8-10 October 2021: Dijon Motorscup 2021 – Lurani Trophy

“You have raced and are racing in many different International Championships for historic single-seaters (FJ, F3, F2 and F1), but according to you, which is the most fun Championship?”

“I think the Lurani Formula Junior: the cars are fantastic to drive, the races are very close and the atmosphere is friendly and convivial.”

I had asked this question to my friend Manfredo Rossi di Montelera, a great fan and very fast driver of Historic Formula cars, after a toast on Saturday evening with an excellent “Chablis” at dinner in a restaurant in Dijon. Manfredo had just won, in the afternoon, Race 1 of the last round of the “Historic Formula 2” Championship with his splendid March 762 … Obviously every historic racing car has its own charm and characteristics, but it is significant that even those who race extremely competitively with the major Formulas never lose the love for the small “Junior” cars!

Unfortunately the “Lurani” Championship for Formula Junior, the most international and popular among Historic Formula Championships, has been severely hit by the adversity of events in the last two years: cancelled in 2020 due to the pandemic, rescheduled for 2021 with only 4 international events, it was then unfortunately “decimated”: covid, brexit and floods in Germany forced the FJHRA organisers to reduce the races valid for the 2021 Championship to just two “French” events: the GP Historique de France, held at Paul Ricard in June, and the “Dijon Motors Cup! held at the beautiful Burgundy circuit over the weekend of 8-10 October.

We had participated in the Paul Ricard race with the 1960 Wainer Fiat and we could not miss this second and last race of the Championship on a circuit that, by the way, remains one of the most beautiful tracks in Europe, still substantially unchanged since the time of the legendary battle between Villeneuve and Arnoux at the 1979 French GP.

Despite the fact that there were only 20 entries, 17 of which made it, the Formula Junior drivers came from 8 different countries, including the American Richard Spritz, who came from Colorado to take part in the race with his 1959 BMC Mk1, which he keeps in Europe. Including myself with the 1960 Wainer Fiat, there were 6 Italians entered; Checco Tonetti in his brother’s Brabham BT6, Bruno Ferrari in a Branca FJ, Andrea Guarino in a Lotus 22, Valerio Leone (not to be confused with the homonymous Valerio Leone who, together with his son Davide, races with F3s in the F3 Classic championship) with the Elva 200 (in my same “C2” class for cars with drum brakes, albeit with the more powerful BMC engine) and Emanuele Guglielminetti with the splendid 1963 Wainer Ford.

Throughout the weekend the weather was sunny but rather cold as in the morning the temperature does not reach 10 degrees while in the hottest hours it did not go beyond 15: better for the engines, as long as you take care to partially cover the radiators with the right amount of tape!

Friday started in the morning with free practice and, surprisingly, many drivers saw their number associated with the black flag! Some drivers stopped, others continued anyway not understanding why they were penalised in free practice… some did an examination of their conscience and tried to understand what they have to confess to be rehabilitated ….

But at the end of the session we discovered the mystery: someone in the race direction believed that it was not allowed to cut the curbs even with two wheels and so … flag to all! Fortunately, the briefing was clear with lots of pictures: 4 wheels off the track no, 2 wheels yes! So: errata corrige and all rehabilitated. Thank goodness!

In the afternoon qualifying was held and everyone took their measurements “kerbs included”. Pole position was played between Mark Shaw and our Checco Tonetti, both at the wheel of Brabham BT6’s and, at the end, the English driver won with 1:32.468, four tenths before Tonetti. Third was Bruno Ferrari who, in his Branca, took his place on the second row alongside Scotsman John Fyda, in a Brabham BT6.

As for the other Italians, Guarino qualified in sixth place, Leone in 11th while the two Wainers, the one driven by Guglielminetti and the one driven by myself, qualified respectively in 13th and, with a gap of a second, in 14th place.

The Apache of the Danish Erik Justesen, in 16th place, was initially considered unqualified, as it was outside the maximum qualifying time of 130%, but then it was admitted to the race by virtue of the application of the Lurani Trophy regulations, as was the Stanguellini of the Belgian Tom De Gres, who, due to electrical problems, was unable to take part in qualifying, but started from the back of the grid.

After qualifying I was challenged about the height of my helmet compared to the roll bar … not being able to remove some vertebrae I solve the problem by eliminating the seat cushion … I will lose a bit of comfort sitting on the bare aluminium, but I console myself thinking that, apart from having put my head in safety, I should have gained in driving sensibility, because, as Niki Lauda used to say: “La makkina si cuita kol setere!!!“.

On Friday evening we went for dinner in an excellent restaurant along the navigable canal about ten kilometres from Dijon … we have not forgotten that the pleasures of the table in Burgundy are certainly not inferior to the pleasures of the track!

