during 2003, 2004 and 2005 – winning the event three times, and earning the original Walter Hayes Trophy for keeps.

Following his accident in Formula Three, there were fears that Foster would not be able to race again, but after multiple operations on a broken back, Foster regained his fitness, and accepted the challenge from Sheshon Racing to return to competition at the Walter Hayes Trophy in their Van Diemen.

Foster was quickly on the pace at the wheel of the car usually driven by Neil Cunningham, and progressed to the semi-final stages with a fifth position finish in his qualification heat on Saturday afternoon.

Against fierce competition, Foster qualified for the Grand Final with a fourteenth place finish – becoming the only car from the 1970s to reach the main event of the weekend.

In the Grand Final, Foster was on superb form, dicing with much newer machinery throughout, and on the penultimate lap, his WG Tech Motorsport-supported Van Diemen clocked the fifth fastest race lap on its way to twenty-seventh overall.

“Wow! I enjoyed the weekend so much,” Foster said afterwards. “It was great to get back behind the wheel of a car again, especially a Formula Ford. The Walter Hayes Trophy is very special indeed, and I am so pleased to have been able to take part in it again. My career is now back on track, and I will be driving in the Le Mans Series for Embassy Racing in 2008.”

BelowAt speed in the

Sheshon Racing Van Diemen RF78

AboveFireworks were not just reserved for on-track!

Top right to bottom:Robin Liddell’s WHT ended early when the engine of his Mondiale blew – twice

Josh Fisher was a semi-final casualty – and the only ‘favourite’ not to make the Grand Final

British Formula Fordster, James Nash, ‘stepped-back’ to FF1600 and finished second overall

Thrills and spills were common-place

Neville Smyth was fast all weekend, but failed to finish the Grand Final after clashing with James Nash

Shared passion reaps mutual reward

A shared passion for British motorsport and classic cars, plus decades of involvement with exclusive owners’ Clubs, lies behind Aon’s support for the new look

BRDC Bulletin.

Welcoming Aon’s generous support, BRDC Club Secretary Stuart Pringle said: “Aon has big company resources with small company attention to clients’ needs. I know their personal approach to business, through a network of dedicated client managers, is something that will appeal to our Members.”

With specialist private motor insurance solutions for high value sports, prestige and classic vehicles, including multi-vehicle policies and a 10% discount for BRDC Members,

the association looks set to benefit Members personally as well as helping the Club on a wider level.

Aon’s ethos to provide tailored insurance solutions ensures a specialist service to the motor trade and for motor sport with in-house experts taking personal care of clients’ needs.

Comprehensive cover is available for motor dealers, restorers, storage companies and race preparation engineers; and all aspects of cover for drivers, teams, manufacturers and suppliers, circuits and race venues, federations and associations are taken care of.Aon Private Clients Managing Director Rod Mitchell added: “It gives me great personal satisfaction that Aon is now in a position to be associated with and partner the BRDC.

I recall with pleasure attending Club events in the late 50s and 60s watching drivers who have now become motor racing legends.”

“I believe that we are ideally positioned to provide a traditional first class insurance service for the benefit of the Members and Club alike and I look forward to a long and fruitful relationship.”

To receive a 10% BRDC Members’ discount or for more information call 01252 767148 or email [email protected]

“I believe that we are ideally positioned to provide a traditional first class insurance service”

071106 BRDC final Advertorial.indd 2 23/11/07 2:46:59 pm

Aon provides tailored insurance solutions for the motorsport world, private motoring and motor trade, all delivered by our in-house experts. We have an extremely strong focus on service and every client has their own personal client manager.

It takes careful handlingTo discuss your requirements further please call us on

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Specialist Cars • High Value Home • Investment Property • Holiday HomeAon Limited is authorised and regulated by the Financial Services Authority in respect of insurance mediation activities only. Telephone calls may be recorded or monitored. FP4273.11.07

071106 BRDC final Advertorial.indd 5 27/11/07 11:03:36 am


BrDc risiNg sTars

Duncan Tappy FORMULA RENAULT UK

jonathan adam SEAT CUPRA

risiNg

sTarschampions I n a year of British title success for

Andy Priaulx and Dario Franchitti, and the stunning debut Grand Prix

season performance by former Rising Star Lewis Hamilton, you could be forgiven in overlooking the talent that has been performing week-in, week-out, around the home circuits of Britain, and selected European tracks this year.

As you are aware, the cream of young British and Commonwealth talent is supported by the Club, through the highly-coveted and prestigious Rising Stars Scheme.

The BRDC badge in the blue roundel is a sought-after addition to any race suit and crash helmet belonging to a driver under the age of twenty-four, and currently thirty-seven of these individuals have secured Rising Star status.

After a frantic season of on-track action, eight of the Club’s current Rising

Stars have ended the year as champion – Jonathan Adam (SEAT Cupra); Tim Bridgman (FPA); Brendon Hartley (Formula Renault Eurocup); Callum MacLeod (British Formula Ford ); Matt Nicol-Jones (Ginettas); Alex Mortimer (British GT); James Sutton (Porsche Carerra Cup GB); and Duncan Tappy (British Formula Renault).

Alex Lloyd also claimed the Indy Pro Series title in the United States as a Rising Star, the feeder-category to the IndyCar Series, and has now progressed from the junior ranks to that of a Full Member.

Other graduates from Rising Star to Full Member this year have included Ben Clucas and Jonathan Cocker, and others will follow shortly.

The Rising Star Scheme is a success story the Club can be proud of – it is from this arena that future racing heroes will come. These thirty-seven individuals may not be household names yet, but watch this space: they will be.

James Beckett

callum Macleod BRITISH FORMULA FORD CHAMPIONSHIP

Brendon hartley FORMULA RENAULT EUROCUP


BrDc risiNg sTars

james sutton PORSCHE CARRERA CUP GB CHAMPIONSHIP Matt Nicol-jones GINETTAS

Tim Bridgman FORMULA PALMER AUDI alex Mortimer BRITISH GT


BrDc risiNg sTars

jonathan adam SEAT CUPRA

Tom Bradshaw FORMULA PALMER AUDI

sam Bird BRITISH F3 INTERNATIONAL SERIES

jon Barnes PORSCHE CARERRA CUP GB

henry arundel FORMULA BMW UK

Will Bratt FORMULA RENAULT

riki christodoulou FORMULA RENAULT

adam christodoulou FORMULA RENAULT

Oliver Bryant BRITISH GT

Tim Bridgman FORMULA PALMER AUDI

stuart hall LE MANS SERIES

Nathan Freke FORMULA FORD 1600

sean edwards FIA GT2 CHAMPIONSHIP

euan hankey FORMULA 3 EUROSERIES

Brendon hartley FORMULA RENUALT EUROCUP

Ben hanley RENAULT WORLD SERIES

james jakes FORMULA 3 EUROSERIES (Pho

tos b

y Jak

ob Eb

rey,

LAT a

nd Ja

mes

Bec

kett)


BrDc risiNg sTars

greg Mansell BRITISH F3 INTERNATIONAL SERIES

callum Macleod BRITISH FORMULA FORD CHAMPIONSHIP

ryan lewis CHAMPCAR ATLANTIC

Michael Meadows BRITISH F3 INTERNATIONAL SERIES

Matt Nicoll-jones GINETTAS

lee Mumford BRITISH FORMULA FORD CHAMPIONSHIP

alex Mortimer BRITISH GT

jeremy Metcalfe FORMULA RENAULT

Oliver Oakes FORMULA RENAULT EUROCUP

adrian Quaife-hobbs FORMULA BMW

Phil Quaife PORsCHE suPERCuP & FIA GT3 CHAMPIONsHIP

Martin Plowman FORMULA RENAULT ITALIA

Tom Onslow-cole BRITISH TOURING CAR CHAMPIONSHIP

Dean smith FORMULA RENAULT UK

stefan Wilson FORMULA PALMER AUDI

Duncan Tappy FORMULA RENAULT UK

james sutton PORSCHE CARRERA CUP GB CHAMPIONSHIPjonathan Kennard BRITISH F3 INTERNATIONAL SERIES

andrew jordan RENAULT CLIOS


aNNual aWarDs

Top drawer ceremony celebrates a fine season

The BrDc aWarDs 2007t

he BRDC celebrated racing achievements of 2007 in some style earlier this month, when the Club’s Annual Awards Luncheon

made a much-heralded return to London, with over 400 Members and guests attending a star-studded event.

The Savoy’s Lancaster Ballroom was packed for an awards ceremony that returned to the capital for the first time in seven years.

A sell-out, the Annual Awards was reinstated to its rightful place as a premier and prestigious ceremony, with Formula 1 sensation Lewis Hamilton collecting not one, but four awards – including his first BRDC Gold Star, presented to him by ten-time Gold Star winner, Sir Stirling Moss OBE, who described Lewis as “the best thing to have happened to motorsport during my time in it”. In accepting his Gold Star, Lewis said, “I would like to thank the BRDC for all their help, support and encouragement in my career so far. I hope to be back at these Awards next year – hopefully to collect another Gold Star.”

Lewis also received the Colin Chapman Trophy, on behalf of Ron Dennis, who was unable to attend in person.

On a day when the best in motorsport was celebrated, Lewis received a standing ovation as he entered the Lancaster Ballroom after arriving from a sponsor’s engagement in Oxford Street.

Lewis’ arrival at the Savoy was eagerly anticipated, and once on stage he spoke openly about his remarkable 2007 debut Grand

Prix season, his hopes for next year, and his enthusiasm for being a Member of the British Racing Drivers’ Club.

