Club News, February 1950
A. F. Wright has acquired a 1928 Amilcar Grand Sport which he intends to keep as near to original condition as possible. Out in Johannesburg Jeffs Watson has a two-cylinder G.W.K. two-seater believed to be of 1911 vintage, which was apparently exported in 1912 and which survives in very good condition, taking part in a recent Safety Week Procession driven by Mrs. Watson. L. N. Borra hopes to gain his infatuation into the Sport, driving the Croysdill-Special Riley which he acquired recently.
In Malvern a reader is overhauling a 1923 air-cooled Rover Eight and writes enthusiastically of its workmanship and finish, while a single-cylinder Riley tri-car of about 1903 vintage changed hands recently. The Photochrom Co., Ltd., have introduced a new set of coloured picture post-cards of British drivers and their cars, featuring Mays, Parnell, Cobb, Heath, Gerard and Gardner. They are available from leading stationers through-out the country. Paddy Halion tells us he has parted with his Type 57 Bugatti and now runs a 1939 Adler saloon which gives very pleasing service. H. L. Frow of Barnetby, Lines., son of a garage proprietor, has built a neat modern-style sports two-seater, registered as an H. L. F., which has an Austin Seven chassis, brakes and suspension, the frame lengthened 7 in., and lowered 4½ in. The engine is a Ford Eight, later to be replaced by a Ford Ten and the body is of light-gauge steel and aluminium, the whole easily detachable. An aerodynamic Perspex top may be added later. Details came to us via the Grimsby M.C. Dr. J. R. Edisbury has changed his Ford and Alvis for a modified Series-E Morris Eight tourer which he finds admirable—controllable, economical and fairly nippy if the gearbox is properly used. Michael Burn has acquired the ex-Arklay A.C. Six-engined Frazer-Nash. To facilitate their business of buying used cars, Raymond Way have fitted one of their buyer’s cars with a two-way radio. The 1913 Morgan referred to recently turned out to be an L.S.D. when finally unearthed. In America Peter Helck and Charles Lytle now own the imitation “Chitty Bang-Bang” which was built about 1922 and run in one of our speed events by Shea-Simmons.
The Herts County Automobile and Aero Club issues a news-sheet called “The Stag Party.” K. N. Hutchnson’s 2.9-litre P3 Alfa-Romeo has changed hands, the new owner being J. A. Goodhew. Anthony Baring plans to race a “Silverstone” Healey this year. The Irish Motor Rating Club hopes to run short races at Phoenix Park on May 20th. An Edwardian Rolls-Royce once used by Mr. Lloyd George is ending its days at a Hackney breakers, according to a Daily Mail picture-story.
Arthur Hill, who is appearing in Eros’ Films, “The Body Said No,” drives a “TC” M.G. Midget.
The article on Sunbeam cars aroused great interest and we learn that P. W. McNaughton has found a Series F twin-cam 3-litre Sunbeam in poor condition, but hopes to install it in another, possibly shorter, wheelbase chassis, Peter Swift has found a well-preserved 1923 “14/40” Sunbeam believed to have run only 37,000 miles since new, while A. Furse-Roberts needs a crown-wheel and pinion for his 1935 21-h.p. Sunbeam.
Down Southsea way John Hanmann has disposed of his “Montlhèry” M.G., with blown “PB” engine, and acquired a “K3” M.G. Magnette with “Mille Miglia” two-seater body, Dick Winnicott is modifying and lightening his Mercury Special, and L. Pond has built up a Ford V8 special, using a Cluley chassis of distinctly abbreviated wheelbase, and Rover front axle and brakes, while Geoff Coles is installing a Type 75 E.N.V. -gearbox in his well-known Q-type M.G. Midget.