Saturday was a beautiful day, the start of Race 1 was scheduled for 11.35 am. After the usual pre-grid, we entered the track for the formation lap. Halfway through the lap I see a shiny strip on the trajectory: it’s Richard Spritz’s BMC which is leaking oil and flooding the whole track! We arrive at our grid positions but the start is postponed: the marshals begin the search for the “guilty” party: the pond of oil under Richard’s car leaves little doubt … and the unfortunate American driver, after trying in vain to convince the marshals to let him start anyway, is taken off the grid and “escorted” to the pits.

We wait half an hour for the track to be cleaned and, finally, at midday we start: reconnaissance lap, red lights that come on in sequence, lights off and … go!

I start well and gain several positions … in particular I overtake the other Wainer of my friend Guglielminetti and for a while I keep him behind. On the second lap he overtakes me on the straight and from there starts a beautiful battle because on the mixed road I catch him, I stick to him and in some points I even manage to overtake him, on the big downhill of the ‘Combe’, before the uphill turn Pouas which brings me back to the straight, I flank him on the outside … I almost pass him … but then on the straight he goes away with power, giving me at least one hundred meters, which then I recover on the braking … and so on for the whole race. A wheel-to-wheel duel that reminds me of the fantastic battle between Villeneuve and Arnoux! 

While our cars of “Team Wainer” fight it out, in the front, among the leading cars, the “poleman” Mark Shaw starts well, takes off and wins, always keeping the lead with 13 seconds aheadof Roberto Tonetti in second. The fight for third place was won by John Fyda who was only 3 tenths ahead of the Branca of Bruno Ferrari, completing a podium made up of 3 Brabham BT6 that confirmed themselves among the most competitive Formula Junior cars ever.

As for the other Italians, Andrea Guarino was 7th, while Leone, Guglielminetti and myself finish 11th, 12th and 13th respectively.

When the race was over, the cars remain in the parc ferm and for many of them a real ordeal begins … when, after almost an hour, I go to pick up my Wainer (that after having eliminated the cushion is now compliant) they tell me that there are 9 cars that are retained because apparently “illegal”.

After two hours, all the cars are released, but in the first instance, the cars of Tonetti, John Fyda, Ferrari and Guarino were disqualified for the red dots that were applied to their HTP papers! Fortunately, Sarah, the excellent organiser of the Lurani Championship, intervened, albeit remotely, and solved the situation: the “red dot procedure was clarified in accordance with Appendix K and the Lurani Regulations and all the drivers previously excluded were reintegrated into the classification and could also take part in Race 2!

We were all more relaxed then and after an afternoon spent shopping for mustard, wine and other delicacies in the beautiful old town of Dijon, we ended the evening in the best way with our legs under the table of a typical restaurant toasting and discussing our passion together with friends.

Race 2 was at 10 a.m. on Sunday morning: the weather was still nice, but colder … This time the start went smoothly and Checco Tonetti managed to get ahead of Mark Shaw; John Fyda ranked third while, unfortunately, Bruno Ferrari with Branca had to abandon almost immediately because of a gearbox breakage.

Emanuele and I continued to battle as in Race 1 and, when the first ones came up to lap us, I joined them and passed Emanuele …. who then overtook me on the straight of the next lap …

With seven minutes to go, Richard Spritz went off at the first corner and the Safety Car came on to facilitate the recovery of his BMC, which had got stuck in the sand on the escape route.

The race resumed on the last lap: I tried to overtake Emanuele, but he caught me out … we were paired at the bend before the straight but on the finish line he was ahead of me by 9 tenths!

On the last lap Tonetti had to fight off the overtaking attempts of Mark Shaw, who remained attached to him until the last corner, but the Scotsman had to settle for second place just 3 tenths from the Italian. Third once again was John Fyda to complete the trio of Brabham on the podium also in Race 2.

The combined classification of the 2 Races saw the overall victory go to Shaw, followed by Tonetti and Fyda. As for the other Italians, Guarino was in the 6th place, then Leone, 10th, Guglielminetti, 11th, Del Conte 12th and Ferrari 14th.

The 2021 Lurani European Championship closed, after only two rounds, with the overall victory to Roberto Tonetti, with 16 points, followed by Mark Shaw (14 points) and Martin Aubert (14 points). Roberto brings the title back to Italy 9 years after its conquest by his brother Pierre Tonetti in 2012: good blood doesn’t lie!

Myself, with 8 points, has the satisfaction of bringing home the class win (C2) of the 2021 championship and, above all, of having raced, and continuing to race for over 20 years with little Wainer, together with an extraordinary group of friends with wonderful cars that make the Lurani Championship exciting and fun at all levels.

See you in 2022!