The room was packed with motor racing’s finest, and those with a high regard for the BRDC, with heroes from past and present at every table.

Jason Plato collected the Club’s highest national racing accolade – the Silver Star – from the Minister of Sport, Gerry Sutcliffe MP, while Indy 500 winner, and IndyCar Series champion, Dario Franchitti was presented with two awards – the Earl Howe Trophy and the Innes Ireland Trophy.

Martin Short made two trips to the stage, once with Stuart Hall to pick up the ACO Award, for their fourth-place finish in the Le Mans 24-Hour race in June, and again, as boss of Rollcentre Racing.

For many the highlight of the day was the presentation to three-time FIA World Touring Car champion, Andy Priaulx, of the BRDC Gold Medal – only the eighth time this special Award has been handed out by the Club since its introduction in 1996.

Thanks are due to the various sponsors, whose involvement for the first time enabled the Awards to take place on a scale worthy of the achievements being celebrated; and the many Club Members whose presence turned a memorable event into a historic one. All in all, it was a remarkable afternoon, and the Club’s congratulations go to every winner.


aNNual aWarDs

Below: Damon Hill welcomes Members

and Guests to the 2007 BRDC Annual Awards Luncheon

Right: Flying the flag – Lewis Hamilton


aNNual aWarDs

he comes from the landDown under – via the us

Commonwealth driver Briscoe triumphant in londonAustralian Ryan Briscoe flew in from the united states to accept the Bruce Mclaren Trophy – an award presented by the Club to the Commonwealth driver who has established the most meritorious performances in international motor racing.

2007 was a fine season for Ryan, driving one of the Team Penske-entered Porsche Rs spyder’s in the American le Mans series.

His performances in the lMP2 specification Porsche certainly caught the eye, and a fifth-place finish in a Team Penske-supported car in the Indianapolis 500 in May added a further boost to Ryan’s ever-growing CV.

Ryan is looking forward to a full-time ride in the IndyCar series for next season for Team Penske, saying, “I have to thank Roger Penske for all his help and support. I understand he is a Member of the BRdC, and after being invited to attend the Annual Awards luncheon, I too hope that I can become a BRdC Member in the not-too-distant future.”

1. The Royal Air Force Regiment were on hand to provide security for the Club’s silverware

2. Host for the day, Club Member Tiff Needell was the consummate professional

3a. In close-up, lewis Hamilton’s 18-carat gold BRdC Gold star

3b. The engraving on lewis’s Gold star4. Martin and Michelle short pose for the ‘paparazzi’

on arrival at The savoy5. damon Hill OBE, BRdC Club President6. BRdC silver star winner Jason Plato attended

with his wife, sophie7. Packed to capacity – The lancaster Ballroom8. BRdC Chairman, Robert Brooks9. Richard Phillips, Managing director of silverstone

Circuits limited presented the silverstone le Mans Challenge

10. Jocktastic! - dario Franchitti (right), pictured with his cousin dTM driver Paul di Resta (left), GT racer and brother, Marino, and AlMs champion, Allan McNish

11. BRdC Mclaren Autosport Young driver of the Year 2007, stefan Wilson – the Club’s newest and youngest Member

12. stuart Hall, a BRdC Rising star, won the ACO Award for finishing fourth at le Mans

13. sir Jackie stewart OBE presents ‘his’ trophy to Alan Jenkins

14. dario Franchitti, the Indy 500 and IndyCar champion of 2007, receives The Earl Howe Trophy from Gil de Ferran – the 2003 Indy 500 winner

15. lewis Hamilton accepts his BRdC Gold star from ten-time BRdC Gold star winner, sir stirling Moss OBE

16. Andy Priaulx was presented the BRdC Gold Medal by Club President, damon Hill

17. Table mates – Oliver Turvey and sir stirling Photographs by Jakob Ebrey

7

4

3b 83a

65

2

1


aNNual aWarDs

BRDc Historic sportscar championshipAwarded to: Graeme DoddAward sponsored by: Jelson Homes

Walter Hayes trophyAwarded to: Peter Dempsey

the spencer charrington trophyAwarded to: stephen JelleyAward sponsored by: Jelson Homes

Aco PlateAwarded to: Martin short and stuart HallAward sponsored by: Porsche Design

the Woolf Barnato trophyAwarded to: Darren turner and David BrabhamAward sponsored by: AD Aviation

the silverstone – Le Mans trophyAwarded to: emmanuel collard and Jean-christophe BouillonAward sponsored by: Group c GtP Racing

the Innes Ireland trophyAwarded to: Dario FranchittiAward sponsored by: charles Park

the Nigel Moores trophyAwarded to: Rollcentre RacingAward sponsored by: J D classics

the John cooper trophyAwarded to: Greg MansellAward sponsored by: BP Ultimate

the John cobb trophyAwarded to: Ryan sharpAward sponsored by: RAF careers

the eRA club trophyAwarded to: Lewis HamiltonAward sponsored by: RemGuard

the colin chapman trophyAwarded to: Ron DennisAward sponsored by: Lotus sport cadena

the sir Jackie stewart AwardAwarded to: Alan Jenkins

the Graham Hill trophyAwarded to: Lewis HamiltonAward sponsored by: BeRU F1 systems

the Bruce McLaren trophyAwarded to: Ryan BriscoeAward sponsored by: Deutsch Autosport

the Johnny Wakefield trophyAwarded to: Kimi RaikkonenAward sponsored by: Raikkonen Robertson Racing

the earl Howe trophyAwarded to: Dario FranchittiAward sponsored by: Arnold clark

the Fairfield trophyAwarded to: Richard WestbrookAward sponsored by: HoK

the Richard seaman trophyAwarded to: Lewis HamiltonAward sponsored by: A c Lighting

the chris Bristow trophyAwarded to: stefan WilsonAward sponsored by: BP Ultimate

BRDc silver starAwarded to: Jason PlatoAward sponsored by: Jaguar

BRDc Gold starAwarded to: Lewis Hamilton

BRDc Gold MedalAwarded to: Andy Priaulx

BRdC ANNuAl AWARds 2007HEAdlINE sPONsOR: lOcKTON aFFiNiTYrOll OF hONOur

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uNDer The sPOTlighT: sTeFaN WilsON

uNdER THE sPOTlIGHT:

sTeFaN WilsONThe hugely coveted Mclaren Autosport BRdC Young driver of the Year Award goes to a member of the Wilson family – again!

T he title of this series could scarcely be more appropriate than when applied to the winner of the McLaren Autosport

BRDC Young Driver of the Year Award. This year not only was the announcement and presentation of the much-coveted Award the climax of the Autosport Awards night at Grosvenor House in Park Lane; but also, for the first time, it was covered by ITV 1 for transmission two days later. For a young man who only turned 18 last September,

and who had not sat in a racing car 18 months ago, it has been a quite exceptional progression into the motor racing limelight.

Meeting Stefan Wilson for the first time, his features, not to mention his height, seem familiar – readily explained by the fact that he is the younger brother by some ten years of current Champ Car World Series star and former Jaguar and Minardi Formula 1 driver, Justin. There have been some very famous and successful motor

racing brothers and it looks very likely that we now have another pair on our hands.

From Sheffield, father Keith Wilson was a not unsuccessful Formula Ford racer in the 1970s before deciding to concentrate on business and family. As soon as Justin was old enough to race cars, which just happened to be the new age limit of 16 in 1994, he was into a Formula Vauxhall Junior and winning his first race. At the time he was the youngest race winner ever in the

UK. Four years later, when Stefan was nine years old, Justin became the inaurgural Formula Palmer Audi Champion which earned him the extraordinarily valuable first prize of a fully funded season in the European Formula 3000 Championship, which in due course Justin won.

So – there is Stefan’s pedigree, which he fully acknowledges whilst at the same time being keen to be recognised in his own right rather than as “Justin’s younger brother”.

Left: On-track and on his way to runners-up spot in the 2007 FPA Championship

Right: Confetti falls as Stefan Wilson is announced as the BRDC McLaren Autosport Young Driver of the Year (Photos by LAT)


uNDer The sPOTlighT: sTeFaN WilsON

Winning the Young Driver of the Year Award should go a long way to achieving that desire.

Quick progressAfter a very good – rather than exceptionally outstanding – career from the age of nine in karts, Stefan switched to cars shortly after his 17th birthday, in last year’s Formula Palmer Audi Autumn Trophy. In the series of six races which comprised that

mini-championship, Stefan scored two fifth places (one in his first ever race car) and ended as best rookie.

Continuing with FPA for the full championship in 2007, by the second race Stefan was on the second step of the podium at Silverstone and just two races later he was a winner on the Brands Hatch Grand Prix circuit under the eyes of the A1GP world. Three more wins, four other podium places and only one retirement (at Oulton Park, after winning the earlier race that day) saw Stefan become an increasingly strong threat to the much more experienced Tim Bridgman for the title.

In the end Stefan had to settle for second in the points but he had taken the fight to the last races at Croft where he set a new lap record. There can be no doubt that this year, after a few seasons when it has been the province of the older gentleman racer, FPA attracted a whole raft of quick young

drivers to be just as competitive as it was in the early days.

For 2008, Stefan is looking to Formula Renault with Formula 3 as a possibility, but he is very mindful of the fact that the Lewis Hamilton model suggests two years in lower formulae before moving into F3. Stefan has no illusions about the steepness of the learning curve which lies ahead of him, but as he has shown both in his only full season of car racing to date, and during the Young

Driver of the Year tests at Snetterton, he is a very quick learner indeed. And from now on he will be learning under the spotlight that invariable shines on the winners of the McLaren Autosport BRDC Award.

