CAFÉ RACER 76

Relive the 2015 Goodwood Revival in these stunning images

The phrase ‘more than the sum of its parts’ couldn’t be more apt when it comes to the Goodwood Revival. These are the highlights from this year’s running of Lord March’s spectacular season finale…

Down to the last detail

The Goodwood Revival is all about the details. It’s the old ERA Grand Prix car being towed from scrutineering by a Series I Land Rover, the period-correct confectionary on sale in the 1950s Tesco’s supermarket, the immaculately presented chap in coat-tails who offers a cigar to the podium finishers, and the crisp early-morning air, heavy with the smell of coffee and Castrol R, as cars, visitors and nearby nests of birds are slowly awoken.

Fly the coup

When you’re not sure whether to look at the trio of Spitfires diving in overhead, or the 20-odd on the ground in the Freddie March Spirit of Aviation concours, assembled to celebrate 75 years since the Battle of Britain, you really have to pinch yourself. Joining every variant of the elliptical-winged beauty (including a Mk V from the 501 Squadron with six confirmed kills), was a number of significant Hurricanes, and the world’s only airworthy Bristol Blenheim bomber. Although the much-anticipated Vulcan, flying in its final display season, got within touching distance of Goodwood, a fuel leak sadly forced her to turn back.

The best Revival race ever?

There were mutterings that Saturday’s star-studded St Mary’s Trophy race might have been the best in Revival history, nine-time Le Mans winner Tom Kristensen battling from the very back of the grid in his mammoth ex-Holman Moody Ford Fairlane Thunderbolt to secure a stunning (second) victory, against a couple of seriously quick Lotus Cortinas and Frank Stippler on the ragged edge in the gorgeous Alfa Romeo 1600 GTA. The winning car was previously a Classic Driver team car, and the prior owners went to great lengths to bring it to the standard it is today.

A sensational (RAC TT) Celebration

Stippler also put on a deft display in the fabled RAC TT Celebration race, hustling his Cobra into third place, ahead of James Cottingham (of Classic Driver dealer DK Engineering), also driving a Cobra. Despite Chris Ward and Gordon Shedden’s dominant victory in their JD Classics-prepared Lightweight E-type, the action behind was frenetic throughout, as it was across almost all of the 16 races.

Snake-charming

Stippler’s phrase ‘Cobra-riding’ might have been a language transfer error, but we thought it was quite apt – all of the AC-based monsters were squirrelling into Lavant corner, more so as the brakes faded and the tyres wore. The distinctive yellow ‘Hairy Canary’ – locked in a battle with both the Colonel ‘Ronnie’ Hoare-liveried Ferrari 250 GTO and 250 LM – was actually cocking its front right wheel all the way through the long right-hander, and some way onto the back straight.

Long live the Landie

Classic Driver also took to the track, albeit at a rather more sedate pace. We were invited to ride along in ‘HUE 166’, the first Series 1 prototype, along with its original lead engineer Arthur Goddard, now 94. It was a poignant moment to witness Arthur – who had been specially flown over from Australia – look back at the Land Rover procession ‘Huey’ was leading, just as a pair of Spitfires performed a low pass overhead, tipping their wings in salute. “To us, we were just working on a commercial vehicle – as far as we were concerned, we weren’t doing anything special,” the humble Northerner told us, with a tear in his eye. “We could never have imagined it would become so iconic.” A tale for the great-grandchildren, we’re sure.

“Ferrari’s ass is mine”

Cobras weren’t just the stars of the TT, but quite possibly of the whole weekend. This year marks 50 years since Carroll Shelby’s Daytona Coupes knocked Ferrari off its perch, winning the 1965 World Sports Car Championship. Just six were built, and all were reunited at Goodwood for the first time in history. Both the car’s designer Pete Brock and ol’ Shel’s grandson Aaron were on hand to celebrate the occasion. “To continue Carroll’s legacy like this is really exciting, and he’d be really proud to see the enthusiasm – it’s magical,” Aaron told Classic Driver.

In a typically ‘Goodwood’ moment, he was the first in line for an autograph from Brock and period team drivers, Jack Sears and Allen Grant, following a re-enactment of Shelby’s 1965 season-opening press conference. We did have to page the real world to check it was still there when Aaron, dressed and acting as his grandfather, closed with, “Ferrari’s ass is mine”.

An engineer’s ingenuity

The sight of Bruce McLaren’s ‘Van-Am’ Mini was arguably the most memorable sight in the cavalcade of cars from the career of the famous Kiwi, who sadly died at Goodwood 45 years ago. The van was ingeniously used as a test-bed for big Can-Am car wings, in the advent of aerodynamics. “Downforce was measured by a pair of bathroom scales in the back,” its custodian told us. “The reason they chose a Mini van was because that’s what the guys used as company cars back then, and that was all they had.” Bruce’s daughter Amanda (now a brand ambassador for McLaren) also took part, driving the M6GT prototype road car in which Bruce apparently drove to work for several months.

Unless you’re there...

Highlights are simply too numerous to list – did we mention the myriad miniskirt-clad women ensuring the ‘Youthquake’ movement was felt? Or Patrick Blakeney-Edwards’ 86-year-old Frazer Nash Saloon (aka ‘The Owlett’) completely crossed up through the chicane? Or almost every significant Ferrari in history – each resplendent in Rosso – on show in the period Earls Court Motor Show, or out charging round the racetrack?