Carlo Del Conte

 

It was a great pleasure to be back at Goodwood after a two year absence, although there were noticeably fewer spectators than usual. It seemed that, based on the cars in the carparks and voices heard when wandering around, few continentals had made the trip, for obvious reasons. Also, some of the races did not have full grids although that was not the case for Formula Junior who had a truly splendid line up of 30 cars to be found in the paddock behind the Chicane.

Twenty different marques were represented in the thirty cars. Most were fairly familiar but it was good to see Kevin Musson’s very attractive two-tone green Dolphin (UK) Mk1 and Simon Goodliff’s Nike BMC. Daniele Salodini battled the twin foes of covid and customs procedures to bring his “new” Taraschi BT066, in grey livery with Scuderia Madunina badge, the car being ex-Angelo Bianco in period. Sharon Adelman was also present with OSCA J 012 and Magnus Ahlqvist made it from Sweden with Stanguellini 00188. In fact there were no less than 8 Italian front-engined cars; Bandini, Faranda, OSCA, Taraschi, Stanguellini (3) and Volpini. The only absentee was Floris -Jan Hekker from Holland in the Rayberg, Covid and Brexit requirements proving too much, but John Arnold was a last minute replacement in Niall McFadden’s Elva 100.

Qualifying was on Saturday after lunch and the weather was excellent, warm & sunny. Andrew Hibberd (Lola Mk2) was the first to set a benchmark with a lap of 1’29.301. On his fourth lap Peter de la Roche (also Lola Mk2) knocked almost a second off this then trimmed it further to 1’27.519 on his eighth lap. NB in 1960, the lap record for FJ was 1’33.4 by Jim Clark & Trevor Taylor! Andrew remained second fastest with a best of 1’27.828 and the outside of the front row of the grid saw Ray Mallock’s U2 on 1’29.268. Row 2 comprised Will Mitcham (U2) and Stuart Roach (Alexis Mk2). The fastest of the unofficial Italian class was, not surprisingly, Joe Colasacco (Stanguellini) with 1’33.705.

Saturday was supposedly rest day, but much work was going on to restore the Dolphin to four wheels, with invaluable help from the Mallock Team, and to strip down Graham Barron’s one litre BMC engine in the Gemini, local man Robin Lackford, himself going well in his freshly rebuilt Elva 100, stepping up to find the necessary valve parts.

The race was the opener on Sunday, at 9 a.m, and the 29 cars lined up on the traditional 3 x 2 grid (Robert Barrie being a non-starter in Sarah Porter’s Stanguellini, with terminal clutch problems) all looked splendid and everyone got away except Tim de Silva (Lola Mk2) who caused a few anxious moments for those behind, when his Lola suffered ignition failure. Into Madgwick de la Roche headed Hibberd and Mallock and as the cars came through Woodcote to complete lap one these three were already clear of Will Mitcham (U2), Chris Drake (Terrier) and Alex Morton (Condor). Roach had made a poor getaway and was down in eighth behind Goodliff, who was flying in the BMC engined Nike. Crispian Besley had made ground from a rather lowly grid slot for him to be 11th. On the second lap Hibberd claimed the lead coming into Woodcote and Drake demoted Mitcham. The leading pair spent much of lap 3 running side-by-side and de la Roche was the technical leader as they crossed the timing line but Hibberd was in front again at Madgwick enthralling stuff! The two Lolas were being caught by Mallock in third and Chris Drake was fourth, 3.6 behind the U2, challenged by Mitcham.

Hibberd continued to just head de la Roche until the latter slipped through coming out of Madgwick. It got rather “hairy” when lapping a close battle involving Salodini, Tim Bishop and Duncan at Woodcote/Chicane on lap 6 letting Hibberd back ahead only for him to spin at Madgwick. Happily, he did not stall and was able to rejoin in 8th place but then retired with handling issues, as had poor Tim in Rudolf’s wonderful sounding Mitter-DKW, after losing breath after the chicane melee. Â Will Mitcham had battled his way ahead of the Terrier and started to close on Mallock. On the 11th lap at St Marys as Mallock was lapping the Autosport, with unique Triumph engine, he ran wide onto the grass, rejoining behind Mitcham and Drake.

So, the race ran out with Peter de la Roche unopposed. Mitcham was 20 back in second, 4.3 ahead of Drake with the top six completed by Mallock, Goodliff and Morton. Alex lost a place to Goodliff on the penultimate lap when, lapping the lovely Volpini of Roger Woodbridge, he got his Condor S II, helpless, onto the damp grass and rear-ended into the bank, completely demolishing the Condor tail. But, remarkably, with no other significant damage, he was able to continue apace on to the flag as the last unlapped finisher.

The high speeds of Goodwood took a toll and other non-finishers were Stuart Roach (lost wheel at the Chicane, after stub axle failure), Colasacco (timing chain issue), Justin Fleming (spin & nosecone damage), and Kevin Musson (engine cut-out).