Ian Titchmarsh

There have been some very famous and successful motor racing brothers and it looks very likely that we now have another pair on our hands

Top: The winner – Stefan makes his acceptance speech alongside BRDC President, Damon

Hill, Martin Whitmarsh of McLaren and Autosport Awards host, Steve Rider

Bottom: Stefan poses with the McLaren MP4-22

and the spoils of victory


eMPire TrOPhY

rulers of the empireGary Watkins reports on a good day’s work for one half of the Peugeot team

T he result of the British Empire Trophy, the Silverstone 1000km, was never in doubt. Not once it became

clear that Stephane Sarrazin and Pedro Lamy were in cruise-and-collect mode as they sought to wrap up the Le Mans Series championship. That left Peugeot team-mates Marc Gene and Nicolas Minassian to win as they pleased.

Peugeot Sport’s management decreed that securing the title was more important than putting on a show for the few thousand sportscar fans who turned up for the penultimate round of the LMS. So, with the performance advantage of the Peugeot 908 turbodiesels over their petrol rivals, there was only ever going to be one winner.

“We told them to take no risks, to think of the championship,” said Serge Saulnier, Peugeot Sport’s team manager. He wanted no repeat of the wheel-bearing problems that had done for Gene and Minassian at Spa in August and the points-leading car was not running the new components being tested on the winning 908 HDi.

Peugeot’s tactics were a shame for Gene and Minassian. The Frenchman drove well at his favourite track and claimed his third LMS pole of the year by half a second. A betting man would have placed money on the Franco-Spanish duo getting one over on

their team-mates, all things being equal.As it was, Gene raced away from Sarrazin

at a couple of seconds a lap. The gap was 9.3 seconds after five laps and stood at 16.2 seconds when the Safety Car was deployed after 12 laps. So slow was Sarrazin’s pace that the best of the petrol cars were keeping the Peugeot in sight, a rare occurrence in the LMS this season.

Minassian put a lap up between himself and Lamy just before the three-hour mark and went two laps clear when the Portuguese suffered a rear-left puncture shortly afterwards. There may have been no opposition, but Minassian and Gene kept the hammer down for nearly the whole five-hour-and-40 minute duration.

“We pushed very hard,” Gene confirmed. “Only at the end did we slow down the pace. The weekend went very well for the number seven car, and it was a great result for us to win the Empire Trophy at a track that means so much to both Nicolas and myself.”

The puncture dropped the sister car to fifth and crucially damaged the rear bodywork. The damage didn’t slow Lamy’s pace, but it did damage the left-rear legality box, a wedge of bodywork adjacent to the diffuser, which fell off. This was pointed out to the LMS officials by more than one of

Peugeot’s rivals and resulted in a black flag for Lamy.

A hasty repair was rejected by the officials and, with a proper fix – requiring the replacement of part of the underfloor – likely to take 20 minutes, the car was pushed away.

Back to second went the Pescarolo-Judd of Emmanuel Collard and Jean-Christophe Boullion, who had overcome Stephane Mucke’s Charouz-Lola in a dramatic battle that raged for almost an hour.

Mucke eventually pulled out, with broken steering, promoting the Rollcentre Racing Pescarolo-Judd of Joao Barbosa and Stuart Hall to third position. Off the pace in qualifying, the Rollcentre team found their feet once racing started, and Hall was impressive during his first LMS outing on home soil.

The Bicester-based Creation Autosportif squad also claimed its best result of the season in fourth, with a strong performance by Jamie Campbell-Walter. The Barazi-Epsilon Zytek 07S of Michael Vergers, Juan Barazi and Karim Ojjeh finished fifth (first in LMP2), with Tom and Max Chilton reaching the finish line sixth in their LMP1 Zytek 07S.

Photographs by: James Beckett, CJB Media and Peugeot Sport.


eMPire TrOPhY

Clockwise from rightMan on a missionDanny Watts made his LMP debut at Silverstone in the Team LNT-Zytek, and save for a faulty alternator, could have stood on the overall podium

Trophy winnersEmmanuel Collard (pictured) and Jean-Christophe Boullion finished second in their Pescarolo-Judd, and claimed the Silverstone-Le Mans Challenge Trophy as a result

Leading lightThe number 7 Peugeot HDi FAP proved too strong for all. Marc Gene is pictured here leading the race

CelebrationNicolas Minassian (left) and Marc Gene celebrate victory with their Peugeot crew chief, and The Empire Trophy

17Number 17 marks the spot

Mascot“Mr Bibendum” waves to the crowd from the starting grid

Hello KittyNatasha Hamilton from ‘Atomic Kitten’ added glamour to the grid as guest of Embassy Racing

They’re off! (above)The start of the British Empire Trophy – the Silverstone 1000km, and Peugeot number 7, with Marc Gene at the wheel, takes an early lead.

LeftRob Barff was a late addition to the entry in the Gilbran-backed Porsche, and was instantly quick.


Macau

Matt James reports from a successful meeting in Macau

all’s well that ends wellB RDC members Andy Priaulx and

Oliver Jarvis proudly held the union flag aloft in Macau, completing a

British cleanup of the major spoils at the end-of-season blue riband events.

Andy had to rely on a slice of good fortune to claim his third World Touring Car Championship, but the Guernseyman grabbed it with both hands. When title rival Yvan Muller struck fuel pump problems, Priaulx sealed eighth place in the opening race and started from pole position in the finale, which he duly won.

“I have had my share of bad luck in motor racing, so I will take the good luck when it comes,” said the 33-year-old. ”It was a shame Yvan didn’t have the chance to fight on the track, but we have had to work so hard this season that the reward tastes so much sweeter.”

Alfa Romeo driver and BRDC member James Thompson was the only person who could realistically take the title from Andy in the final showdown. Although he finished on the podium in the second race

of the weekend, it was not enough to deny Andy a fourth straight championship title – although Thommo nevertheless secured third in the points standings.

Club Member Rob Huff also visited the podium for Chevrolet in the opening race at Macau, surviving the incidents ahead of him to chase Gabriele Tarquini to the flag in third place. Although he was ruled out of race two, it was still enough for the Cambridgeshire driver to secure a top ten finish in the final points table. Dick Bennets’ WSR BMW team entered the WTCC for the second time this season, and Member Colin Turkington finished in the points during the second race – quite an achievement on his first outing on the streets of the former Portuguese colony.

Formula Three GPNobody could live with the pace of Oliver Jarvis in the Formula Three Grand Prix. The 23-year-old BRDC Member was supreme throughout the weekend, barely making a mistake on the way to a qualification and main race double.


Macau

He took his Team Reckless Tom’s Dallara to a 1.7 second win, but was in control throughout the 15-lap headline event. “I figured there wasn’t a great deal of point in risking everything to build a massive lead,” he explained afterwards. “I knew there would probably be a safety car interruption, and I was right. I just kept to my pace and did enough.”

One of the most impressive turnarounds in Macau came from Sam Bird. The BRDC Rising Star hit the barriers twice during the build-up in his Carlin Motorsport Dallara but seared through the qualifying race to fifth and placed sixth in the final. “I am thrilled,” he bubbled afterwards. “Next year, I want to come back and do what Oliver’s just done…”

He finished just in front of Rising Star James Jakes. The Yorkshireman had been on the pace throughout the event, and was in touch with the leaders throughout, as was ninth-place finisher Stephen Jelley, one of the last group of new Members to the Club.

Rising Star Jonathan Kennard had been just behind Stephen until he clipped the barriers at Lisboa in the main event. Another event rookie, Rising Star Brendan Hartley, was equally impressive. He was running in the top ten before the mid-race start only to slip outside the major placings as the race wore on.

Porsche Carrera Cup AsiaDanny Watts was robbed of a second Porsche Carrera Cup Asia win at Macau when the wildcard entry was adjudged to have overtaken Darryl O’Young under yellow flags. Officials docked him three seconds, which dropped him to runner’s up position in the final classification.

Far leftOliver Jarvis delivered back-to-back victories for Britain in the Macau F3 Grand Prix, following in Mike Conway’s 2006 footsteps

Bottom leftRob Huff visited the podium for the RML-Chevrolet team

Middle bottomIt’s a family affair. Andy Priaulx is congratulated by his wife Jo, and father, Graham

Bottom rightAndy Priaulx leads away at the start of race two and sets off towards FIA WTCC title number three

LeftOliver Jarvis and British F3 International Series champion, Marko Asmer, head towards the first corner (Photos by LAT)

Above“I am number one” –Oliver Jarvis makes his point after winning around the streets of Macau

LeftThommo finished on the podium in race two for Alfa Romeo, but was unable to stop Andy claiming the WTCC crown (Photos by LAT)


BlasT FrOM The PasT

robertson crusoeGreg Mills remembers Tony Maggs, south Africa’s forgotten GP ace

V ery few living in the remote Hemel-en-Aarde (Heaven and Earth) valley, not far from the Robertson wine

district on South Africa’s south-western coast, will realise that the man behind the wheel of the silver Toyota bakkie (pick-up) was once his country’s top Formula One driver. More than that, his career quickly scaled great heights, then Maggs disappeared as suddenly as he had arrived on the international scene, preferring life as a farmer and conservationist to the limelight of an F1 star.