Kent Karslake has acquired a 27-h.p. Hispano-Suiza chassis in case he ever needs spares for his “Barcelona” Hispano-Suiza saloon, which continues to serve him admirably. A Morgan of about 1921 vintage, with M.A.G. engine, has come to light in Leicester, while Robert J. Wickstead has a Bedelia cycle-car with Blumfield V-twin engine and centre-pivot steering—and it goes very well. T. Gilbey writes in praise of his 1930 Jowett “Grey Knight,” which is “in beautiful condition and runs like a clock.” His firm specialises in these cars and still has some 1927 models on its books, which the owners are determined not to part with.
The Bugatti Owners’ Club Night Trial has been put forward to February 4/5th. The start it from the “Watermill,” Dorking, Surrey, at 9.30 p.m. The Eight-Clubs Silverstone Meeting (Hants. and Berks., “750” Lancia, Lagonda, A.C., Chiltern, Harrow and Cemian clubs) is due to take place on June 3rd, not June 10th as stated last month.
The Annual Diner and Prize-Giving was held at the Plaisance Yacht Club, Nottingham, on December 16th last. Over 130 members attended, including Bob and Joan Gerard, David and Mrs. Hampshire, W/Cmdr. Aitken and others. Joan Gerard presented the prizes and great amusement was caused when Hampshire (E.R.A.) was presented with second prize-to Holt (1928 2-litre Lagonda) for a handicap race held earlier in the year! Hon. Sec.: J. Holt, 14, Upper College Street, Nottingham.
The British Automobile Racing Club announces in the J.C.C. Gazelle, that three main and three club meetings will be held at Goodwood this year. The first meeting is of International status and takes place on Easter Monday. A National meeting will be held on Whit-Saturday—the local police being unable to cope with traffic on the Bank Holiday Monday. An August Bank Holiday Meeting has unfortunately been found impractical, but the dates of the remaining fixtures will be released shortly. Sport’s cars are this year to have their “fair share of the programme.”
Improvements at Goodwood which it is hoped will be ready by Easter include opening of the Lavant straight enclosure, extension of Madgwick Corner enclosure, raised banks to give improved views for spectators, a new, enlarged Paddock with covered stalls and parking space for competitors’ cars and lorries (and Press cars?), a new race-administration building, a new Members enclosure as well as Paddock admission for members, the erection of safety walls, better cloakroom facilities etc., and, much needed, a pedestrian tunnel between the main entrance and the Paddock. The start and finish lines are now some 70 yards nearer Madgwick Corner. The Duke of Richmond and Gordon is certainly doing all he can to follow in Mr. Locke-King’s illustrious footsteps.
The new Club Badge is ready and a dance will be held at Grosvenor House on February 28th. Secretary: H. J. Morgan, 55, Park Lane, London, W.1.
Aston-Martin Owners’ Club
The tenacity and widespread enthusiasm amongst members of one-make clubs ensures for them a healthy future. The Aston-Martin Owners’ Club is now well under way, with an excellent printed magazine and lapel and car badges incorporating the Aston-Martin “wings.” R. G. Sutherland has been elected President. The tenacity comes in with a list of Aston-Martin results in 1949 events published in the December magazine and a little book listing all the known owners of Aston-Martin cars, from the s.v. Bamford and Martins to the post-war David Brown productions. The chassis number, registration number, year and type of each car is given where known. The club is holding a race meeting at Silverstone this year, on July 29th. Hon. Sec.: Dudley Coram, 554, Limpsfield Road, Upper Warlingham, Surrey.
Much of the fun of Christmas and the New Year lies in the greetings which Motor Sport receives from its readers and Trade friends—to whom we give our belated thanks. Last year the Christmas post at 15, City Road was heavier than ever. Very nice diaries came from Norman Freeman of Dunlop and Stanley Blake Reece of Liverpool. Calendars were received from Royal Dutch Airlines, T. P. Breen, Jack Leeson and Partners, B. F. H. Davies, the Antone Company, Fina Petroleum Products, Ltd., the Directors and Staff of W. M. Couper, Ltd., Downton Engineering Works, Ltd., Laystall, Ltd., Leacroft, Ltd., Cooper Car Co., the Bristol Aeroplane Co., and Charles Batte.
