Episode one of our Motorcycle Adventure in the Australian Outback. Some background and bike preparation.
lundi 6 avril 2015
A Record-Breaking 254MPH in an MG in 1959
Phil Hill braves the Bonneville salt flats in this experimental, with the emphasis on mental, teardrop MG. In it, he beat the flying mile record for the time by spooling it up to a mighty 254 miles per hour.
In a 1.5-litre MG!
The car is MG’s experimental land speed record car – EX-181. In it, Stirling Moss had driven to a land speed record of 245 miles per hour in 1957. MG clearly thought that the car had more in it, so they took it back home and kept developing it.
In the years that followed EX-181’s little 1.5-litre twin-cam supercharged MG A motor was bumped up from 1489cc to 1506cc. This enabled it to put out more than 300 bhp at a feisty 7300 rpm, running on methanol laced with a cocktail of nitrobenzene, acetone and sulphuric ether.
It was Phil Hill’s turn in the machine in 1959, and this brilliant little clip chronicles the team’s efforts on the iconic salt flats. Check out the driver’s seating position all the way out front!
Enjoy this stunning vintage footage of the fastest MG ever built, then the fastest 1.5-litre car in the world, at the hands of Formula 1 World Champion and 24 Hours of Le Mans winner Phil Hill.
And for a little more classic footage going behind the scenes making the car, hit go on the second video!
EX181 info via MGA Guru
MORE MG: Rally Monster – MG Metro 6R4
While you’re here, take a look at what’s on offer through our newly released premium content delivery service, Motorsport Retro Premium;
BSMC GEAR GUIDE #53
A beautiful womens retro leather bike jacket, a stunning new collaboration lid, some great gummy grips, leather and selvedge denim gloves and some straight up no-nonsense selvedge denim. All here in this weeks Gear Guide.
PRODUCT REVIEW GRIFTER RANGER GLOVE
A few weeks ago we reviewed the Grifter Onyx Ranger Wool Lined Glove, which have served me well through the late winter and early spring. With the first warm spring day I tried their Ranger Glove, and it’s ever bit as good as the wool lined Onyx Ranger.
The Ranger glove is made in the USA, and blends Grifter’s staple classic “vintaged” brown Bison skin with 12 oz American Cone Mills White Selvedge Denim. The Bison is a soft, highly abrasion resistant hide, and is hand oiled to preserve and protect. The Denim is premium heavy gauge. This is an unlined glove that is designed for spring/summer.
These are a very tactile pair of gloves from the outset, provide accurate feedback. They’re comfortable and well cut, with a sensible anatomical fit. These have the look of a simple work glove, but with the technical detail of dedicated bike kit.
“If you are looking for a unique blend of style and function, The Ranger glove will exceed your expectations.”
Grifter are born out of the alternative custom scene, a rejection of mass produced sweat -shop bike gear. Grifter sought out quality American glove makers in Gloversville to manufacture small runs of high quality distinctive styles that speak to the individualism of their customers.
These gloves run small, so it’s best to order a size up. These are terrific and look great and work as a good bike glove should. They’re sensibly priced too.
LEWIS LEATHERS RAW DENIM JEANS
Lewis Leathers are the UK’s oldest manufacturers of motorcycle clothing, having begun life in 1892. The company supplied early aviators, motorists and motorcyclists with protective clothing against the cold and damp British climate, and in the 1950s launched the Bronx, which has become the iconic biker jacket, popular still today in the contemporary custom scene.
Lewis manufacture a stunning pair of raw denim jeans. The rugged 15oz selvedge denim is fitted with exposed copper rivets at all points of wear and tear. These premium jeans are manufactured in Okinawa by a single machinist, like Lewis Leather jackets, each pair has its own character.
“Lewis Leathers are proud to keep tradition alive, and the embroidered logo on the jean pocket is a perfect example.”
The embroiderer has been honing his craft in Okinawa for over 50 years – producing hand-guided, embroidered souvenir jackets for American servicemen from the nearby US military base.