Anthony Francis O’Connell Maggs had been born in Pretoria into a military family. His father, Colonel Eugene Maggs, who had had a distinguished war record notably in the Italian campaign, had expected his son to follow family tradition. However, the racing bug bit after he bought a ‘Riley 9’ for £60, at a time when he was working as a ‘learner-farmer’ for £10 per month. His grandmother later helped him purchase the aforementioned Austin-Healey 100/6. But he realised that given the South African racing handicap system, “the better you went, the more you got handicapped” and he decided, much against his father’s wishes, to go overseas.

In 1960, he moved to the UK to drive a Gemini Formula Junior and a F2 Cooper

in which he drove to a second, third, fourth and the lap record at Snetterton in just five outings. On the strength of these performances he was invited by Ken Tyrrell to join his Formula Junior team with Rhodesian John Love as his team-mate.

Back to basicsDuring 1961 there were plenty of one-two finishes for the ‘Tyrrell Twins’ in a racing season that took them all over Europe. As Maggs recalls, “From the team’s headquarters to the cars themselves, they were straightforward compared to the highfalutin’ stuff you see today. The hotels were probably the cheapest, but that seemed to be an acceptable part of racing then. We had no fancy illusions of our own importance.” With wins in eight races at Goodwood, Magny-Cours, Monza, Karlskoga, Zandvoort, Oulton Park and Montlhéry, the 24-year old Maggs would share the European Formula Junior Championship with the Lotus of a Swiss ex-motorcyclist by the name of Jo Siffert.

Maggs said of the cars of the time that they “were very controllable. They would slide easily, and the Coopers were always very reliable. Some circuits were more demanding to drive than others. At Monaco, for example, I calculated that I

made a gear-change every one-and-a-half seconds for two-and-a-quarter hours of racing. No-one ever spoke about safety, as it was the same for all of us. I don’t want to appear hairy-chested about it, but danger was part of the challenge. The only circuit that tested my confidence was the old Spa. There were big drops on both sides, fast corners with the car skittering on the edge of traction, and in places houses right next to the track.”

Maggs’ GP debut was in a privateer Lotus 18 owned by a wealthy American Louise Bryden-Brown in the 1961 British GP when he finished 13th. He also finished 11th in the German GP. He moved on to the Cooper F1 team for 1962, though continued to drive for Tyrrell in the Formula Juniors when his F1 commitments allowed, and also for the Midland Racing Partnership in their Lola Formula Two alongside Dickie Attwood.

He finished seventh overall in the World Championship in 1962 when racing for the factory Cooper team with 13 points (a year won by Graham Hill with 42 with Jimmy Clark second with 30), with the highlight being second at Rouen behind Dan Gurney’s eight-cylinder Porsche. He raced again for Cooper in 1963, finishing eighth in the overall standings with nine points,


BlasT FrOM The PasT

LeftTony shared an Aston Martin DBR1/4 with Roy Salvadori at Le Mans in 1961. The Aston is one of the first cars to pull away. The number 10 Ferrari 250 TR Testa Rossa, the eventual race winner, of Olivier Gendebien and Phil Hill can be seen in the background

AboveTony, at the wheel of a Cooper T60-Climax, on his way to second position in the French Grand Prix of 1962 at Rouen-les-Essarts leads Maurice Trintignant’s Lotus 24-Climax

the year the title race was dominated by Jimmy Clark. Replaced at Cooper by Phil Hill for 1964, he joined the privateer Scuderia Centro Sud BRM team, scoring just four points. “The team management was shambolic, the car poorly prepared and I think they still owe me money today. That car left me upside down in the sand at Zandvoort,” Tony recalls in his characteristically humorous manner, a dry quip never far from his lips. Thereafter he returned to South Africa permanently, taking in one final GP race with Reg Parnell in a Lotus 25 in his home GP in 1965. He gave up the sport after a bad accident when a steering knuckle broke in the Willment Brabham BT10-Lotus at the Natal Winter Trophy held at Roy Hesketh in June 1965 in which a young spectator standing in a prohibited area lost his life.

long road to ruin Maggs’ career also took in three Le Mans appearances, in an Aston-Martin DBR 1-300 with Roy Salvadori in 1961 (they dropped out in the 19th hour “after I managed to spin it through the Esses in practice without touching the sides”); finishing sixth overall (and second in the 1500-3000cc GT class) in 1964 in a Ferrari GTO with Innes Ireland; and in a flat-8 Porsche prototype with Swede Jo Bonnier in 1963 (they crashed out in the ninth hour when a Ferrari blew-up in front of Jo on the Mulsanne, coating the windscreen with oil). Of the Astons, he says while ‘they were quick in a straight line, their handling left a lot to be desired. They understeered like hell. You had to go into a corner and brake hard to get it sideways, and then give it a great boot full of throttle. If you couldn’t get the back to break away,


BlasT FrOM The PasT

you just went straight on. There was not,” he says, “much finesse involved.”

Despite his success in sportscars, Maggs preferred single-seaters in which he achieved a great deal of success in just three short seasons, finishing second twice in the French GPs at the real driver’s circuits of Rouen and Reims in 1962 and 1963. He also “hated Le Mans – almost all F1 drivers did.” This was because “you could not drive the car flat out, and you were always running at 75% of your car and your capability. Like that it just gets bloody boring. I did it in the Aston, which was hopeless and the fuel tank split. It was quite an adventure with Innes Ireland in the Ferrari. The clutch was slipping like crazy – we could hardly get the thing out of the pits. Innes would drive

it like hell. I would then spend my session trying to get it working again, only for Innes to thrash it again!

“Although you were not allowed to change any major components, there were plenty of tricks to getting cars to the finish at Le Mans, which the organisers kept a close eye on: the mechanics would drop old parts into a bucket full of dirty water to cool it down, and would feel around in the bottom and pick up a new part which had earlier been put there.”

Maggs says the old Kyalami “was much more fun than Le Mans with its miles of straight.” And, he adds, “nine hours against 24 makes a big difference.” There were other antics in Southern Africa: “We did one race in Angola [in 1964] with David

[Piper] in the GTO and LM. He asked me to drive the GTO but we only had long-distance, hard compound tyres. The track ran right through the middle of the town. When it started to rain the car became a real handful – so much so that I missed my braking and turned a whole block to late.”

He also raced the Lola GT prototype, including with South African friend Bob Olthoff at the Nurburgring 1,000kms in

May 1963, a circuit Maggs regards as his favourite and most challenging “by miles”: “No circuit could hold a candle to it. A lot of the time, the car was airborne. There were trees, hedges, forests – and it could be raining in one part and dry in another, literally from corner to corner. You would ‘drive’ the circuit beforehand in a hire-car, probably a VW Beetle. At racing speeds, however, many more corners appeared.”

different eraMaggs eventually came back to South Africa as he had “enough of racing in Europe, and I wanted to pursue my great love in nature.” Nonetheless, it was a special time. “There was tremendous coseness between the drivers. Jimmy Clark and Trevor Taylor might have been enemies on the track, but off the track we held fantastic parties and did other things like going water-skiing together. There was a tremendous bond, not unlike the bond, I suppose, between World War Two fighter pilots.

“There was the time at Brands Hatch when [Lotus driver] Alan Stacey [killed at Spa in 1960 after being hit in the face by a bird] was chatting up a girl in the pit-lane, resting his artificial leg on the wheel of his car. Innes walked up and thrust a screwdriver into Alan’s leg, which the girl did not know was false. She simply passed out!” Or there was the time at Reims “when we retreated to our usual bar where a few drinks developed into a food fight with pot-

innes walked up and thrust a screwdriver into alan’s leg, which the girl did not know was false. she simply passed out!

LeftTony finished sixth at Aintree in 1962 in the Cooper T60-Climax

RightTony Maggs – or as Greg Mills describes him – South Africa’s Forgotten Grand Prix Ace


BlasT FrOM The PasT

plants being tossed about. The police were called, but in the meantime the mechanics responsible for much of the carnage had left. We pleaded ignorance, and the police departed. But they did not get too far. The mechanics had unscrewed their wheel nuts, and they only made it a few metres when their wheels fell off!”

Such ‘highjinks’ were perhaps unsurprising since motorsport then was a very dangerous activity, in which drivers were being killed virtually every race. “I remember racing with David Piper at Montlhéry in France, an old banked circuit. The problem,” says Maggs, “was the banking had been designed for much slower speeds. We were coming though the banking so fast that we were sideways up there on the rough corrugations and then had to somehow get the car straightened out as we came off the banking at more than 140mph.” Some were not so fortunate – or perhaps as skilled. During the same race at Montlhéry, “a lightweight E-type crashed in front of us killing the driver.” He also relates racing in a rainstorm in the Sebring 12-hour with Piper in a Ferrari 250LM. Although they finally managed to finish third overall in a race won by Jim Hall’s Chaparral, Maggs recalls having to open the door of the car round bends to allow the water out of the cockpit, otherwise “it flowed under your seat and over your head under acceleration and under your feet and into the dashboard

under braking causing all manner of problems.”

After his crash in the Brabham at Hesketh in which he injured his shoulder and suffered severe concussion, Maggs ran the family beef farm in the then Northern Transvaal before establishing a nature reserve on 5,000 hectares in the Soutpansberg where he stayed until a little over a decade ago.

Now widowed, Tony Maggs, in his seventieth year, is ever the gentleman, but as this author can confirm, retains a keen motorsport eye in his infrequent trips to the local Killarney circuit outside Cape Town. In the company of multiple SA champion Bill Jennings and Zimbabwean GP driver Sam Tingle, both sprightly octogenarians, Tony offered some useful advice on the set-up to my historic Dulon Formula Ford at the Piper Series historic revival. He complained that most of the cars were not being driven to the limit: a place he knows only too well.