Another good show by Formula Junior at a prestige event, with the rear-engined brigade looking forward to their turn at the Members Meeting in a month’s time.

Richard Page

FJHRA/HSCC Silverline Championship Rounds 9 + 10

The Brits were back in Europe, with eight other different nationalities joining them in a strong 27 car field.

If it isn’t Brexit or Covid, then it’s the petrol station crisis: and it was that which triggered a last minute switch for Team Fyda, from Spa to Dijon the following weekend, not wanting to risk the uncertainty of being able to fuel up on the long drive from Aberdeen to the ferry.

Andrew Beaumont was unable to travel at the last minute, but his cars were already on the Classic Team Lotus truck, so it was a delight that Manfredo Rossi stepped in to rejoin FJ, to take the 22 drive; and Phil Keen drove the FI 18 in the HGPCA races, also winning in the pouring rain from Will Nuttall’s Cooper: we just hope Andrew does not forsake his own drive in future to be a winning car owner instead!!

Duncan in the Alexis was having his first Continental race for two years, joined by Silverline Championship points leader, Nic Carlton-Smith (Kieft), first time at Spa, or in fact racing abroad anywhere, and more seasoned runners, Stuart Tizzard (Cooper T56) and Clinton McCarthy (Lotus 18), both also sharing an Elan in ‘Gentleman Drivers’. Also over were Adrian Russell (Lotus 22), back after his memorable 2018 appearance which had included an overnight dash back to the UK for parts, Tim Child (Cooper T59) and Peter Edbrooke (Lotus 18), teamed up with local Bruxelles based Lotus 27 owner Peter Morley. Peter recalled how the Morley’s had looked after his Lotus 17 in 1982, back when the circuit was double the length2 , and how the town of Francorchamps had put on a welcome party with unlimited beers and wines, and they then went racing!!! Shades of Angouleme, not that long ago !!!!

Most stunning of all the Continental cars was Emanuele Guglielminetti’s beautifully restored Ford engined shark nosed Wainer, while Christian Lange was back with the ex-Ian Raby Envoy, and offering encouragement to brother Johnny to join FJ with a Lotus 22. Former Belgian PM, Guy Verhofstadt was out again in his ex-Martin Carter Elva 100, now dark green, as was Tom de Gres with the red Stanguellini, and Pierre Guichard was back with his Lynx T3, another from theex-Martin Carter stable. Both the latter were being looked after by Dan Setford and Team.  

Two visitors made the treck across the Atlantic, John Megrue joining the Halusa team for his FJ debut in the ex-Jonathan Williamson 22, and Jeffrey Anderson (with Sherry) over from Texas, to drive his Lotus 20/22 which is kept and run by Bob Juggins.

Friday pm qualifying was dry and there was little to separate teammates Alex Ames (BT6)
and Lukas Halusa (ex-Rossi 22), with Mark Shaw, Manfredo, and Philip Buhofer in the ex- David Innes 27, closely matched behind.

Both Cooper T56’s were, however, in trouble. Johannes Offergeld, with new Crosthwaite and Gardner ERSA box, searching for 5th, and Tizzard pitting.

However, poor Adrian Russell was to be celebrating the rest of his 65th birthday that day waiting for the borrowed welding equipment to arrive the next morning courtesy of Mec Auto, for Iain Rowley to work his magic on the rear chassis frame of the Lotus, after an upright pulled out on lap 1 of qualifying.  

Rolling starts are uniform at Spa, though a rarity for FJ, but all were clean away in Race 1 except Buhofer who had stopped and restarted on the out lap with fuel pump problems, before it stopped again at La Source; race run!! 

Alex Ames (BT6) took a strong and immediate lead, from Shaw, but their lead was eventually whittled down by Rossi, for a very close threesome finish, with Lee Mowle (20/22) next on the track, but perhaps his saloon car experience difficult to exorcise, handing him a 15sec penalty for “track limits”, dropping him behind Lukas Halusa. Tim Child has been up there next, ahead of US visitor, John Megrue, but the borrowed gearbox main shaft broke, perhaps due to an historic crack. Adrian Russell came next after the first of his splendid drives from the back, just failing to catch Megrue, ahead of Championship leader, Nic Carlton-Smith’s Kieft. Ralf Emmerling led the front brigade in his Gemini Mk2 (but would later be missing race 2 to visit his elderly mother).

Johannnes Offergeld started late from the pit lane, but once he got going, shot through the field and was putting in lap times between those of the Kieft and Tizzard, although he was still finding a vibration and brakes an issue.

Guichard and Martin Halusa had a mild coming together due to a misunderstanding, both retiring at the pits.

