Matters of Moment, September 1949

Quite the most important thing which happened in British racing last month was the great International Trophy Meeting at Silverstone for 500-c.c. sports and Formula 1 Grand Prix cars, organised by the British Racing Drivers’ Club in conjunction with the Daily Express newspaper.

We have often stated in Motor Sport that if motor-racing is to become a popular sport in this country it must have the backing of one of the great daily newspapers. And to this Daily Express meeting, encouraged by publicity given them in each morning’s paper for the preceding week, came over 110,000 keen (and very orderly) spectators. That is twice this year that six-figure crowds have attended International racing at the Silverstone circuit.

The “500s” had earned, and so deserved, their 10-lap race. The One Hour Production Car Race was sheer genius, a fine if animated shop-window display of British cars, and must certainly be repeated. We believe the idea originated from a suggestion of Mike Couper’s. The International Trophy race, run as two 20-lap heats and a 30-lap Final for 30 runners, was excellent, resulting in hard, fast racing with no let-ups. In addition, demonstrations by Messrs. John Cobb, “Goldie” Gardner and Bob Berry, and a parade of British high-performance cars, were crammed into a crowded day. The weather, too, played up, and this was a most successful meeting, ably handled by Desmond Scannell. That St. John Horsfall, a very skilful and unassuming driver, was fatally injured in the same E.R.A. in which John Bolster crashed at the same corner earlier this year, was a cruel blow, and to his mother and his many friends we extend our heartfelt sympathy.

The circuit measured 2 miles, 1,710 yards, and was lapped during the race at 93.35 m.p.h. (1 min. 54.6 sec.) by both “Bira” and Ascari.

Apart from one invasion near Stowe the crowd behaved splendidly, and criticisms can be confined to poor treatment of the Press in a number of ways, Press bulletins less effective by far than those issued during the R.A.C. Grand Prix, half-hearted timing of driver’s lap speeds, and the usual Gestapo attitude of too many policemen. The car-park officials were more understanding than were the R.A.C. men last time. Traffic congestion after the racing rivalled anything the Derby or the Boat Race can produce. The outstanding cars and drivers were Brandon (Cooper), Johnson (Jaguar) and Ascari (Ferrari).

Johnson relied on Esso fuel and oil, Lodge plugs, Lucas ignition, Dunlop wheels and tyres, Ferodo brake linings and Luvax shock-absorbers on the Jaguar. Ascari’s Ferrari naturally had mostly Italian components and accessories, but it was slowed for the corners by Ferodo linings, and its Marelli ignition incorporated Lodge plugs. Notes on the practice will be found on page 354.

The 500-C.C. Race

Brandon Keeps Ahead of Moss. Dryden Third
In the front row of the grid were Brandon, Reece, Moss and Dryden, suggesting a Cooper victory. Alvin Spike Rhiando appeared, from his garb, to be about to take part in a performance of the “Mikado” rather than in a ‘motor car race. Last-minute work occupied Saunders and Samuelson and Parker’s Parker refused to start by pulling-over the jacked-up rear wheels and was pushed. At last the grid was complete, with the car’s engines running, and at flag-fall Brandon accelerated clear of Moss. After a lap the order was: Brandon, Dryden, Moss, Reece, Watkins, Cooper, then a gap, then Parker, Saunders, Fry in the Parsenn, Braid, Prosser, Collins, May, Moor’s Wasp, Christie, Rhiando’s Trimax, Page, the smart Grose, Lone’s Tiger Kitten, the f.w.d. Bond, and Strang, the last in trouble already.

Another lap and Brandon led Dryden by about two seconds, the field going great guns in a crackle of sound, Moss and Reece close to the leaders, the others farther back. By three laps Moss was second, some 24sec. behind Brandon, and already May had pulled on to the grass between Club Corner and Abbey, with his Cooper’s rocker-gear disarranged. Moss, crouching low in the cockpit, was doing all he knew to wrest the lead from Brandon. Brandon was equally determined to keep his lead, glancing back occasionally to see what the margin was. He need not have worried, for although Moss closed quite a lot on the 7th lap, when the pair had nearly lapped the Bond, thereafter the distance between them widened and Brandon never lost his lead. On lap seven Dryden’s Norton-Cooper displaced Reece for third position, and behind them Watkins’ yellow and John Cooper’s blue Coopers were “locked in combat,” until the latter dropped back a bit. Fry, Aikens and Bond retired, but Braid had a stirring duel with Page. Brandon sealed his victory by a mere one-fifth of a second!