Dr Mills heads the Brenthurst Foundation in South Africa, dedicated to strengthening African economic performance. In his spare time he has authored three critically-acclaimed books on Southern African motorsport (all published by Ecurie Zoo in Johannesburg – [email protected] – for the benefit of the Motor Racing Legends Fund): For the Love of It: John Love and an Era of Southern African Motorsport (2005); Springbok Series: An Era of Sports and Saloon Car Racing in Southern Africa (2006); ‘Love First, Tingle Second!’: Sam Tingle’s Motorsport Scrapbook (2006); and ‘PIPES!’ David Piper and the Springbok Series (2007). He is currently working on a book on Paddy Driver.

The mechanics had unscrewed their wheel nuts and they only made it a few metres when their wheels fell off!


MeeTiNg MeMBers

stuart Pringle meets Charles Morgan – Member number 1062

aerodynamic

W hen I meet Charles Morgan, he apologises for looking tired and explains that he was up late last

night receiving an award on behalf of the company. He is clearly extremely proud of this achievement and The Lord Stafford Award, given annually in recognition of outstanding collaboration between industry and universities in the West Midlands, seems to accurately sum up his feelings for his eponymous car company and reflect the team spirit that is so clearly evident at the tiny Malvern works.

Charles Morgan is the third generation of Morgans at the helm of the Morgan Motor Company, founded in 1909 by his grandfather. I am keen to understand why Morgan has survived when nearly every other small British independent has failed. Indeed, there were 65 other similar manufacturers pre war; so what has been the secret of Morgan’s survival?

“I think that Morgan has successfully

managed to reinvent itself every 30 years,” explains Charles. “If you think that from 1909 to the mid-30s my Grandfather was obsessed with lightweight, affordable cars and the V twin Morgan was produced in some of the highest volumes of any car at that time. In 1936, the Four Four came out and is essentially still in production today – albeit in much improved form! It typified the ‘race on Sundays’ approach to sportscar ownership and the Sports Car Club of America encouraged and underpinned a huge market for us during that period. The end of the 1960s saw the arrival of the Plus 8 which was the fastest accelerating car of the time, outperforming the E Type, and in 2000 we announced the arrival of the Aero 8, the latest forward-looking and contemporary offering from the company.”

Charles joined the family firm in 1985 having enjoyed a successful career as an ITN cameraman (“the switch over to the new age of electronics in cameras was remarkably helpful when it came to the huge increase of electronics in cars”), and admits to becoming a bit embarrassed about the Plus 8 shortly after taking the helm. While it was undoubtedly an exciting car in its day, the handling was dated compared to the modern opposition and he could see that the

time was right for the next chapter of the Morgan story.

The Aero 8 was the most striking model to come out of Malvern and while visibly descended from the same family, it also enjoyed striking contemporary styling and very modern materials and construction techniques. The use of bonded aluminium in chassis construction owed more to the futuristic Jaguar XJ220, and the use of a 4.4 litre BMW V8 was another purposeful departure from the trusty Rover V8 – traditionally the backbone of the Plus 8. This modern German unit came from a chance meeting between Charles and some senior BMW executives at the Nurburgring who had been impressed with the result achieved by the racing version of the car. “It would be quicker if we had a BMW engine in it,” was his comment, and they obviously

agreed: the Aero 8 went into production in 2002 not only with BMW engine and gearbox, but with bespoke engine mapping system and two BMW engineers permanently seconded to Malvern.

I wonder about the influence of racing upon the psyche of Morgan today. What role has competition – amateur in particular – played in the history and development of the marque?

“We used racing to accelerate the development of the Aero 8,” Charles explains. “Long distance racing is helpful in providing situations that test the car far beyond those that road miles can; for example we were pulling 3G in corners in the race car with sticky rubber, where a road car won’t achieve more than 1G.”

So was the return of Morgan to Le Mans in 2002 and 2004 part of some wider plan

Club secretary stuart Pringle continues his quest to find out more about the Members who make up the British Racing drivers’ Club. In this edition he meets the man behind the Aero 8…


MeeTiNg MeMBers

to see the marque back in GT racing? “No, it was predominantly a development exercise on both occasions – but it was hugely important as a confidence building exercise for the small team of guys that we had working on the project from the factory. The fact that we won the Team Prize at Le Mans in 2004 was a huge testament to the spirit and commitment of everyone involved in the exercise.”

One thing that I am particularly struck by during my meeting with Charles is the fantastic vision that he has for the company. They have tackled a lot of the key questions that dogged them for many years – waiting lists have been slashed (10% of production heads for showrooms nowadays), the production is heading towards double that of when he joined the company, exports now account for 70% of the cars built – and all eyes are on the future and the development of new models, including the ever-increasing importance of environmental issues. Indeed, for some time Morgan have been developing a highly sophisticated, lightweight, affordable alternative fuel car and it is now starting to look like a project with a definite end goal. There is a way to

go yet, but expect to see Morgan as one of the very first manufacturers in the world to offer a ‘green’ sports car with genuine sports performance and looks to match.

Charles sums up the current company situation as being “halfway through a journey”. However, the path ahead is clear and the company, although clearly quirky in certain respects, is deeply professional and modern in many aspects of its business. It is also famed as a ‘family’ business, and with five children himself and several other nieces and nephews at various ages of their schooling, there looks to be every likelihood that it will remain the case. When I ask what he is most proud of, his answer is perhaps a clue to the soul and real staying power of the company: “my children; my family.”

Far left: Back to the future. Morgan’s ‘Life Car’ is simply stunning

Left: Unmistakably Morgan. The ‘Life Car’ will run on alternative fuel

Above: Behind the wheel. Charles Morgan is a racer, pictured here at Goodwood

Right: The Morgan Aero 8. Racing accelerated the model’s development

We used racing to accelerate the development of the aero 8... We were pulling 3g in the race car with sticky rubber


OBiTuaries

ObituariescOliN Mcrae MBeFormer World Rally champion Colin McRae, 39, died in a helicopter crash in the grounds of his home in Lanark, Scotland on 15 September. McRae became Britain’s best-known exponent of rallying: he rapidly carved out a reputation for spectacular, on-the-limit driving of rally cars, and the Colin McRae Rally video games for PlayStation, which have sold over 8m copies, made him a household name.

Colin’s debut in the sport came in 1985, at the wheel of a Talbot Horizon. He finished first in class on the Kames Stages, in East Ayshire, despite an accident en route. In 1987 he made his first appearance in the World Rally Championship, competing on the snowy Swedish Rally in a Vauxhall Nova, where he finished third in class and 36th overall.

Colin continued to compete in the British Rally Championship, often forming part of a two-car team with his father. His big break came in 1991, when he was drafted into the fledgling Subaru team run by British motor sport firm Prodrive.

Victory in the British Rally Championship came to Colin in 1991 and 1992, before graduating to the World Rally Championship full-time with Subaru in 1993. On the Rally New Zealand that year he gained his (and Subaru’s) first World Championship Rally win. 1994

saw Colin adding to his winning total, before he became the youngest driver and the first Briton to win the World Rally Championship in 1995. His title-winning Subaru Impreza formed the pride of Colin’s car collection, housed in a garage at his home, Jerviswood House.

At the end of 1998 Colin left Subaru, after finishing runner-up in the World Rally Championship in 1996 and 1997, to join Ford on an unprecedented multi-million dollar deal. The association with the Cumbria-based team lasted until the end of 2002, during which time Colin racked up another nine World Championship Rally victories. His last win, on the Safari Rally in 2002, made him the most successful driver in the sport at the time, with a career total of 25 victories.

He enjoyed spending time with his family, riding bikes and flying helicopters – but exhibited none of his usual daredevil traits, maintaining that the only way to fly a helicopter was with respect. His son Johnny also died in the crash, along with two family friends. Colin is survived by Alison and his daughter Hollie.

Courtesy of The Guardian

On the edge Colin McRae and Derek Ringer at speed

on the 1993 Network Q Rally (Photo LAT)

Championship celebrations

Colin McRae spins victory do-nuts for the crowds jammed into Chester’s Roodee after claiming

the 1995 World Rally Championship (Photo LAT)

Above:After retirement from the WRC, Colin regularly thrilled faithful fans with performances at the wheel of an Escort Mk2.


OBiTuaries

Geoffrey Nigel Richardson was born in Hartlebury Worcestershire on the 28th of August 1924. He was educated at Rugby and had intended to complete an engineering apprenticeship, but as with so many young men, the war intervened. He was posted to the Tank Depot at Bovington and it was there during training that he received a serious injury to his ankle, through no fault of his own, which brought to an end his military career.

Geoffrey’s interest in motor cars and Motor Sport came as a result of his mother rather than his father, as she had driven an ambulance in the First World War and also rode motorcycles. Perhaps, therefore, it is not so surprising that he started a motor business after the war which originally specialised in converting Bentley saloons into sports cars!

As a member of a group of Frazer Nash owners Geoffrey featured strongly when local resident Maurice Geoghegan inspired the ‘Mutton’ Grand Prix at the disused bomber training airfield called Silverstone.

The race, [which was red flagged following an accident to a sheep after some laps] is said to have been won by a Bugatti Type 51 driven by G. N. Richardson, who made good use of this experience by starting from the third row of the very first British Grand Prix race there in 1948.