Duncan was gamely keeping ahead of Guglielminetti, but when Anderson finally got the bit between his teeth, superior Ford power took them both past Duncan on the rise after La Source on the penultimate lap, although Duncan held on in touch to the flag.

Saturday night was a jolly FJ party at the pizzeria in Francorchamps, with the expected Spa weather finally rolling in, damp at first for the Six Hour race, before the rain came down for the final stint in the dark finale.

Race two for FJ, last of the day on Sunday, was the worst weather of the weekend, and most of the Belgians and Americans (sensibly?!?) pulled out, leaving 15 starters, but even though Eau Rouge was a complete blur except for heavy spray and a red tail light ahead, all the brave survived, and Manfredo Rossi showed his experience with a superb win from Ames and Mark Shaw again, so it was at least the resounding tune of the Italian national anthem that rang once this weekend.
Russell drove another superb race from the back, only a spin preventing him challenging for 3rd, while Nic Carlton-Smithsealed The 2021 FJ Championship, but only track was only a smidgeon ahead in the wet, of a fast charging Stuart Tizzard in his Cooper T56. 

Lee Mowle held third ahead of Shaw in the early laps, but slipped back in the conditions to be fifth behind Russell.

Duncan bogged down at the start but was past Guglielminetti at La Source and took Guichard on the run up from Eau Rouge and held on to Lange till the latter broke a stub axle at La Source on lap 5; Martin Aubert was just in sight but now too far ahead.

Edbrooke completed the brave finishers after Hans Hillebrink had a gearbox problem on the penultimate lap.

Duncan wrapped up a great weekend with the second Prizegiving and everyone who gathered and finished went home with at least one well deserved Trophy.

by DCPR

FJHRA/HSCC “Silverline” Championship Rounds 7 + 8

The perfect FJ weekend; four days of sunshine in Cheshire, two fun FJ barbecues arranged by Robin and Sue Longdon, a sterling performance from 3 piece cover band “Piston Broke”, led by Dr Tim Child, as lead singer and hosted by 70s Road sports, together with a great FJ entry and plenty of FJ visitors around the paddock.

The full grid included welcome visitors from Switzerland, under Hall and Hall care, with Philip Buhofer in the ex-David Innes 27 and Stefan Jobstl, not in his usual 22, but a first time out in the ex-Martin Halusa 20. Syd Fraser was taking care of his beloved and aged four-legged companion, so driver/coach Stuart Jones was a welcome substitute in the ex “Grand Prix” film 20/22. Barry Sime had been due to race Vern Williamson’s T3 Lynx, back on drum brakes, but last-minute problems with the conversion posted him as a nonstarter, however it was a welcome return for the Lightning Envoyette, which Alex Morton hasn’t raced since NZ, giving it a warmup before son Pete gets it back for the Goodwood Members meeting. Mike O’Brien had plenty of FF Merlyn’s to look after, but pride of place with Speedsport was Geoff Underwood’s beautiful red Dolphin.

Welcome visitors included Simon Durling who, whilst retaining his 22, has bought the ex-Bryan Eccles Cooper V-twin for hill climbs (not just to get up the drive to his house at the top of Shelsley Walsh!!);  Tony (Lotus 18) and Ann Steele; Clive Wilson, admiring his ex, now Justin Fleming, Lola Mk 2, and bringing Grant with him (plus ride height measuring block); Tony and Elaine Pearson, giving the Bandini a rest before Goodwood; Leedspeed legend George Duncan who raced in the first F3 race at the 64 Gold Cup in his U2 Mk4 and later raced the ex-Peter Craven Lotus 22; Cyril Linstone, saviour of Emerysons various and himself a period 500 Emeryson driver; and Ian and Bev Phillips have nearly finished their French property renovation – Ian is missing the BMC and looks to return to FJ with one, or an Elfin.

Saturday morning saw a return to full scrutineering in supplement to the advance online declarations, followed by testing. Philip Buhofer, already with a two-hour immigration queue at Heathrow behind him, had fuel feed problems in the 27, but digging deep into the tanks by Andy Willis removed extraneous material from the rebuild and all was cleared. Peter Anstiss took Bob Birrell’s 20 out for a test, but sudden loss of brakes sent him into the gravel at the hairpin, and a team of helpers including Bob Juggins and Alex Hallett were working to get brakes, at least at the rear, in time for the race. There were no incidents for the rest.

QUALIFYING

Qualifying was just after lunch, and Alex Morton had a flat battery and/or defective master switch in the holding area, but after much fiddling was late away. The Hall and Hall team were also late out, still having their lunch when the cars left for the track, having read only an earlier timetable; much rushing and they both managed a couple of laps to qualify. Bob Birrell, however, did not manage to get out, so later did 3 laps with the HF3s.