1st: E. Brandon (Cooper), 22 min. 22.4 sec. … 79.61 m.p.h.
2nd: S. Moss (Cooper), 22 min. 22.0 sec. … 79.59 m.p.h.
3rd: R. M. Dryden (Cooper), 22 min. 38.6 sec. … 78.77 m.p.h.

4th, Reece; 5th, Watkins; 6th, Cooper; 7th, Parker; 8th, Collins; 9th, Saunders; 10th, Moor; 11th, Page. Also finished: Woodall, Braid, Christie, Lones.

The Production-Car Race

Leslie Johnson wins a fine race in the new XK 3.4–litre Jaguar from his team-mate Walker. Culpan’s Frazer-Nash Third. Healey win Team Prize. “Bira” let down by his Tyres Frazer-Nash and H.R.G. win their classes.
To many this was the race of the day. There was only one non-starter, the Lea Francis, letting in Clapp’s reserve “1,100” H.R.G. Although this was an International race, all the cars were British. As they lined up at the pits for a Le Mans start, fillers sealed as no fluids could be replenished during the race, we noticed the normal cooling slots behind the Jaguar’s bumpers, the headlamps behind the grilles on the “Silverstone” Healeys and varying treatment of lamps on the Frazer-Nashes — Treybal’s using back-to-front Lucas lamps, Culpan’s larger Bosch headlamps and Newton similar lamps but back-to-front, whereas Gerard’s had very small Lucas lamps and its silencer alongside the body.

Chiron provided a pre-race incident when Rolt’s Healey suffered fuel-pump trouble while warming-up. Chiron used his Healey to push Rolt’s back to the pits, somewhat denting the front cowling in doing so. Here the S.U. pumps were hastily rewired and Rolt was told to push a switch if the engine faltered and if that didn’t cure things to get out and hit the offending pump!

A hush, the flag goes up, falls, and a patter of shoes tells us the drivers, at least, are off. Then Potter’s Allard roars away, with Johnson’s white Jaguar, Walker’s red Jaguar, and Rolt’s Healey in hot pursuit. “Bira’s” blue Jaguar is well up, followed by Howarth’s big Lagonda. Clapp was almost last, being at the far end of the row, but Wisdom’s Healey faltered and was later still. A great bunch of multi-coloured sports cars went close-packed round the circuit, round Woodcote, through Copse Corner, down to Maggott’s and Beckett’s and downhill along Hangar Straight to take Stowe Corner in a flurry of squealing tyres. Round Club Corner they came, fast through Abbey Curve, and the first lap was over, Johnson leading by 3 1/2 sec. from “Bira,” with Walker third — Jaguars 1, 2, 3! It was thought that the Jaguar drivers would scrap for 10 laps, then stay in line-ahead formation. Quite a distance, too, separated these Jaguars from Rolt’s Healey, Culpan’s Frazer-Nash, Potter’s Allard, Allard’s Allard, Gerard’s Frazer-Nash, which soon passed Allard, Leslie Allard’s Allard, Thompson’s H.R.G., Treybal’s Frazer-Nash, Chiron’s Healey, Buncombe’s H.R.G., Howarth’s Lagonda, Newton’s Frazer-Nash, Mann’s Jaguar, Wright’s Lagonda, Rowley’s old Aston-Martin, Jacobs’ M.G., Phillips’ M.G., Wisdom’s Healey, Clark’s H.R.G., Lund’s M.G., the Morgan, Mylchreest’s Riley, Sangster’s Riley, Ayes’ Riley, Wise’s Javelin, Hume’s Javelin and Clapp’s H. R. G.

Another lap and Culpan was fourth, having got past Rolt’s Healey, Gerard had gained another place and Treybal was coming through well. The Javelins and Clapp’s H.R.G. were still right at the end.