By now Geoff had moved from Bugatti, to, amongst other cars, Peter Vaughan’s Frazer Nash, which he drove on the famous hill and also at Oulton Park in 1957, and the ex Hector Dobbs, Sheila Derbyshire I.F.S. Riley which he drove at that first R.A.C. British

Grand Prix at Silverstone.It was this car that became the first R.R.A.

(Richardson Racing Automobile), and it was raced extensively wherever and whenever possible until 1955. It was whilst driving this car in practice for the Ulster Trophy at Dundrod that a serious accident put him in hospital for three months and caused further damage to his leg.

I first met Geoff Richardson in the late forties, when as a small boy my father paid a visit to the garage at Waresley, Hartlebury near my home in Worcestershire. I was fascinated by the racing car, the tail of which was sticking out of the central door to the workshop and Geoff allowed me to walk round it, to look –yes and even touch it. In the fifties I would often call in when on the road to the Motor Vehicle Licence Office in Worcester, where the sheer variety of cars could be mind blowing. Geoff was not the tidiest of people and I recall locating some brake fluid for the late Jimmy Stuart one day just prior to a Crystal Palace Meeting and watching with fascination as Geoffrey sniffed at a number of unlabelled tins before declaring “tell Jim, there should be enough in there!” and handing it to me. I don’t know if he ever charged him!

As his motor racing career came to a close Geoff became involved with flying, gaining his P.P.L. in 1968, winning the King’s Cup Air Race in 1983 and finishing in the top six on at least two other occasions. The leg injuries saw a decision made to amputate in the seventies and suitably modified on the bench by Geoffrey, two replacement legs allowed for country sports and driving!

He was proud to become a member of the BRDC in 1948 and was a regular visitor to Silverstone, particularly the historic events. Until the end of his life, Geoff could be found in his machine shop at the rear of the Garage –he had bought a three litre Bentley Chassis and prior to his last illness was busy preparing a 4.5 litre engine to create the Bentley of Bentleys.

It was at Silverstone’s historic meeting this year that I heard that Geoffrey was unwell. Marooned at Stowe for two days, my friend

Joe Churchill and I resolved to go and see Geoff when I next visited the UK. Geoff would have said I wasn’t quick enough!

My grateful thanks to Mark Joseland of the M.A.C. for sight of his Obituary to Geoffrey Richardson shortly to be published in the M.A.C. Magazine.Neville Hay

geOFFreY richarDsON

Geoff Richardson was one of Silverstone’s first 25 Grand Prix drivers. At the wheel of his Riley he blasted into the history

books on 2 October 1948 (Photo BRDC Archives)


OBiTuaries

ceDric BrierleYIt was during the Sports Car race at the Daily Express International Trophy meeting in May 1960 that Cedric Brierley was caught up in an accident involving two other competitors and his Elva-Climax Mk V crashed heavily, resulting in such serious injuries that he was never able to race again. He spent many months recovering in Stoke Mandeville hospital but by 1962 he had acquired a Lotus Elite fitted with a 1.5 litre Climax engine and a Hobbs Mechamatic gearbox with which he was able to compete in some sprints and other speed events – so successfully that the front cover of the April 1963 issue of Motor Sport carries a splendid picture of Cedric in the Elite passing the Southport funfair during the Southport Speed Trials, on his way to winning his class.

Cedric was a Lancastrian born and bred. His home town was Littleborough where he and his brother were in business as wallpaper and paint merchants from premises known as the Victoria Works in Victoria Street. And it was from a small garage near there that the car perhaps most closely associated with Cedric, the Victoria, emerged in late 1956. Fitted with an FWA Coventry-Climax engine, Victoria was clad in the original Type F glassfibre body produced by the then well known firm of Rochdale Motor Panels and was distinctive for her shapely nose but rather stubby rear end.

Cedric enjoyed two successful seasons with the Victoria-Climax in 1957 and 1958 at national level, gaining some 20 wins and another 30 or so ‘places’ (as they used to be called!). By the end of 1958 Victoria was

beginning to show her age and was sold to a man from Surbiton (not John Cooper!) to be replaced by the first of two Elvas, a Mk IV which gave way to a Mk V, the latter the car in which Cedric suffered the Silverstone accident.

In his racing days Cedric never competed in a single seater although, during the gestation of the Victoria-Climax, he had acquired a JAP 500cc Formula 3 car which yielded its elektron wheels to the sports car. He had also seriously considered turning to the 1500cc Formula Two for 1960 and even before his accident was regretting not having done so.

In later years Cedric was able to indulge himself in some notable single seaters including ERA R6B, originally owned by the BRDC’s founding father, Dr Dudley Benjafield, and raced in the 1950s and 1960s with considerable success by Sid Day. The C-type Connaught was another of his acquisitions and was seen regularly entered in historic racing car events.

Ian Titchmarsh

Right:Cedric Brierley made it to the cover of Motor Sport

in April 1963, after he contested the Southport Speed Trials in his 1.5-litre Lotus Elite (Cover

reproduced by kind permission of Motor Sport)


BecKeTT's cOrNer

rising stars shine in the secretary’s challengecOrNerBe

cKeT

T’s

R ollcentre Racing arrived at Silverstone for the 2007 running of the Secretary’s Challenge aiming for

win number three – but the Le Mans team were out of luck this time…

Oliver Bryant wrote his name into the history books at Silverstone during early November when he became the first BRDC Rising Star to win the end-of-season race known as the Secretary’s Challenge.

The fourth running of this annual race for BRDC Members and BRDC Rising Stars took place at the Walter Hayes Trophy event, and attracted a diverse mix of both man and machine!

Allcomers scratch races always offer an interesting entry, and the Secretary’s Challenge was no different. Sixteen entries met the eligibility criteria and lined-up for qualification. The eligibility criteria – it all sounds rather formal – is actually

quite simple: all types of closed-wheel cars (sports/saloons) are eligible, the driver must hold a current competition licence and, oh yes, must be either a BRDC Member or a BRDC Rising Star.

With a large crowd viewing from the roof of the BRDC Clubhouse, the 2007 grid of cars, minus the Brode (sadly his ‘Back in Black’ Ford Sierra Cosworth RS500 suffered a turbo failure in practice), set off on their Pace Lap.

Oliver Bryant, at the wheel of a V6-powered Jade 2, led the way, but he was soon in second position as the Rollcentre Racing LMP1 Pescarolo-Judd of Martin Short swept past to take the lead on the approach to Copse Corner.

A two-time winner of the Secretary’s Challenge, Shortie was looking for win number three, and was taking things seriously.

Shortie was planning to make a break for it at the wheel of the car that finished fourth at Le Mans in June and visit the pits, change over to BRDC Rising Star Stuart Hall, with the youngster returning to the track to sniff out victory.

However, Rollcentre’s plans went somewhat pear-shaped with the pace of Bryant in the Jade and the fact that he did not intend to visit the pits for a ‘drive thru’ of his own.

Despite Shortie driving into the lead, and a strong advantage, the subsequent time lost in the pits allowed the Jade to take the lead.

The race was on.Hall, the undoubted rising star of Le Mans

prototype racing, calmly set about clocking fastest lap after fastest lap, bringing Bryant’s leading advantage down lap after lap.

Sadly for Hall, and the packed BRDC Clubhouse and Grandstand, the race was over all too soon, and the Jade crossed the finish line to win. Hall took second, with Club Director Ross Hyett taking third in a March 717 – in a race he claims to be his very last. In his own words, “What finer way to end a career than driving an un-silenced March CanAm car at Silverstone?”

Bryant was the race winner, but I feel the Club was the real winner. The BRDC is all about motor racing and the BRDC is all about its Members. Add those two precious ingredients together and the Secretary’s Challenge hits the spot every time. A unique race for a unique club.

shortie was looking for win number three, and was taking things seriously

Far right topOliver Bryant on his way

to winning The Secretary’s Challenge

Far right bottomShortie leads on the first lap

CentreStuart Pringle chats with

Lawrence Tomlinson before the race

RightStuart Hall at speed in the

Rollcentre Pescarolo (All photos by Jakob Ebrey)


BOOK reVieWs

The Bulletin team recommend some worthy additions to your library

canam challengerPeter Bryant(David Bull Publishing Group)

For those who enjoy stories of people who battle against the odds to achieve success in their chosen field, often without the benefit of advanced education, or family money, then Can-Am Challenger, the autobiography of Peter Bryant – ‘The Cockney F1 Mechanic’ – is a must.

Peter takes the reader through his life in motor racing, from the time he was taken to Goodwood in 1953 and ‘caught the racing bug’ watching the V16 BRMs driven by Fangio and Wharton, all the way through to his years designing and building the very successful CanAm cars, firstly the T122 and then the Shadow.

Bryant worked his way up the ladder with various racing teams in England including a long spell with Reg Parnell, Yeoman Credit, and Bowmaker where John Surtees and Roy Salvadori were the drivers. BRDC Vice-President Tim Parnell features in the story at that point.

Peter then went to Ferrari, a job arranged by John Surtees, and from there he moved on to Indianapolis, then to the Shelby team, and to CanAm. Peter then goes on to tell the story of his big chance, a dream come

true, to design and build his own CanAm car. The enormous number of hours the little team worked, the hurdles they had to overcome, and then at last the success (with Jackie Oliver as the driver) where they were able to challenge the mighty McLaren steamroller.

Then came the heartbreak when Peter was removed from his own team, and had to start all over again with Shadow, competing against his own creation, the T122 with which he no longer had any connection. It is an amazing tale of one man’s perseverance and determination to succeed.