Lewis Leathers recommend the jeans be worn for three to six months before the first wash to encourage unique and desirable fade characteristics. The dark indigo denim will then develop distinctive subtle shades of blue at points of stress and wear – “…a snapshot of the the way you live your life.”
The jeans are available in regular and slim fit, and will satisfy even most discerning denim geek.
CED BY CED 101 CONCEPT WOMENS LEATHER JACKET
CED BY CED is a motorcycle fashion brand founded by Javier Cederbojm in Buenos Aires. At the heart of the blossoming Argentinian new wave custom scene, Javier decided to combined rugged motorcycle wear with strong fashion styles. Made from robust local hides, Javier designs for both men and women.
His womens designs are a refreshing departure from the usual badly styled and even worse fitting offerings from the major bike brands. He uses fashion references both contemporary and retro to create jackets that are tough enough to be worn on a bike, and stylish enough off to inspire confidence off it.
The 101 Concept is fringed asymmetric Perfecto style jacket with studs and tassels constructed from strong cow hide. This has an unmistakeable Easy Rider late sixties/early seventies feel, but with a contemporary cut. Whether on a bobber, rat chopper or a brat, this will look great and offer a decent level of protection (although they are not armoured).
You can also customise these jackets, choosing different leathers, colours, zips, buttons, lining and other details.
BELL BULLITT X BARN FRESH HEY HO COLLABORATION HELMET
The Bell Bullitt has established itself as a premier open face retro helmet, and Bell have excelled themselves with a steady stream of Special Edition colourways.
The Barn Fresh Hey Ho Special Edition is a collaboration featuring a playful bold design from Amsterdam based artist Leonard Schuurmans.
Inspired by the classic Bell Star helmet the Bullitt it has a great retro look but with all the modern touches you would expect from a manufacturer like Bell. The detailing is excellent with meshed air intakes, and lined in a decent grade leather. The visor is easily moved to the open position. The Bell Bullitt is ideal for riders who want a vintage look but with the added comfort and protection a contemporary full face helmet provides.
The Bell Bullitt is road legal in the UK and Europe with a full ECE 22.05 Euro Safety Rating.
POSH FACTORY GRIPS
Japanese Posh Factory take handlebars really seriously, making some of the most stunning controls, switches and mounting brackets for your custom ride. They also make the most gorgeous gum grips. These are exquisite, and made to the same high standards as everything they make. The fit and finish of these is unparalleled.
Posh Factory was is established in 1990 in Tokyo and has developed as one of the premier manufacturers of custom motorcycle parts in a very discerning market, where a microscopic attention to detail is the starting point. “Posh takes great pride in its start-to-finish production system which makes producing purely “Made In Japan” parts possible.”
These lovely things come in black, white, light brown, flake red, fake silver, and new flake smoke. Available in 1″ and 7/8″
via The Bike Shed
Yamaha Tenere 2015 Adventure Setup
20ème RALLYE TERRE DES CAUSSES ; Jean-Marie Cuoq n’est jamais rassasié !
Champion de France des Rallyes Terre en titre, Jean-Marie Cuoq (Citroën C4 WRC)
commence sa saison 2015 comme il avait terminé la dernière, par une victoire.
Auteur de 7 meilleurs temps sur 10 possibles, il devance Julien Maurin (Ford Fiesta
WRC) et Lionel Baud (Ford Fiesta WRC). Vincent Dubert s’impose en Championnat de
France Deux Roues Motrices au commandes de sa Citroën DS3 R3. En Citroën Racing
Trophy c’est Denis Millet qui l’emporte, tout comme José Suarez en 208 Rally Cup.
Avec un meilleur temps dans la première spéciale du jour, Julien Maurin mettait la
pression sur Jean-Marie Cuoq. Malheureusement, une crevaison dans l’ES 8 ruinait tous
ses espoirs puisqu’il concédait plus de 17 secondes sur la tête de course. Venu en Aveyron
afin de réaliser une séance d’essai grandeur nature, le double Champion de France des
Rallyes ne prenait plus de risques et se contentait d’assurer en fin de course. Jean-Marie
Cuoq remportait ainsi sa cinquième victoire sur le Rallye Terre des Causses.