Out on track, Adrian Holey’s Ausper T3 broke a drive shaft, while Chris Chilcott managed two spins, and to record 9th place for the grid in just one flying lap, only to rev the poor engine into oblivion in neutral as he exited Old Hall on his second timed lap. Sadly that was weekend over…

Championship leader Nic Carlton-Smith was experiencing overheating in the Kieft, and although fortunately controlled, the origin of the problem was not resolved. Also in Class C it was great to see our sole Period FJ driver, Jeremy Bouckley, going so well in the Peter Denty T56, now with ERSA gearbox, with Peter and Sue on hand all weekend and enjoying the camper experience.

Another scrutineering check after qualifying for (inter alia) points and then a full briefing for all drivers, with Andy D-C of HSCC giving a welcome, and an added reminder about the need to pull off track immediately if you have an issue.

RACE ONE

Race one was second off the block on Sunday, but because of the Church noise curfew, not till a very respectable Midday: Robin Longdon was an unfortunate nonstarter in the Lola Mk 3; poor Robin woke up in the motorhome unable to move, and only a stiff injection from the circuit Doctor eventually enabled him to get up, but there was to be no more racing this weekend, and his Lotus Elite DAD10 was to remain on its trailer too.

Clive Richards, in the ex-Johannes Kistler, ex-Tommy Reid, 22 was clearly the man to beat, even showing Mark Shaw a clean pair of heels. When Mark spun before the second chicane, ending up on the short track, and then pitted to check that there was nothing wrong, the victory was assured, ahead of the beautiful ex Ford France 27 of Nick Fennell. In fact, poor Geoff Underwood was losing oil, and this was the likely cause of Mark’s “handling” issue! Others in driveshaft trouble were Martin McHugh in the iconic North Star Mk 1 and Adrian Holey, again: the other one this time!!

Mark Woodhouse was going very well in the family 20/22, and finally got into 3rd spot ahead of Adrian Russell, only to have the place taken away on the countback after Robert Goodwin’s Kieft left a trail of oil around the circuit, causing Philipp Buhofer to spin, which brought out the red flag with two minutes to go, fortunately ahead of any serious incidents.

Nic Carlton-Smith secured Class C, Martin Aubert, Class D, with Class D trophies also for Stefan Jobstl and a beaming David Drew in the ex-Morton Ausper T3. Justin Fleming deservedly led the small Front engined brigade, having had their own outing the weekend before at Mallory Park.
Following the race, all cars were weighed at parc ferme.

RACE TWO

All drive shafts were repaired in time, with only Underwood being a last-minute nonstarter after the Speedsport Team warmed the engine pre-race.

This time Clive Richards was once more in a class of his own, with Mark Shaw in the BT6 in distant pursuit; third place however was an excellent smooth performance from Stuart Jones, with Mark Woodhouse again a great 4^th. Nick Fennell went out however, but at least safely, with a broken throttle cable.

A good battle towards the rear of the field had the two Cooper T56s of Jeremy Bouckley and Peter Fenichel pursued by a fast on the day Alexis, enlivened when a mildly off form Graham Barron joined the fray. Justin Fleming found no track left in trying to pass John Hutchison Jnr’s Envoy into Cascades on lap two, and spun on the grass, fortunately without contact, rejoining behind this battle. Eventually Duncan wisely dropped back from the Fenichel T56, which had started to exude an oily liquid onto the following windscreen.

Championship leader Nic Carlton-Smith kept the overheating Kieft under control to win Class C from Keith Pickering’s Britannia, although not without Keith having been ahead for a time, and Adam Sykes, a welcome returnee, coming between them at the end in the family Merlyn Mk5/7. Martin Aubert had also had to earn his Class win in D, when, early on in the race, he lost all gears except 2nd and 3^rd. “Keeping Adrian Holey at bay was very very interesting, I had to work hard. Martin finishing just 0.3 ahead at the flag. John Arnold’s Elva 100, ex-USA, was a welcome Front-engined winner.

The second of two jolly prize-givings concluded the day’s proceedings, while Dr Tim Child, a glutton for punishment, headed all the way to Castle Combe with a somewhat battle scarred Alfa Romeo GT to race there on Monday, in a race that had been postponed from the washed out second day of the Autumn Classic last year.

A really good weekend enjoyed by all on and off track, next Championship round at Spa…

DCPR

SILVERLINE FRONT ENGINED CHAMPIONSHIP  – ROUND 3

John Taylor Memorial Trophy Race

ENTRY

A few potential runners were keeping their “powder dry” in anticipation of the Goodwood Revival in a few weeks time. Despite this, a very decent total of 18 cars entered of which only one didn’t appear. Most were our regular friends of particular interest was the reappearance of Xavier Kingsland’s early Hillwood a pretty car which, unusually for a British car, had a FIAT engine. The driver was Tom Waterfield, a newcomer to Formula Junior but a regular and well known driver in VSCC races.