At 375 pages, with a foreword from Jackie Oliver and many previously unseen photographs, ‘Can-Am Challenger’ gives the reader a unique view of the life of a racing mechanic in the 50s and 60s, and the opportunities that opened up for him in the 1970’s. A case of ‘Go West, young man’.

Ferrari grand Prix MomentsJesse Alexander(Haynes Publishing Group)

A completely different type of book is that by the famous American motor racing photographer Jesse Alexander. ‘Ferrari Grand Prix Moments’ is a collection of photographs which Alexander took between 1954 and 1966 while following the Scuderia around Europe. Beautifully presented, it is broken down into six main chapters, each one representing a different circuit. Every photograph is fully captioned and features the technicalities and the personalities as much as the racing including pictures from inside the factory, and at the test circuit at Modena.

Some of the great names who drove for Ferrari are featured: Fangio, Musso, Castellotti, Ginther, Von Trips, Brooks, Rodriguez, Bandini, Hawthorn, Collins, Hill, Gendebien, Surtees, the list seems endless.

As well as the captions there is an introduction by Alexander which gives the background to the nature of Grand prix racing at that time. There is an excellent Foreword by Phil Hill, which is very appropriate as he featured so prominently in the Ferrari team for several of those years.

spyders and silhouettesJanos Wimpffen(David Bull Publishing Group)

One of the great works of motor racing history in recent years has been the two volume ‘ Time and Two Seats ‘ by Janos Wimpffen, which covers five decades of long distance racing.

Now Janos has compiled a record of the World Manufacturers and Sports Car Championships from 1972 to 1981. The story is largely told in photographs,

the majority in colour, but very comprehensively captioned and divided into a separate chapter for each year.

Unlike the rather postage-stamp like offerings in some books, in this the photographs are large enough to see all the details of each car, and do not just concentrate on the leaders, or race winners, but present a more balanced view of each race. If there is a very minor criticism it is that there is no index listing all of the race and championship results. Nevertheless, a very good record of a significant time in sportscar racing.

Book reviews


BOOK reVieWs

Memories of the Bear: The David hulme storyEoin Young(Harpercollins New Zealand)

One of the successful Eagle drivers at Indianapolis was Denny Hulme, originally in a private entry and then in one of the AAR entries for 1968 and 1969.

Denny previously had his story told in “Trio at the Top” and “Champions of Speed”, two similar books published many years ago which covered the careers of Chris Amon, Bruce McLaren, and Hulme.

Now Eoin Young has written “Memories of the Bear”, which is part of what might be described as a trilogy as it follows on from Young’s two previous books, “Forza Amon” and “McLaren Memories” – all from the same publisher and in the same style and format.

Eoin Young travelled to some of the European Formula Junior races with Denny in 1961 and so gained an insight into just how much of a struggle was involved before he became accepted and started to get some factory support which eventually led to inclusion in the Brabham works team and then his World Championship in 1967.

This book has been written with help from a number of Denny’s friends, and in fact the final two chapters were researched and written by Michael Clark. Eoin did have the advantage that he ghosted a number of Denny’s magazine columns, and has spent much time discussing racing with him over the years, although it

was Alan Henry who was to have written the Hulme biography. That died with Denny but now Eoin has taken up the mantle.

The book starts with the story of Hulme senior, who won the VC for his actions with the New Zealand infantry on Crete in 1941. It soon becomes apparent that Denny had the same toughness along with certain gruffness, and it is that together with what he perceived as a lack of respect from certain sections of the press that led to him being nicknamed ‘The Bear’. As the book progresses one finds that although he could be

a grumpy Bear, he could also be a very kind and friendly one.

Although he was only World Champion once the book reminds us that he could easily have taken the title at least three times, and he was a contender from 1967 until he retired from Formula One at the end of 1974 having started in 112 Grands Prix and won eight.

Add to that the Indianapolis results, the two CanAm championships with 22 CanAm race victories, and a second place at Le Mans in 1966 and this was a man who left his mark in the higher echelons of motor racing.

The foreword is by Sir Jackie Stewart OBE, and there is a postscript by Sir Jack Brabham, both fellow World Champions. Once again, the only minor

criticism is that there is no appendix listing all of the Hulme race results.

All of these books are available from most specialist booksellers

including Horton’s (01793 845982) or Chris Knapman’s Collectors

Carbooks at Silverstone Circuit (01327 855888), and also from www.

amazon.com.

Howden Ganley

Dan gurney’s eagle racing carsJohn Zimmerman(David Bull Publishing Group)

In 1976, a book was authored by Karl Ludvigsen entitled ‘Gurney’s Eagles’ but since that time there has been nothing more on what is one of the great success stories of motor racing.

Now John Zimmerman has penned ‘Dan Gurney’s Eagle Racing Cars’, a beautifully produced book which details every Eagle project from 1965 to 2000, including the Toyota years.

This is a very high quality production (with a multitude of previously unpublished photographs) divided into 37 chapters, one for each project including the usual racing ‘stillborn projects’ and finally the Gurney Alligator motorcycle.

In each chapter Dan Gurney gives his honest appraisal of what went right or wrong and how the problems were overcome. There is no gloss; it is just very straightforward and honest, as is Dan’s nature. This is a book that will delight all the Eagle and Gurney fans, of which there must be vast number. It also has a comprehensive appendix listing all of the race wins, either with Eagle cars or other makes, the championships, the pole positions, and the team designers listed by years of tenure.

The foreword is by Dan Gurney, with the wonderful quote “There is no such thing as an ugly car in the winner’s circle,” and accompanied by a lovely photograph of Dan and his soul mate, Evi.


BOOK reVieWs

Morgan sports cars: Theheritage Years 1954-1960J D Alderson and Chris Chapman with Craig Atkins(Plus Four Books)

The three authors have just produced this fascinating book as a result of their enthusiastic and careful researching of Morgan records for more than ten years.

The idea came from Peter Morgan to follow the first book by Jake and Chris, “The Early Years”, which was published in 1997. They have made a tremendous effort to locate, and then interview, a large number of people involved in this story, many of whom have been able to supply photographs from private collections that not been seen previously. The Morgan Motor Company has also been a huge help by allowing access to their records of this period.

The period covered by the book was when Morgan were relying increasingly for their survival on their sales in the United States, thus the competition scene there has been covered in some detail.

The worldwide success of Morgans in a wide variety of competitions – races, rallies, trails, hill climbs, sprints, etc. – is covered also in depth. This was a time when you could compete seriously with your car at weekends and then use it for daily transport during the week – something unknown to today’s competitors! It seems quite incredible in this current era of motor sport specialisation to realise that you

could use one car for a wide variety of events – and win them all or certainly be one of the front runners.

I came into the Morgan world right at the end of this story when I first drove Chris Lawrence’s Plus Four TOK 258 in a test at Silverstone in November 1960. I

have been intrigued, and greatly amused, by many of the tales from the previous years. I knew about some of them but Jake and Chris have winkled out all sorts of interesting details from their many contacts across the world and this gives a tremendous insight into what went on in this very active period for Morgan. I have found the whole book absolutely fascinating and can most thoroughly recommend it to anyone who has even the slightest interest in Morgan history. You will learn a great deal!

It is literally a “big book” – 420 pages with over 270 illustrations, which include 23 rare period colour photographs. There are two

forewords – one by Charles Morgan and the other by Lew Spencer (USA Morgan racer) – and a very thorough index.

Richard Shepherd-Barron

racing in the rain John Horsman (David Bull Publishing Group)

In recent years the American publisher David Bull Publishing has been responsible for some excellent motor racing books and this is one of the best, particularly if you have an interest in Le Mans and long-distance sports car racing. John Horsman was there, in the thick of things, working alongside John Wyer first at Aston Martin and then at Ford Advanced Vehicles, JW Automotive, Gulf Research Racing Company and latterly Harley Cluxton III’s Grand Touring Cars.

John was there as the Aston Martin team manager when Roy Salvadori drove the race of his life in the DP214 to beat the 250GTO of Mike Parkes in the Coppa Inter Europa at Monza in 1963. He was heavily involved in developing the Ford GT40 into the car which won Le Mans in 1968 and ’69. He then tackled and solved the handling problems of the Porsche 917, which Porsche found hard to swallow, and then took on the Len Bailey-designed Mirages, one of which (the GR8) gave Gulf its third Le Mans victory in 1975 in the hands of Jacky Ickx and Derek Bell with Vern Schuppan and Jean-Pierre Jaussaud in third place in the other GR8.

John was there right through to the beginning of the Group C era in 1982 but you will have to buy the book to find out how it was that Mario Andretti, who was intending to share the gorgeous-looking Mirage M12 with his son Michael, was not allowed to start at the last minute. And then there’s the tale of how Vern Schuppan, with a team of part timers overseen by John, finished third at Indianapolis in 1981 in an obsolete McLaren M24B, behind Indy legends Mario Andretti and Bobby Unser, from 31st on the grid.

This book is proper motor racing history, crammed with facts and contemporary photographs not seen before, and told how it was – at times the detail is almost overwhelming, culled as it has been from John’s records. You can read about legends like Jo Siffert and Pedro Rodriguez, and forewords have been contributed by Messrs Ickx, Bell, Redman and Schuppan.

At just under £30, this book is not only one of the books of the year but an absolute bargain. And when you’ve finished reading it lay your hands on Vic Elford’s autobiography from the same publisher and John Wyer’s The Certain Sound.

