Tag Archives: Race

Baby Bertha – Vauxhall Holden Repco Firenza

After disposing of “Old Nail” at the end of 1974 Bill Blydenstein received funding from Dealer Team Vauxhall to create a new Super Saloon based on a 4 door Vauxhall Ventora saloon shell and fitted with a 476 hp 5 litre / 302 cui Repco tuned Holden V8, Borg Warner T10 gearbox, Salisbury Power Lock differential, AP racing disc drakes, double wishbone suspension on the front with 12″ x 15″ slicks and de Dion rear suspension with 15″ x 15″ slicks.

Vauxhall Holden Repco Firenza, Race Retro, Stoneleigh

Driver Gerry Marshall soon dubbed the car Big Bertha and won three of the six races he started in the beast before it shed some brake pads and ended up in the Silverstone crash barriers, it’s meticulously built shell beyond repair.

Vauxhall Holden Repco Firenza, Race Retro, Stoneleigh

Vauxhall had second thoughts about offering a V8 Ventora to the public in light of the fuel crises, so Bill and DTV decided to build today’s featured Droop Snoot Firenza out of all the bits salvaged from the wrecked shell of Big Bertha.

Vauxhall Holden Repco Firenza, Goodwood Festival of Speed,

It was not long before the car became known as Baby Bertha and over the next three years Gerry raced the car in 40 events and won 37 of them, retired from 2 and was beaten only once by a cheeky little 270 hp Hillman Imp driven by Jonathon Buncombe that was built on a 1971 Chevron B19 sports car chassis and known as The Chimp, soon after it’s win The Chimp was effectively banned from Super Saloon events because of protests regarding it’s wheel base which was longer than the mandated standard Imp length.

Vauxhall Holden Repco Firenza, Piers Ward, Goodwood Festival of Speed,

Paul Haywood-Halfpenny bought Baby Bertha in 1978 and had a disastrous season with it that he reckoned cost him £1,000 per lap, at a time when the average wage was only £5000.

Vauxhall Holden Repco Firenza, Goodwood Festival of Speed,

In the 1980’s current owner Joe Ward bought Baby Bertha after Gerry Marshall, among others, had owned it and raced it one more time to a second place finish at Thruxton. Joe’s son Piers is seen at the wheel in the photo above at Goodwood Festival of Speed.

Thanks for joining me on this “Baby Bertha” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Old Nail – Vauxhall Firenza

In May 1971 Vauxhall launched a two door coupé version of it’s Viva sedan known as the Firenza and the shell of today’s car started life as one of the prototype Firenza’s on which Vauxhall put through it’s paces to ensure the model met it’s performance and quality criteria.

Vauxhall Firenza, Donington Grand Prix Collection

After Vauxhall had finished with the car they rewarded Bill Blydenstein of Blydenstein Developments who with driver Gerry Marshall had campaigned a success Vauxhall Viva GT with the car and a funding deal which became known as Dealer Team Vauxhall.

01 Vauxhall Firenza_6158sc

Bill Blydenstein and Gerry Johnston prepared the car, which included lowering the front suspension and widening the wheel arches to incorporate wide slick racing tyres, for Gerry Marshall to drive in the 1972 BARC Forward Trust Championship which he promptly won outright.

Vauxhall Firenza, Race Retro,

In 1973 Vauxhall introduced the Firenza HP with its distinctive “droopsnoot” for which Bill Blydenstein claimed some of the credit.

Vauxhall Firenza, Gregor Marshall, Goodwood, Festival of Speed

“Old Nail” as Gerry Marshall dubbed her, was similarly modified and raced to two further Class Championship wins in the BARC Forward Trust Championships in 1973 and 1974 by which time Gerry had clocked up 62 race victories in the car.

Vauxhall Firenza, , Goodwood, Festival of Speed

Bill Dryden acquired Old Nail in 1975 and he drove the car to a further three race victories and a Championship Class win in the 1975 Scottish Saloon Car Championship.

The 250hp 2.3 litre motor fitted with Lotus twin cam heads seen in these photographs, has been in the car since 1973, Gerry’s son Gregor is seen driving the car at Goodwood Festival of Speed a couple of years ago.

Thanks for joining me on this “Old Nail” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Twincharged – Lancia Delta S4

By 1985 it had become apparent that with the successes being racked up by the latest four wheel drive Audi Sport Quattro and Peugeot 205 Turbo 16 Lancia would have to abandon it’s supercharged 2 wheel drive Lancia 037 and join the four wheel drive rallying band wagon if it wanted to remain competitive in World Championship Rallying.

Lancia Delta S4, Race Retro, Stoneleigh

Over the course of 1985/86 Lancia built 200 Lancia Delta S4 Stradales with CroMo tube frame chassis, covered with epoxy and fiberglass 2 door body panels, vaguely reminiscent of the Lancia Delta 4 door hatch back but hinged in the roof for easy access to the rear.