A familiar car (and equally well known driver) was the Mitter DKW of our friend Rudolf Ernst a great effort to overcome the travel “poo traps” and the Mitter was looking resplendent.

A neat family team arrangement saw Keith Roach being engineered by son Stuart and Andrew Hibberd being looked after by father Michael (winner of the first John Taylor Memorial Trophy 20 years previously.)

QUALIFYING

Two important cars didn’t show for qualifying. The Mitter was excluded from qualifying having failed the noise test this surprised the crew who had carefully measured the noise level before the meeting and the car remained unaltered from previous pass results perhaps the conditions for measuring among pre-war aero engine monsters may not have been ideal. The other absentee was our leader Duncan who had a pressing family engagement but thankfully both were allowed to race, albeit starting at the back of the field.

The opening laps of qualifying seemed to indicate that Chris Drake was going to be the man to beat: he pulled steadily away from Andrew Hibberd until after 6 laps, he pulled in a serious Mal a tete (the Terrier not Chris) but it was the end of his day.

Thereafter, Andrew increased pace and took a comfortable pole.

The sensation of qualifying was Tom Waterfield who, caught in traffic, found his way past and qualified a remarkable 3^rd fastest equalled by Nick Taylor who did an identical time  but 9 laps later.

Sadly James Owen lasted only 2 laps before his recently installed brand new differential expired and he was homeward bound.

THE RACE

Andrew Hibberd took an immediate lead, pressed initially by Nick Taylor who had increased pace since qualifying. As Hibberd drew clear, Iain Rowley (in Ian Robinson’s Lola Mk2) joined battle with Nick Taylor’s Elva 100. Iain eventually squeezed past on approach to the Esses and seemed to have 2^nd place secure on the penultimate lap, he suspected a brake problem and Nick needed no second invitation to retrieve 2^nd place, which he held to the flag. Tom Waterfield had a lonely but consistent race to a comfortable 4^th place – a superb result in a car which he had never previously driven.

It was really gratifying to see the Mitter going so reliably and well – this car epitomises the very early months of Formula Junior in Europe and is a real credit to Rudolf who, it must be said, drove superbly, his fastest lap being only 4 seconds more than the winning Lola.

Bernard Brock’s Elva lasted less than a lap before expiring causing waved yellow flags (which I’m happy to report were scrupulously obeyed). At the other end of the race, poor Keith Roach had a rotor arm break causing a last lap retirement after a good competitive race.

Colin McKay had his Ford engine Gemini overheat and stop after only 1 lap.

THE PRIZEGIVING – THE JOHN TAYLOR MEMORIAL TROPHY

Before the usual prizegiving, Period Junior Driver Jeremy Bouckley gave a short history of John Taylor at Mallory Park. John drove for Bob Gerard mainly in Coopers he held the outright lap record at Mallory (in a Cooper FJ). He won numerous Formula Libre races (an important feature of racing in the 60s) and his Cooper was upgraded to F1 specification by fitting a 1500cc Ford engine. He competed regularly in the then popular non championship F1 races before driving a David Bridges Brabham BRM in the French Grand Prix where he scored a Championship point, followed by a 8th in the Dutch GP. Sadly at his next World Championship race at the fearsome Nurburgring, he was involved in a collision with another car and in the resulting accident, he sustained injuries from which he later died. A grim day, in grim conditions of fog and rain (I was there in the press stand).

As in previous years, his widow Irene joined us and presented the magnificent John Taylor Memorial Trophy to Andrew Hibberd.

by Bob Birrell

Copenhagen Historic Grand Prix 2021; 6^th – 8^th August

Last year, the CHGP was cancelled since the Covid restrictions meant that no spectators would be allowed. This year, the event ran as scheduled, but Covid travel restrictions and the carnet requirement for British participants had a very adverse effect on the number of entries for the Formula Junior race. Only ten were entered and when David von Schinkel (Spider-BMC) and Reijo Heurlin (in the Finnish one-off Lotus 20 copy “Elhoo”) were unable to attend, only eight remained. With the rate of attrition usually being high in Copenhagen, there were fears that there would not be many left for Sunday’s finale.  

The format was timed practice Friday evening, which decided the grid positions for Saturday’s race. The outcome of this race gave the grid positions for the all-deciding finale on Sunday. The eight of us who showed up were Christer Larsson (Cooper T52), Robin Longdon, who had a drive in Jac Nellemann’s Alfa Dana, Jac Nellemann himself (Volpini), John Neel in the Lova-DKW Mk 10 (once owned by Chairman Duncan), me Lars-Goran Sjoberg (Cooper-Ford T59), Petter Huse (Focus-Ford Mk IV), Hans Hillebrink (Lotus-Ford 20) and finally Mogens Christensen making his Formula Junior come-back in Rich Spritz’s BMC Mk 1. Rich had planned to come to Europe for Copenhagen and the Oldtimer Grand Prix, but when the latter was canceled, he decided it was not worth the trip for only one race. Mogens, who is housing the BMC for Rich here in Europe, then got the offer to drive it. In other words, it was a Viking only list with Robin being the only exception (but living in Knutsford, maybe qualifies him as half-Viking). Four Category E cars (1958-60) and four Category F (1961-63).