Ian Titchmarsh


secreTarY's leTTer

sECRETARY’s lETTERA

nother busy season flashes past

and Silverstone is a cold and frosty

place as I write. The significant

achievements of our racing members

are well covered in this issue, so I will

concentrate on a review of some of the less

glamorous housekeeping points. Such is

the Secretary’s lot!

The use of the Clubhouse at anything

other than the major meetings remains

low. I am currently reviewing with the

Club Committee whether it really is worth

opening for the smallest of Club meetings.

With less than half a dozen Members and

Guests at some meetings this it is certainly

worth questioning.

Our relationship with Aspire has settled

down, and we have agreed to refine the

style of offering ahead of 2008. This will

see more good, honest British dishes done

well: members do not come to Silverstone

purely for the food, but they do want to eat

good, unfussy, value for money food in the

Clubhouse. I think this final ‘mod’ should

allow us to consistently achieve that.

It is worth also reflecting on the

successes of the Rising Star Scheme’s

drivers during 2007. While the Rising Star

scheme does not offer any direct financial

assistance, the recognition of talent by the

BRDC undoubtedly gives those who are

part of it a head start on their peers. – it is

heartening to see that eight of this year’s 36

Rising Stars won their championships.

The Rising Star Scheme also engenders

an enthusiasm for the Club amongst young

drivers, who then aspire to become full

Members themselves. This year has seen a

large number of young full Members join

and the majority have progressed from the

ranks of the Rising Stars.

There is more that can be done and

significant steps forward have been made

to analyse how the Club can best use its

influence. If ever there was an illustration

of the positive part that the Club can play

in the development of a young driver’s

career, it is the following letter from last

year’s McLaren Autosport BRDC Award

winner, Oliver Turvey…

Stuart Pringle

Secretary, BRDC

Dear Stuart,

As my term as the current McLaren Autosport BRDC Young Driver of the Year draws to a close, I would just like to thank you for all your support over the last twelve months The recognition and credibility the Award has brought me is amazing, and has opened the doors to some of the most senior people within the motorsport industry.

Winning the Award completely changed my fortunes for the better. I managed to raise the budget to compete in the Formula Renault Eurocup and the Italian Championship. This has given me an enormous amount of track time on all the major European circuits, which I am sure will be of great benefit to me in the future as I climb the ladder towards my goal of F1.

I have become a full member of the BRDC, which has again raised my profile, and I have been chosen to represent Great Britain in A1 GP as the Rookie Driver for Team GB.

And finally, I have secured support from the Racing Steps Foundation to compete in the British Formula 3 Championship in 2008 with Carlin Motorsport.

I can also confirm that during the year I passed my second year Engineering exams at Cambridge University and I am currently continuing with my third year studies.

All this would not have been possible without your faith and belief in making me the McLaren Autosport BRDC Young Driver of the Year 2006.

I am extremely grateful and I would like to thank you again for your support.

Best Regards, Oliver


MeMBer NeWs

MeMBer NeWssPOrTs MiNisTer giVes Full suPPOrT TO silVersTONe reDeVelOPMeNT

M inister of Sport, Gerry Sutcliffe MP, visited Silverstone on 8th November to meet Club

President, Damon Hill, who briefed him on plans to redevelop the circuit and ensure the long-term security of the British Grand Prix.

The presentation was attended by a select number of guests, including heads of local County Councils, District Councils, planners, higher education authorities and Regional Development Agencies. The presentation was also supported by Richard Phillips, Managing Director of Silverstone Circuits Limited, and Spencer Canning, Development Director, who were presenting on behalf of the BRDC.

Damon Hill opened the presentations by explaining the importance of the BRDC’s Master Plan, not only to Silverstone and its continued hosting of the British Grand Prix, but to the development of motorsport in this country. “Next year will be the 60th year of motor racing at Silverstone,” said the President. “All that time the BRDC has nurtured Silverstone and maintained it as the world’s leading motor sport and Grand Prix venue. It remains, with only a handful of other circuits such as Monza, Spa and Monaco one of the rare originals on the Grand Prix calendar. Together with a highly professional commercial team on Silverstone Holdings Limited we are determined to continue that tradition.”

Damon went on, “The stimulating

effect of Silverstone on the motor sport, entertainment and manufacturing industries can not be overstated. The effect of the British Grand Prix on inspiring the next generation of driving talent should not need emphasising. Having won the British Grand Prix myself, I know how special it is for a driver to win their home Grand Prix. I fervently wish future British drivers will have a chance to experience that for themselves.”

Gerry Sutcliffe was invited to contribute his views on the future development, saying, “We all want to see the British Grand Prix remain here at Silverstone, and I congratulate the BRDC on the work they have already done to make that happen. We have a real opportunity to make Silverstone a world-class sporting venue, providing future opportunities for education, skilled jobs and tourism. I offer my full support to the Master Plan and will work with my colleagues to help with its delivery.”

Richard Phillips said, “Governments around the world are recognising the importance of motor sport in their economic mix. Many have invested heavily in Grand Prix racing and many more have aspirations in that direction. I know from personal experience that these new circuits are being used as catalysts to attract high-tech businesses and, make no mistake about it, they are looking in our direction. The threat is very real and the loss of the British Grand Prix would be the tip of a

Architects of Silverstone’s future

Damon Hill with Spencer Canning (left), Richard Phillips and Minister of

Sport, Gerry Sutcliffe MP (Photo by Jakob Ebrey)

The UK representatives with one of the finalists, the new Mazda 2Left to right: David Williams (London Evening Standard), Steve Cropley (Autocar), Ray Hutton (Sunday Times), Andrew English (Daily Telegraph), Paul Horrell (Top Gear) and John Simister (The Independent).

ONe FOr The rOaDSilverstone hosted the final judging session by the UK-based members of the Car of the Year Jury in late October.

Club Member Ray Hutton is the President of the Jury, which consists of 58 senior motoring writers from 22 European countries.

The seven cars on the shortlist for Car of the Year 2008 that were assessed on the National Circuit and on the roads around Silverstone were the Fiat 500, Ford Mondeo, Kia Cee’d, Mazda 2, Mercedes C-class, Nissan Qashqai and the Peugeot 308.

The winner was due to be announced as the Bulletin closed for press.


MeMBer NeWs | cluB & regiONal eVeNTs

cluB aND regiONal eVeNTs

Opposite: June 16-17 1928Three of the ‘Bentley Boys’ (left to right: Frank Clement, Henry ‘Tim’ Birkin and Woolf Barnato) with one of the 4.5-litre cars entered by Bentley Motors Limited for the 1928-running of the world’s most famous endurance race. In the year that the BRDC formally started as an operational Club, Bentley were triumphant at La Sarthe, with Barnato winning with Bernard Rubin. Birkin finished fifth, with Jean Chassagne, while the third team car, driven by Clement and Dr. Dudley Benjafield, retired shortly before half-distance (Photo LAT)

DeceMBer

19 BRDC SoCiAL LunCH CLUBHOUSE CONTACT: Aspire Hospitality Tel: 01327 855104

jaNuarY

10-13 AuToSPoRT inTERnATionAL SHoW NEC, BIRMINGHAM CONTACT: Autosport Box Office Tel: 0870 040 0396


FeBruarY


23 VSCC PoMERoy TRoPHy SILVERSTONE CONTACT: Aspire Hospitality Tel: 01327 855104

March

28 noRTH EAST REgionAL DinnER RUDDING PARK NEAR HARROGATE CONTACT: Peter Procter Tel: 01756 720664

For the latest details please visit: www.brdc.co.uk

KeePiNg iT iN The cluBPoint-scoring drivers did not have total domination of the Club’s Silver Star. While the glory goes to those who drive (namely Jason Plato – see Ian Titchmarsh’s Silver Star Review on Page 20), domination of the Silver Star also included the teams for which the majority of the point-scorers drive. With the exception of SEAT, almost all the Silver Star point-scoring teams are run by Club Members. Ian Harrison (VX Racing), Dick Bennetts (Team RAC/WSR), Steve Neal (Halfords/Team Dynamics), Mike Jordan (John R Guest/Eurotech) and, of course, Mark Lemmer (Barwell) in British GT all waved the Club’s famous flag throughout the season – what say a team prize in 2008?

VXR for VictoryVX Racing celebrate Fabrizio Giovanardi’s 2007 BTCC victory at Thruxton (Photo Jakob Ebrey)

cheVrON reuNiONThe Le Mans Series weekend at Silverstone in September played host to a reunion of Chevron drivers from the late 1960s.

The meeting, arranged by John Blades, took place in the BRDC Clubhouse, and national and international champions from the legendary marque met-up to reminisce.

Meanwhile, ex-Chevron works driver, John Burton, has won the 2007 Orwell Supersports Cup series for a record third time, clinching the title at the final round at Spa-Francorchamps in October.

After setting the fastest two-litre time in his Chevron B26, John finished fourth overall in the opening race of the weekend, behind the winning M8 McLaren CanAm of fellow BRDC Member, John Grant, before clinching the title in the second race by winning the two-litre class and finishing 3rd overall.

John Grant won both races in his McLaren M8 to claim second overall in the points standings.

Both cars are run by Chevron Racing based at Antrobus in Cheshire.

Chevron reunion (above)Drivers from the legendary Bolton marque assembled at the Clubhouse for a get-together during the LMS weekend (Photo Barrie Smith)

brdc bulletin volume 28#4 | low resolution pdf · 2007 mclaren autosport brdc young driver of the...

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