Lancia Delta S4, Race Retro, Stoneleigh

Like the Peugeot Turbo 16 the engine was mounted transversely behind the passenger seat but it was not only supercharged as per Lancia 037 but also turbocharged to improve overall power, while the S4’s four wheel drive system was developed with Hewland.

Lancia Delta S4, Race Retro, Stoneleigh

Power out put for the motor at 5 bar boost was said to be 1000hp but in Staradale, road spec, 250 hp was deemed sufficient while in Corsa, competition spec between 500hp and 600hp was more likely.

Lancia Delta S4, Goodwood Festival of Speed

The competition version of the S4 made it’s debut on the RAC Rally in November 1985 and Henri Toivonen with Neil Wilson navigating came home first ahead of team mates Markku Alén and Ilkka Kivimäki.

Lancia Delta S4, Race Retro, Stoneleigh

The following season the S4 scored four victories; Monte Carlo for Henri Toivonen and Sergio Cresto, Acropolis for Miki Biasion and Tiziano Siviero with Markku Alén and Ilkka Kivimäki winning the Sanreno and Olympus Rallys.

Lancia Delta S4, Goodwood Festival of Speed

Markku and Lancia might have been crowned World Rally Champions, but that was before the governing body the FIA found that the organisers of the San Remo Rally had been wrong to disqualify the Peugeot team from a commanding lead of the rally for using skirts to aid the handling of their cars and so the FIA had little option but to annul the San Remo results which handed the world titles to Juha Kankkunen and Peugeot.

Lancia Delta S4, Race Retro, Stoneleigh

However the season was clouded and the course of rallying was changed after first three spectators were killed and another 30 were injured when a Group B Ford RS200 plunged into a crowd in Portugal and later Henri and Sergio lost their lives after their S4 plunged into a ravine and burst into flames in Corsica.

Lancia Delta S4, Race Retro, Stoneleigh

In the aftermath of these events Group B was cancelled from the end of 1986 and Audi withdrew from the Ford curtailed it’s Rally RS200 programme while Audi immediately withdrew from international rallying completely.

Lancia Delta S4, Alén, Kivimäki, RAC Rally, Wollaton Park, Nottingham

The photo above show’s Markku and Ilkka on the opening Wollaton Park stage of the 1985 RAC Rally while the remaining photographs show S4 Replica’s at Race Retro and Goodwood Festival of Speed built I believe by Rally Legend Replica’s in Blackburn.

Thanks for joining me on this “Twincharging” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me for Mercedes Monday tomorrow. Don’t forget to come back now !

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Swiss Hill Climb Champion – Abarth Simca 2Mila Corsa #0051

Keen to promote a sporting image Simca turned to renowned Fiat tuner and racing car manufacturer Carlo Abarth to help them achieve their goal in the early 1960’s.

Abarth Simca 2Mila, Race Retro, Stoneleigh

Alongside his work producing performance tuning parts for Simca Abarth developed the 140mph Abarth Simca 1300GT based on Simca 1000 running gear in 1962 which won it’s class in the 1964 World Manufacturers’ Championship for sports cars with drivers Tom Fleming, Otto Linton, James Diaz, Pietro Laureati, Secondo Ridolfi, Hans Herrmann, Fritz Jüttner, Hans-Dieter Dechent, Denis Borel, Ernst Furtmayr, Klaus Steinmetz, Herbert Demetz and Anton Fischhaber all contributing to the manufacturers win.

Abarth Simca 2Mila, Race Retro, Stoneleigh

1964 Abarth also started racing the 2 litre / 122 cui 2Mila that was powered by a motor producing around 200hp, unfortunately the transmission could not cope with the power in the longer races and only Hans Herman recorded a class win in the 1964 World Manufacturers’ Championship for sports cars in the IV. Coppa di Citta Enna while leaving Porsche to win the 2 litre class from Alfa Romeo.

Abarth Simca 2Mila, Race Retro, Stoneleigh

In shorter non championship events and hillclimbs the 2Mila recorded at least 9 further victories and 3 additional class wins up until 1966 by which time the project had been abandoned by Abarth after Simca was merged into Chrysler Europe.

Abarth Simca 2Mila, Race Retro, Stoneleigh

The remaining known overall and class spoils for the model were divided between Eberhard Mahle, Franco Patria 6, Kurt Ahrens Jr, Jochen Rindt 2, Jody Porter and Herbert Demetz.

Abarth Simca 2Mila, Race Retro, Stoneleigh

Today’s featured chassis #0051 was bought new by Dr Hans Kuhnis who won the 1965 Swiss GT Championship with it, allegedly Dr Kuhnis had his wife harrang Abarth on the Monday after every event to ensure he had the latest parts in time for the following event.