Derrière ces deux hommes largement au dessus du lot ce week-end, Lionel Baud montait
sur la dernière marche du podium au terme d’une course rendue difficile par le
comportement peu satisfaisant de sa Ford Fiesta WRC.
Présent ce week-end afin de préparer ses prochaines échéances en WRC2, Stéphane
Lefebvre conduisait sa Citroën DS3 R5 à une brillante quatrième place. Il devançait
Arnaud Mordacq (Mitsubishi Lancer Evo9) qui s’imposait en Groupe N, et Cédric Hennion
(Citroën DS3 WRC).
Stéphan Codou (Subaru Impreza), véritable animateur de la course avec des temps
incroyables en Groupe N, se voyait pénalisé en fin d’épreuve pour un pointage en retard
au cours de la dernière assistance. Il terminant ainsi en septième position devant le
revenant Stéphane Chambon. Aux commandes d’une voiture qu’il découvrait, une Citroën
DS3 R5, l’ancien motard profitait de cette course pour se remettre dans le rythme de la
compétition.
Pour sa première apparition en 208 Rally Cup, José Suarez ne faisait pas de détails.
Leader du début à la fin, le pilote espagnol, protégé de Carlos Sainz, remportait sa
première victoire en France devant Jordan Berfa et François-Xavier Blanc.
Denis Millet s’imposait en Citroën Racing Trophy après une belle bagarre face à Vincent
Dubert. Hélas, ce dernier perdait du temps en fin de rallye et laissait Frédéric Hauswald
prendre la deuxième place finale. Troisième, Vincent Dubert se consolait avec la victoire
en Championnat Deux Roues Motrices. Le pilote de la Citroën DS3 R3 devançait François-
Xavier Blanc (Peugeot 208 R2) et Jean-Paul Monnin (Peugeot 208 R2).
Les réactions
Jean-Marie Cuoq (Citroën C4 WRC), vainqueur : « L’objectif était de marquer de gros
points ce week-end et on repart avec la victoire, c’est bien. J’avais envie de bien
m’appliquer et c’est ce que j’ai fait. Je suis content de gagner devant Julien Maurin qui
est devenu la référence des pilotes français en Championnat de France. Cette victoire
montre que le Championnat de France des Rallyes Terre n’est pas un championnat au
rabais… »
Julien Maurin (Ford Fiesta WRC), deuxième : « Aujourd’hui nous avons testé les
pneumatiques tendres en vue de notre participation au Portugal. Ca s’est bien passé,
c’est dommage que cette crevaison nous fasse perdre tout ce temps, mais ce n’est pas
très grave… »
Lionel Baud (Ford Fiesta WRC), troisième : « J’ai fait une touchette dans la dernière
spéciale. J’ai alterné le bon et le moins bon tout le week-end. Je suis tout de même
satisfait car j’ai beaucoup appris sur les réglages de ma voiture. Il faudrait peut-être
rouler encore plus entre les courses… »
Vincent Dubert (Citroën DS3 R3), vainqueur de la manche du Championnat de France
des Rallyes Terre Deux Roues Motrices : « Je suis déçu de terminer à la troisième place
du Citroën Racing Trophy, mais cette victoire en Championnat Deux Roues Motrices est
une consolation… »
José Suarez (Peugeot 208 R2), vainqueur en 208 Rally Cup : « Pour une première avec
la 208 R2 sur la terre, je suis vraiment content. La confiance est venue dès ma première
rencontre avec l’équipe et la voiture… »
Denis Millet (Citroën DS3 R3), vainqueur en Citroën Racing Trophy : « Après ma sortie
au Touquet, je devais vraiment marquer de gros points ce week-end. Avec 4 secondes
d’avance au départ de l’avant dernière spéciale, rien n’était joué. Il fallait bien rouler et
attaquer. Je ne me suis pas fait de frayeurs, je devais rouler comme ça sur tous les
rallyes ! Je suis rassuré, j’ai retrouvé la confiance… »
Classement provisoire :
1.Jean-Marie Cuoq - Marielle Grandemange (Citroën C4 WRC), A8W en 1:25:16:0