Friday noon meant the usual parade from the track at Bellah¸j into Copenhagen city centre and the Town Hall. In the absence of Iain Rowley, Robin Longdon had been entrusted with driving the Formula Junior drivers in Jac Nellemann’s early 50s Chevrolet station wagon, all under escort by policemen on motorbikes, who made sure that no one had to worry about minor disturbances such as traffic lights showing red. The reception at the Town Hall included speeches by the Lord Mayor of Copenhagen, Jac Nellemann and the Chairman of the Danish motorsport union followed by the delicious Town Hall pancakes, all in the presence of HRH Prince Joachim of Denmark.

Timed practice followed on Friday evening. On my fourth lap, which was the first trying to go fast, I lost it in the corner before the start/finish straight and hit the wall. The Copenhagen track is very unforgiving:  Huse, who was behind me, completed his fast lap, but then the double yellow flags after my crash meant it was not really possible for anyone else to post a fast lap for the remainder of the session, especially since the safety car was deployed with a couple of minutes left. This left Petter Huse with pole position almost nine seconds ahead of Jac Nellemann. I was awarded third fastest time followed by Longdon, Hillebrink, Larsson, Christensen and Neel. At a post-practice technical control, Larsson’s Cooper T52 was, however, found too noisy (111 dB against a max limit of 105) and he was excluded from the session and moved to the back of the grid. Despite his quick time, Petter had brake problems and had to take the escape road through the bus stop chicane on one occasion. Also Hans Hillebrink said his brakes felt unreliable, while Christensen was trying to overcome gear selection problems. Last but not least John Neel said the Lova was suffering from teething problems including binding brakes. The Lova, with its DKW engine, sounded and looked like a jet fighter with afterburner, with unburned fuel causing a nice standing flame from the silencer. It seemed to be normal routine to quench the fire in the silencer with water, when the engine was stopped.

There was a threat of showers for both Saturday and Sunday, but the track stayed dry for the Formula Juniors. Race one saw the grid reduced to seven starters, with my T59 hors-de-combat. Huse had replaced a leaking calliper to cure his brake problems and Hillebrink had also made some adjustments. Larsson had managed to get his Cooper’s noise level down below the limit and was allowed to start from the back of the grid. Huse was fastest away at the start ahead of Hillebrink, Longdon, Larsson, Nellemann, down to 5^th after a bad start and finally Christensen.  Neel’s Lova had stopped on the formation lap, so the safety car was deployed on the 1^st lap to allow recovery of the stricken Lova. Unfortunately Mogens Christensen was forced to retire the BMC on the first lap as he was unable to select anything but first and second gear. When the safety car pulled in and the race was on again, Huse took a commanding lead well ahead of Hillebrink. After a couple of laps, Nellemann caught and passed Larsson and the two of them closed in on Longdon. A lap later, however, Nellemann was another retirement, parking his Volpini with only fourth gear remaining. Larsson hung on to Longdon, who suffered from bad brakes, but was unable to pass, being two tenths of a second behind at the finish. The finishing order was Huse, Hillebrink, Longdon and Larsson, which decided the grid positions for Sunday’s finale.

The four survivors from Saturday’s race were joined on the grid for the finale by Mogens Christensen, who, with the help of Robin Longdon, had fixed the gear selection problems. Unfortunately, the Volpini’s gearbox issues could not be repaired, so Nellemann was a non-starter as was John Neel. Hillebrink took the lead at the start, but was passed by Huse after the first corner, who then cruised on to a comfortable victory 3.5 seconds ahead of Hillebrink (compared to his Saturday winning margin which had been close to one minute). Initially Longdon and Larsson were nose to tail in third and fourth, but then Larsson started to drop back with brakes that gradually got worse. Christensen, finally, now with all gears available, made it to the finish in fifth position, of course not risking anything in Rich Spritz’s car. All three on the podium received champagne, flowers, and for the winner a nice Certina watch.

The Copenhagen Historic GP has now been granted permission for the next three years by the City of Copenhagen. Hopefully, we will see more FJ entries during the coming years. The aim is to have so many that there can be separate grids for front- and rear-engined cars. An upgrade of the circuit to the status required for hosting a round of the Lurani Trophy is also in the plans.

by Lars-Goran Sjoberg