Abarth Simca 2Mila, Race Retro, Stoneleigh

Middle Barton Garage undertook a restoration of #0051 in 2006, fitting gear ratio’s that give the car a top speed of 155mph for it’s owner.

Thanks for joining me on this “Swiss Hill Climb Champion” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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The Blank Car – Chevron Cosworth B16 #B16-DBE-27

1969 saw Derek Bennetts Chevron launch what turned out to be it’s final closed cockpit model the B16, most of which were powered by 4 cylinder Cosworth FVA or larger FVC motors, though at least one was powered by a Mazda rotary and at least two more were raced with BMW motors.

Chevron Cosworth B16, Race Retro, Stoneleigh

23 Chevron B16’s are believed to have been built, 20 from 1969 to 1970 and three more in 1971, however the desirability of these coupés has increased since the 1980’s and many more than the original 23 exist today as numerous continuation and replica examples have been built and are still available to order from Chevron.

Chevron Cosworth B16, Race Retro, Stoneleigh

I believe the Cosworth powered chassis #B16-DBE-27 was originally delivered to Chevrons Swiss agent and noted racing driver Jo Siffert who sold it onto fellow Swiss driver Arthur Blank who took it hill climbing and won at least one race at Ulm-Laupheim in Germany with it.

Chevron Cosworth B16, Race Retro, Stoneleigh

Shortly afterwards the car is said to have been burnt out in a club race and it is believed the useable remains or at the very least the chassis plate were built up into a Steinmetz Opel powered B19 spyder, as were numerous other B16’s after the closed cockpit class for sports racing cars was abandoned.

Chevron Cosworth B16, Race Retro, Stoneleigh

Arthur Blank entered his B19 in at least two races at the Nurburgring and Le Mans in 1971 for himself and “Brilliant” Bob Wollek to drive but it would appear the car never took part in either event and Bob appears never to have raced this B19 which Arthur drove to a second place finish in class at Hockenheim at the end of 1971.

Chevron Cosworth B16, Race Retro, Stoneleigh

Arthur continued to compete in the B19 through 1972 mostly in hillclimbs and did a deal with Austrian Freddy Link to drive the car, now with a Ford motor installed, at Interlagos where Freddy finished 18th in the 500km race.

It is believed Arthur then upgraded his B19 to B21 spec, as were many other B19’s, which he again took hill climbing in 1973, Gerhard Kobler competed with the car in 1974 and 1975 running a turbocharged Cosworth motor until crashing it while testing at Misano. Chevron aficionado Vin Malkie appears to have been responsible for restoring the B21 spec car back to B16 spec with bodywork in Arthur Blank’s 1970 colours.

Thanks for joining me on this “The Blank Car” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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IRS 7 Beater – Chevron B1 #01

Born in Manchester in 1933 Derek Bennett took a keen interest in model aircraft before completing an apprenticeship in mechanical and electrical engineering.

Working as a mechanic Derek was soon applying his skills and intuition to motor racing applications that included a V8 powered model Ford Model Y (British) stock car, two JAP powered Midgets for oval racing and Austin 7 specials for 750 Formula events organised by the 750 Motor Club at his local Oulton Park and Aintree Circuits.

Chevron B1, Race Retro, Stoneleigh.

At the same time Derek was building a reputation as a quick driver racing his Formula 750 special which was upgraded to Clubmans spec with a mandatory Ford 1172 engine and was pitted against the ubiquitous Lotus Seven’s and rarer Len Terry designed Terrier a MkII version of which Derek also prepared and raced for Doug Linton.

Derek graduated to a less than successful Formula Junior car of his own devising, allegedly originally conceived on the back of a piece of wall paper, which was replaced by a Gemini FJ and BT9 Brabham F3 car, along with a Lotus Elite and TVR.

Chevron B1, Race Retro, Stoneleigh.

While successfully racing a Formula Libre Lotus Twin Cam powered Brabham BT14 for Robert Ashcroft Derek was approached by accounts clerk Brian Classic, for whom Derek had earlier helped sort out a Daimler SP250 and another Lotus Elite, to build the Clubmans car that kick started Derek Bennett Engineering Ltd as a racing car manufacturer of Chevron Cars with financial help from John Bridges who’s initial B would become synonymous with the Chevron type designations.

Derek decided that he would build two such Clubman’s cars, the first for himself, which were to be Lotus Seven beaters. Using typical for racing practice for the period Derek specified proprietary Triumph suspension uprights and steering rack, a Lotus Elite differential housing and Brabham wheels to save on costs.

Chevron B1, Race Retro, Stoneleigh.

The rest of the car, named B1 after it’s first appearance, was drawn out in chalk on the floor at Derek’s Salford workshop at 31 Church Street with David Willars and featured independent rear suspension (irs) all round unlike the contemporary Lotus which it set out to beat.