2.Julien Maurin - Nicolas Klinger (Ford Fiesta WRC), A8W + 1:03:7
3.Lionel Baud - Pascal Serre (Ford Fiesta WRC), A8W + 1:53:2
4.Stéphane Lefebvre - Stéphane Prévot (Citroën DS3 R5), R5 +2:22:0
5.Arnaud Mordacq - Frédéric Vauclare (Mitsubishi Lancer Evo9), N4 + 6:35:4
6.Cédric Hennion - Patrick Isnard (Citroën DS3 WRC), A8W + 6:40:2
7.Stephan Codou - Stéphane Triaire (Subaru Impreza), N4 + 6:42:1
8.Stéphane Chambon - Antoine Paque (Citroën DS3 R5), R5 + 6:47:8
via FFSA
Meet the two-tone, $200,000 Range Rover SV Autobiography
Land Rover has used the 2015 New York Auto Show to debut its new flagship Range Rover, named the SV Autobiography. Available in standard or LWB form, the SVA will become the most powerful, luxurious and expensive series-production Range Rover ever…
Inheriting the top-level duties previously carried out by the Autobiography Black, the new trim line brings Bentley-like levels of luxury to the popular off-roader. It’ll be outwardly identifiable by its two-tone paintwork (the black upper body is offered in tandem with one of nine other colours), along with a chrome front grille, SV Autobiography badging and new wheels.
Tailgate picnic
Of course, where the SVA really sets itself apart from lowlier Range Rovers is inside: Windsor leather and knurled aluminium abound, while occupants can hang their shooting jackets on the rear coathooks before taking lunch on the stirruped ‘Event Seats’, which deploy from the rear luggage compartment. The most powerful iteration is the 550HP variant of the familiar supercharged 5.0-litre V8, albeit tuned to favour comfort and refinement.
The 2016 Range Rover SV Autobiography will go on sale this year, with prices starting at $199,495 in the USA and £148,900 in the UK.
Photos: Land Rover
You can find many modern and classic Range Rovers for sale in the Classic Driver Market.
Unsung Cars of the Big and Small Screens
By AMOS KWON (http://gearpatrol.com )
For car people, it’s almost easier to remember iconic rides from the big and small screen than it is the actors and actresses who drove them. The Aston Martin DB5 fromGoldfinger, the Ford Mustang GT 390 from Bullitt, the Ferrari 308 GTB fromMagnum, P.I. sit closer to our hearts than Sean Connery, Steve McQueen and Tom Selleck do. But, in the midst of all the filmic automotive fame, there are the less renowned vehicles that show up only deep in the credits. These vehicles are still worthy, though, and each have their own respectable automotive chops. And so, we now present the supporting, but no less important, cars of film and TV.
MORE CAR STARS: Audi Sport Quattro | The Jensen Interceptor | The VW Karmann Ghia
Buick Regal GNX
Fast & Furious (2009)
The blocky and dark GNX isn’t the flashiest car in The Fast & The Furious movies, but that’s a good reason to love it. Dom and Letty get themselves into a pickle trying to hijack a high-octane fuel tanker, and the GNX saves their bacon in classic and crazy F&F style. The GNX was good for 276 horsepower and 360 lb-ft of torque (though the movie car was portrayed as having been seriously modified, of course). The GNX was built to be the “Grand National to end all Grand Nationals”, with the help of a Garrett T-3 turbocharger combined with a larger capacity intercooler, a free-flow exhaust with twin mufflers, a Turbo Hydramatic 200-4R transmission with a custom torque converter and a transmission cooler. The car clocked 0-60 mph at an impressive 4.7 seconds, though we imagine Mr. Toretto’s version would cook that number with ease.