There’s no adequate way to sum it all up, so we won’t try. What we will say is that you must do everything in your power to make sure you’re there next year. Until then, Peter Aylward’s sumptuous gallery will more than suffice...

FOUNDRY MOTORCYCLES & HEDON CG125

The CG125 turns 40 next year. Hurrah! Despite being booted from the European lineup in 2009, it’s pretty difficult to turn a corner in any town and not find one putt-putting it’s way towards you. It’s indestructible engine and basic steel spine frame design give it the ability to withstand many a clumsy input or unfamiliar rider, and live to ride on. Unsurprisingly, when Chinese factories started pumping out clones years ago, it was the CG that went through the replicator first.

For many it was the gateway bike to bigger and better things. But with L-plates off, the CG was soon forgotten and passed onto the next enthusiastic noobie, taking another beating on request. A minor styling change here and a little engine tweak there has kept the simple single in production and in demand for multiple generations of riders. So it’s great to see the CG receiving some love and attention from the custom world. A little reward for the hard times.

In particular, this baby Honda build combines the creative talent of two outstanding British companies. Reg Flint and Lindsay Chong are the firepower behind Hedon helmets. The boutique British brand putting the the meticulous in helmet (wait, that doesn’t work). When they wanted a ride that would embody their noggin boxes, they called upon the services of south-coast based Foundry Motorcycles.

The Hedon brief was straightforward: “There is quite a serious obsession for things in it’s natural and rawest state at the Hedon workshop. Raw beauty is what we are always in search of, as we love how real it is, how it speaks for itself and have such interesting stories to tell. It’s potential is just endless.”

“This was the inspiration behind one of the most distinguishing features of our helmets: the beautiful hardware that is made out of pure copper and brass. Truly inspired by the gorgeous and ever changing degrees of oxidation they are able to achieve we wanted this to translate into our first custom bike. We decided that we had to make one of the most substantial parts of the bike, the tank, copper.”

Copper isn’t exactly the ideal material for making a tank from, being rather too malleable. So Tom’s idea was to copper leaf the original tank. That means the layer of real copper oxidises in exactly the same way as a full copper tank would, giving a pleasing patina that changes with the bike throughout it’s life in a way paint never would.

A ‘well-loved’ 1981 CG125 donor was sourced and taken to the Foundry workshop, where it promptly came to pieces. Stripped completely, many of the cycle parts were tired from 30 years of abuse and need renovation or replacement. Once blasted and powdercoated, bearings were replaced throughout the frame, from headstock to swingarm in preparation of the bike’s new life.

The frame had been delugged and the seat rails were hooped with an integrated tail light housing a Lucas style rear unit. The suspenders, feeling rather saggy by this point, were replaced both front and rear with new units. The new forks, complete with rubber gaiters, are now held in painted and polished yokes.

It’s the tank that is really the crowning glory of the bike, defined by the raw, natural materials. But before the delicate copper leaf could be applied, the previous-owner’s history was removed with mallet and welder. Cleared of unsightly dents, and with the leaf applied, the Hedon logo glitters in gold on the flanks.

With any Hedon helmet, you’re guaranteed the softest, supplest leather to cradle your face, so it’s no surprise to find a fluted seat clad in the very same stuff. Textured and oh-so-fondleable it’s carefully stretched over the Foundry stainless steel seat pan. A matching stainless tray below holds the battery and remaining electrics, though few and far between they are on this pre-CDI model.

The rust-pocked chrome rims just wouldn’t do. The rebuilt wheels, now 18″ up front an 17″ at the rear were powdered black. New bearings, brake shoes and cables allow the little drums to perform as well as they ever will; well enough to reign in the engine’s firepower anyway. Knobbly trail tires give the bike some attitude and amplify the raw feeling. The light machine would certainly be a giggle along the trails, getting back to nature.

With the new stance, came the need for a new sidestand, the old one being too short for duty. Ably fabbed by Foundry it bolts to the bottom of the refurbished engine. Stripped, cleaned, serviced and painted, the motor is good to go for further millennia provided lubrication is looked after. The carb was rebuilt and rejetted to breath in through a handmade velocity stack, matching the free flowing stainless steel exhaust. Throughout the engine and the frame, stainless fasteners have been used, avoiding the dreaded fuzziness; not all of natures ways are pretty.

Up front a Bates style headlight is finished in the same copper leaf as the tank, contrasted with a black outer rim. Like the helmets themselves, it’s the small details that across the bikes that raise a smile. Foundry have done a great job of incorporating these into the build. Bar clamps act as a helmet lock to secure your precious lid. Leather bound grips reminiscent of the helmet straps. With a new wiring loom, refurbished switchgear and a new analogue speedo, the CG can finally be proud. Transformed from learner burner to haute-machine.

The name? With the copper, it’s obvious really: the Conductress. “A name aptly chosen to echo both the inspiration along with her conducting and commanding beauty.”

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via The Bike Shed

From a Norton and a Triumph, a Triton arises

Traditionalists in Britain might wince at the thought of a custom Norton-Triumph chimera, but in America, they’re a little less sensitive. Here, then, is a modern-day ‘Triton’…

Best of Britain

While Cleveland-based bike builder Jesse Bassett from ‘The Gas Box’ has used the engine from a 1959 Triumph and the featherbed frame from a Norton, a number of handmade parts such as the aluminium fuel and oil tanks have also been incorporated. To Jesse, we say kudos. We can’t wait to see what’s next.