Despite not being complete the first Chevron was taken to Ireland for three races in July 1965 where Derek won the first at Kirkistown on the cars debut, setting fastest lap for good measure before his Formula Libre entrant Robert Ashcroft won in the car on it’s second appearance at Dunboyne where he beat future Formula One star John Watson who was driving a Crosslé.

Chevron B1, Race Retro, Stoneleigh.

Back on the mainland Derek is known to have driven his first Chevron to at least two further victories in 1965 at Mallory Park in August and Silverstone in October, successes which set the phone lines at Salford ringing with new orders for 1966.

Chassis #01 is seen in these photographs at Race Retro earlier this year after a full restoration by Vin Malkie who I believe owns or has recently owned 5 of the first 6 Chevrons built.

Note an under powered prototype Chevron B1 Mk II road car project appeared in 2007 but is appears never have gained traction for a production run.

Thanks for joining me on this “IRS 7 Beater” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Lowering The Centre Of Gravity – Mercedes Benz C291

When the rules of the Group C Sports cars were ruined for the 1991 season, to the advantage of Formula One, at the behest of Messrs Ecclestone and Moseley to mandate 750kg vehicles to be powered by 3.5 litre / 213 cui motors of the same size as had been introduced to Formula One in 1989 Dr Hermann Hiereth sat down at Mercedes Benz offices in Stuttgart-Ünterturckheim and devised a flat 12 engine with transverse gearbox that lowered the center of gravity compared to the twin turbo V8 design that was being used to power the Group C Sauber C9 and C11 designs for the 1989 and 1990 seasons.

Mercedes Benz C291, Race Retro, Stoneleigh

Unfortunately Leo Ress responsible for chassis design at Sauber based in Hinwill, Switzerland was not present at the meeting in Stuttgart when the new engine layout was approved and so he had to make do with a low wide power unit that limited his options for the ground effect venturi that helped to suck the car to the ground as had become de riguer in racing cars since the advent of the Lotus 79 Formula One car.

Mercedes Benz C291, Goodwood Festival of Speed,

Perhaps as a consequence of these restrictions Leo was left with no choice but to design a car that optimised top speed at the cost of handling, the exact opposite of what his rivals at Jaguar and Peugeot were doing with their V8 and V10 powered challengers.

Mercedes Benz C291, Race Retro, Stoneleigh

The overweight C291 driven by 22 year old rising stars Karl Wendlinger and Michael Schumacher retired from it’s first race at Suzuka after starting from 3rd on the grid and catching fire during the race after the fuel filler jammed partially open during a pit stop, at Monza the engine failed on the grid from which it was to have started 6th and again during the race which it started one lap down.

Mercedes Benz C291, Goodwood Festival of Speed,

The youngsters recorded an excellent 2nd place finish 1 lap down on the winning Jaguar XJR14 driven by Teo Fabi and Derek Warwick at Silverstone, before a disgraceful lap of 6m 55.969s convinced the team to stick with the heavily ballasted, to the mandated 900kg, but reliable C11 model for the Le Mans 24 Hours.

Mercedes Benz C291, Race Retro, Stoneleigh

At the Nurburgring two C291’s were entered with Jean Louis Schlesser and Jochen Mass qualifying 6th right behind the sister car driven by Wendlinger and Schumacher, both cars retired gearbox and engine failure respectively.

Mercedes Benz C291, Race Retro, Stoneleigh

The two C291 cars qualified in the same order at Magny Cours as in Germany 6th and 3rd respectively, but retired with a broken throttle linkage and water leak respectively.

Mercedes Benz C291, Goodwood Festival of Speed,

Little changed in the C291’s fortunes in Mexico where Wendlinger and Schumacher qualified 2nd but failed to finish due to oil pump problems and where Schlesser and Mass retired from 6th on the grid with electrical issues.

Mercedes Benz C291, Race Retro, Stoneleigh

The C291’s final appearance was at Autopolis in Japan where against form Jean Louis and Jochen translated a 7th place start to a fifth place finish and even more remarkably Karl and Michael translated a sixth place start in to a win.

Much as Ecclestone and Moseley had hoped Mercedes Benz abandoned Group C at the end of the season and entered the Formula One fray as an engine supplier initially to Sauber for whom Karl continued to drive.

Micheal of course after a one off appearance in a Jordan moved to the Benetton Formula One team with whom he won the first two of his eventual seven world championships.

Le Mans was as usual left to pick up the pieces wrought by the wreckless legislation promoted by Moseley and Ecclestone.

At the time of writing it is not exactly clear which C291 belongs to Andrew Haddon who is believed to be the owner of the car shown in these photo’s taken at Race Retro and Goodwood Festival of Speed some years ago.

Thanks for joining me on this “Lowering The Centre Of Gravity” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow for another raucous Mazda Monday. Don’t forget to come back now !

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