Mercedes-Benz 220S Cabriolet
North by Northwest (1959)
We’re not exactly sure how Cary Grant survives the drunken car chase on the Long Island coastal road, but it was probably good he had the heavy steel of a Mercedes220S around him. The 2.2-liter inline-six engine was good for 100 horsepower — not exactly powerful for an over-3,000-pound German convertible, but it looks like Grant was easily able to hit the car’s 110 mph top speed while missing nearly every apex. It’s just the kind of car a fashion plate like Grant could be caught dead in, anyway, since the car — with a gorgeous, tall rectangular Benz grille and chrome trim running tip to tail — was the pinnacle of high style. The Benz actually gets mentioned twice in the script and manages to escape unscratched (much less banged up than Grant’s bewildered Mr. Thornhill).
Lamborghini Jalpa
Rocky IV (1985)
Ignore the Rainbow Brite track suit Sly is wearing, and just focus on the car he’s washing: a gorgeous black Jalpa (pronounced “hal-pah”). The subtly styledLamborghini Jalpa paled in comparison to the far more dramatic and angular Countach, and the car proved that Rocky had a bit more taste than his satin tiger motif jackets would indicate. The 255 horsepower V8 engine launched the Jalpa to 60 mph in under six seconds and allowed it to hit a top speed of 146 mph. Stallone’s Jalpa is probably less memorable than his Firebird Trans Am from Rocky II, but it is no less cool.
Volvo P1800
The Saint (1962-1969)
Roger Moore’s Simon Templar could’ve driven a Jaguar E-Type, but the show went with one of the sexiest cars to ever make the small screen — and it was a Volvo at that. With the “ST1″ license plate and a beautiful, pristine white paint job, the P1800 looked the part as a mysterious vigilante’s daily driver. The fact that it was Volvo’s first successful sports car made it even more attractive as a unique choice for a sophisticated TV hero. 100 horsepower from its 1800cc inline-four engine gave it pep with a top speed of 110 mph, and the standard manual transmission allowed good driver control. A total of three P1800s were used in the show, and Moore loved the car so much, he even got one himself.
Ford Falcon XB GT “Pursuit Special” V8 Interceptor
Mad Max (1979)
If there’s a car you’d want for the apocalypse — and you can’t afford a Mercedes-Benz G-Wagen — then look no further than Mel Gibson’s Pursuit Special. Mel trades up his Main Force Patrol yellow, red and blue inline-six-powered Interceptor for the markedly more sinister V8 Interceptor. The Aussie car’s humble beginning was a white 1973 Ford Falcon XB GT Coupe modified with a Weiand 6/71 Supercharger, a chiseled Concorde-style front end with menacing light covers and quad exhausts on each side. The V8 engine spit out 600 horsepower to the rear wheels, which we can easily believe based on the chase scenes on the wide open roads of the Outback.
GAZ 3110 Volga
The Bourne Supremacy (2006)
This Russian-made taxi is easily the most unattractive car in this group, but the way it’s driven is brilliant enough to give it real automotive street cred. Matt Damon’s Jason Bourne takes the bare-bones 3110 and does things with it that would shred a beaded seat cushion. Though the stock 3110 was outfitted with a paltry 131 horsepower engine, crappy electronics and the build quality of a Jenga tower, the heavy steel body made it just the kind of car Bourne would pick for a demolition derby on the streets of Moscow. Rumor has it that the film car actually had a BMW 3.0-literinline-six engine, which explains the nutty speeds Bourne reached, but we like to think he could do extraordinary things with the absolutely ordinary.
Mercedes-Benz W116 450 SEL 6.9
Ronin (1989)
Just about every other car in the John Frankenheimer thriller upstages the rather conservative brown Merc, but that doesn’t make it any less worthy of an honorable mention. In fact, the W116 was a true sleeper — a performance version of the S-Class sedan with a 6.9-liter V8 engine good for 286 horsepower and 405 lb-ft torque. It was touted as the world’s fastest luxury sedan during its time, and the adjustable hydropneumatic suspension from Citroen made it handle like a much smaller car when driven hard. Plus, is there anything cooler than having Robert De Niro fire a rocket launcher out the sunroof when Jean Reno is hammering it? We think not.