Clearly, the race was to be run fast, for after only four laps Johnson and “Bira” had all but lapped Clapp. Walker was some way behind his team-mates in third place, and Gerard had slowed down.

Not only was it a fast race, but there was a full measure of excitement. On lap five “Bira” and Walker led, Culpan, driving magnificently, was third, Johnson’s Jaguar was back to fourth place, these four very far ahead of the field.

On the 7th lap Johnson, who had apparently contacted a straw bale with the front of his car, was in third place. Gerard had stopped at Stowe, gone to his pit, and resumed slowly, later to speed up. Rowley’s Aston-Martin next encountered the straw, an announcement telling the driver’s wife he was unhurt, and the car not much damaged. Next it was the turn of Phillips, whose M.G. had been baulking other cars badly in spite of blue-flagging. He slid sideways at Stowe but went on. The order remained “Bira,” Walker, Johnson, Culpan, with Rolt’s Healey behind, until Culpan passed Johnson again on lap nine. Wisdom’s Healey was obviously unwell and its engine was inspected by Tommy at the pits, after which he resumed, badly down on speed. Culpan was pressing Johnson hard, but after a lap or two the Jaguar drew ahead, Johnson closing on Walker. It was magnificent, and the British Jaguars looked and sounded superb. “Bira’s” was lapping at about 83 m.p.h.

The Riley saloons ran nicely, line ahead, Clapp gradually working his way past them, and much baulking was experienced, as small cars, cornering at their limit, held up the fast stuff.

Culpan was now at it again, full bore and past Walker, Johnson having also gone by, to second place, these four evenly spaced and very, very impressive.

At half-time, “Bira” led Johnson by 5 sec., Culpan was 1.4 sec. behind Johnson and Walker one-fifth of a second behind the Frazer-Nash. “Bira” had averaged 81.17 m.p.h., and the speed was rising (at 10 laps it was 80.8 m.p.h.) as the race progressed, “Bira” lapping at 82.3 m.p.h. Just after half-time Howarth’s Lagonda retired and Walker picked up third place from Culpan’s red Frazer-Nash. Treybal was fifth, Rolt sixth. Just as Johnson began to get down to chasing “Bira,” until he was a mere car’s length away, Jacobs’ M.G. slid to its pit, and later the near side wing and running board showed signs of contact with a hard object, at Beckett’s.

The loudspeakers frantically called for special Observer’s reports on “Bira,” Phillips and Lund.

Drama! “Bira,” Johnson pressing him really hard, was taking Woodcote Corner when the near-side rear Dunlop racing tyre burst. The blue Jaguar spun, was narrowly missed by Johnson and Walker, and “Bira’s” drive was over — but not quite. He gamely tried to jack the car up (hence the call for special observation) but the jack sank into the earth and a sad man began to walk in. The mystery of why a racing tyre lasted less than 60 miles on a sports car was solved when it was found that Dunlop’s had fitted a touring tube This lost Jaguar an almost-certain 1, 2, 3 victory, and the terrific publicity value of the red, white and blue cars going pass the chequered flag in line-formation.

So Johnson was in the lead, Walker second, Culpan third, Treybal fourth, Rolt fifth, Chiron sixth. The first three had lapped the others, Rolt waving Culpan into Woodcote on one occasion. As the end drew near Johnson speeded up, lapping at 84.24 m.p.h. (2 min. 7 sec.), but later Walker closed on him a little. Johnson responded with a lap in 2 min. 6.5 sec., equal to over 84 m.p.h. Sydney Allard hit the straw at Stowe hard enough to send his near-side front wing down on to the tyre, letting Leslie pass him, and straw was nicely packed behind the grille of Jacobs’ M.G., which had practically no left-lock. Thus this most enjoyable and instructive race finished, the 3.4-litre Jaguars victorious, but harried all through by the 2-litre Frazer-Nash.

The H.R.G.s used Esso fuel, Lucas ignition, Dunlop tyres, and Ferodo-lined brakes. The Frazer-Nash of Culpan had Shell fuel ignited by Lucas ignition and ran on Dunlops.

The International Trophy Race