Chevrolet Impala Convertible
Fear and Loathing in Las Vegas (1998)
Terry Gilliam is one weird but gifted director. His use of the big Red Shark Impala for the movie is true to Hunter S. Thompson’s book and is just the type of car a couple of Vegas-bound druggies would choose. In fact, Thompson even lent his actual car to Gilliam and Depp prior to filming. It was powered by a big 400cc V8 engine, which the heavy beast needed to get moving, and though it was never meant to be driven as hard and fast as it was in the movie, the role worked like a charm. In the majority of the major scenes, Depp’s Raoul Duke character used the 1971 Impala, but if you look closely, in some shots a ‘73-74 Caprice is used. Regardless, we can’t imagine Duke and Dr. Gonzo’s adventures taking place in any other vehicle.
1970 Dodge Challenger R/T 440 Magnum
Vanishing Point (1971)
This cult classic starred a 1970 Dodge Challenger R/T 440 Magnum with a supercharged 6.98-liter Hemi V8. Barry Newman (Kowalski) took the role as its embittered driver, attempting to deliver it from Denver to San Fran in 15 hours while evading cops, muggings and all manner of trouble. Dodge’s powerful answer to Chevy’s Camaro and Ford’s Mustang took the form of 425 horsepower to the rear wheels and 410 lb-ft of torque, more than enough to get into and out of trouble in no time flat (while also kicking up big, fat billows of desert dust).
Mercedes-Benz 560 SEC C126
Road House (1989)
It’s an odd choice for a mulleted Patrick Swayze, but not a wrong one. The light blue Merc 560 SEC was exotic, fast and a nod to Dalton’s slightly heightened sense of style. In fact, in 1989, the SEC 560 was one of the most sophisticated cars you could buy. Refined wood, leather interior, heated seats, ABS and racy styling — the Dalton was a downright foreigner in good ol’ Jasper, MO. But the car also had the guts to move, with 300 horsepower, fat rubber and a limited-slip differential. Thankfully when the Merc meets its bullet-riddled demise in a rolling fireball, it’s actually a cheaper and less exclusive pre-1985 SEC that takes the hits. Dalton wasn’t all brawn and no brains, you see.
Sir Jackie Stewart – “I was the first person to spray champagne in Formula One”
Great Britain’s only triple Formula One World Champion, Sir Jackie Stewart, has dedicated a huge part of his life to top-level motorsport. Classic Driver catches the high-achieving Scot in a relaxed mood...
Sir Jackie, your sporting career has roots in clay pigeon shooting; quickly transferring to motor racing in the early 60s, how were you able to learn your race craft so quickly?
I bought an immaculate Austin A30 when I was 16, working as a mechanic. I drove it everywhere once I’d passed my test at 17. It took me all round the country attending shooting competitions, from Scotland to – on one occasion – Bournemouth, where I won the English Double Rise Championship. Later, I had an Austin-Healey Sprite that was fitted with a Speedwell conversion, supplied by Graham Hill, no less. Also, because my brother was a racing driver, I became very involved as a mechanic, preparing an AC Bristol and a Porsche 356 Super 90 to begin with, attending countless hillclimbs and track races in the process. I was so well bitten by the driving bug from an early age that, when I eventually started to race at around 23, driving and preparing cars was a natural thing. I was straight in and already a seasoned competitor.
Did your skills as a marksman play a role, too?
Yes, my shooting experience also had a lot to do with it. I learnt what I called my ‘management’ in shooting, a sport which was much more difficult than driving. If you make a mistake in shooting, the opportunity is gone, you’ve missed the target and you can’t get it back. Whereas in a racing car, if I made an error at the chicane at Goodwood for example, I could make it up at Madgwick or St Mary’s. Just one mistake in a shooting competition can take you off the podium. This is the reason I had so few excursions off the track during my career: I knew the cost of making mistakes.
When you famously and successfully campaigned to make motor racing safer, what was the biggest hurdle you had to overcome?
It was the complete blindness and ignorance of many of the racetrack organisers, who didn't see any need to improve track safety. The organisers at tracks such as Spa and the Nürburgring were the most obstinate. The naïvete and unawareness was one of the biggest problems – the lack of safety the whole way around both tracks was sacrilege. At Laguna Seca, they had fitted barriers behind trees and couldn’t understand why I was complaining and asking for them to be removed.
What about in the UK?
At Brands Hatch, one very important person informed me the trees growing beside the track didn’t need removing because they were “only young trees”, as if crashing into them didn’t hurt. You had to have some sympathy for these people though, as many of the tracks originated as dirt tracks, disused airfields or were in use before World War Two. The biggest challenge was one of education versus culture, a culture that they couldn’t understand.
The starting grid at the recent Melbourne Grand Prix was the smallest for a season-opener since 1958… what would you change to attract more F1 entrants?
You could introduce a different class, I suppose, the GP2 cars for example, but it’s important not to dilute the integrity of Formula One at the highest level. It remains the blue riband event in motorsport, with the highest rated drivers in the world. However, neither Bernie Ecclestone nor Jackie Stewart wants to see 14 cars on the grid.
Is it a case of capping team budgets?
Team budgets have always been a point of contention in the sport, even as far back as '54, when Mercedes-Benz arrived with its Neubauer transporter, for example. Having recently signed Fangio and Moss — and if we knew how much they were paid we’d be shocked, the German team effectively wiped out the other leading teams, such as Maserati and Ferrari. Maybe the spending has got out of control but, from my experience while operating Stewart Grand Prix, engineers will always want to spend more money in their search for more speed. That’s nothing new. Teams have reduced the amount of testing to save money, for God’s sake. The fact of the matter is, more than 300,000 people, including myself, attended the Australian Grand Prix — making it a very successful event; the magic is still there. The small grid was a bad start this year but I don’t think you should base any judgment on one Grand Prix. In 1966, I was fortunate enough to win at Monaco when there were only four finishers; it’s all part of Formula One. Another example: I drove a beautiful Mercedes-Benz W165 last year at Goodwood. This is a car that took 18 months to build in 1938, and was designed to win just one race, at Tripoli. Can you imagine what the budgets were in those days? People look back with stars in their eyes sometimes.
Why are classic cars and the business of ‘gentlemen racers’ so popular at the moment?
The types of cars driven by gentlemen racers were not as accessible in times past; there were no series and no events where they could be used. Nowadays, a great many of these cars are being driven by owner-drivers. There’s a great nostalgia in being able to turn the clock back and drive these beautiful old cars, some of which are performing far better than they ever did — although I suspect many are illegal. Sadly, I don’t think it’s something that will happen with modern Formula One cars, unlike my 40-year-old Tyrell, which you can just start up and drive. If you were invited to drive someone’s GTO, ERA or Birdcage, you’d jump at it. The lure of historic cars is brighter, stronger and more passionate than ever.
You’re well known for approaching projects with a certain style and correctness, which is very admirable. What can we expect from Sir Jackie in 2015?
Well… still being around, I guess. Still being as passionate for motorsport, still supporting and being able to contribute. Also finding new sponsors. I like to think I’ve brought more money into motorsport than any other driver. Building long-term relationships too, like the association with champagne – I was the first person to spray champagne in Formula One and I’m still with Moët & Chandon 40 years later!
You mentioned Sir Stirling Moss. Was he as much of a lady’s man in the 60s as some of his more recent statements suggest?
Absolutely, (he laughs), although he didn’t describe himself as being a lady’s man, he called it ‘chasing crumpet’ – and still does.
The series ‘Racing Legends’, in which we bring you a personal view of famous racing drivers, is kindly supported by the Credit Suisse Classic Car Program.
If you are not sure which historic racing event to attend this season, the Historic Racing Guide 2015 contains some excellent advice.
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