The Christmas cards made a very brave show. Leonard Potter’s night scene from last year’s Alpine Rally came by air mail from France, Kenneth and Jo Neve sent picture of “30/98s” and Bentleys lined-up at Silverstone, John and Betty Bolster’s card depicted their delightful Edwardian Standard landaulette, Basil Davenport naturally sent a Shelsley Walsh action shot of his famous “Spider,” Mr. and Mrs. K. N. Hutchison an aerial view of Whitewaysend House, Jack Reece preferred a humorous racing picture, Penny and Rivers Fletcher sent an unusual view of “Noddings.” Kathleen and Job Bowles’ card showed the well-known “Ulster” Austin Seven at Luton Hoo, Bill Holt was seen at speed in his H.R.G. and C. E. Allen was appropriately astride a belt-driven Motor-cycle. Harold Biggs was standing beside his trials Austin Seven to be, Mary and Pat Whittet were accompanied by an intriguing looking “special,” and Leonard Taylor sent an elaborate humorous drawing of an early steam coach exploding, remarking that he hopes his 1911 Stanley steamer will never behave thus! Still the list has scarcely commenced. There were cards from the Bentley Drivers’ Club, Julian Fall, Monica and Twink Whincop, Mr. and Mrs. Holland Birkett, Mr. and Mrs Butterworth, Bob Johnston of Jo’berg who sent a picture of a fine Silver Ghost Rolls-Royce tourer, Joe Lowrey, John Savage and Francis Gabb, Nicholas Fisk, R. L. Green of the V.C.C., the Veteran Car Club itself, Martin Brunt, showing a 125-c.c. Moretti, Lemon Burton’s and Edward Hyde’s Bugatti Owners’ Club cards depicting Symondson’s victorious 57S Bugatti at Silverstone, Dr. and Mrs. J. R. Edisbury’s card and others from the Aston-Martin Owners’ Club, Mr. and Mrs. Francis Hutton-Stott, the Community Flying Club, “Steady” Barker, Averil and Bunty Scott-Moncrieff, Gillie Tyrer, Donald Pitt, R. R. Pulman, Patrick R. Sullivan-Tailyour of H.M.S. Dolphin, who has a 1925 Red Label 3-litre Bentley, and Tony Crook, whose card showed his Alfa-Romeo, at Silverstone. Of the cards which still decorate the Editorial office as we write must be mentioned is magnificent reproduction of a painting of Princes Street, Edinburgh, from Harry Shaw of Lucas, Costin Densham’s impression of the Hutton at speed, Lodge Plug’s London omnibus of Trafalgar Square, bearing the Lodge advertisement, Ken Wharton’s card depicting a pre-war o.h.c. Austin, an artistic Alvis study, from Alton Garage, Alan Hess’ A90-at-Indianapolis card, a picture of his 2-litre Lagonda from A. C. Rees of the Lagonda Register, a Jersey action drawing from John and Kay Timmins, a grand Giles’ cartoon parodying the “Get Home Safe” posters from John W. Shackel and a Javelin in a summer setting from John Baldwin of Jowett Cars. Indeed, the list is so lengthy as to preclude individual mention of all the original and beautiful cards we received, and we must content ourselves with merely naming the senders—C. R. Abbott, Reg. Phillips of the Sheffield and Hallamshire M.C., E. M. Main of Bahrein, Arabia, W. Lyons of Jaguar, the Shell Touring Service, Ian Easdale, the Eastbourne Publicity Committee, A. M. Beardshaw, also of the Sheffield and Hallamshire M.C., E. NV. Rankin of Jaguar, John L. Balleny, John Upton of the Royal Automobile Club, David C. Hull of the Witley and D.M.C. and L.C.C., the Light Car, Car Mart, Ltd., S. C. H. Davies of the Autocar, A. S. Whitehouse of Ford, Mr. and Mrs. J. N. Morton, R. Anthony Jackson of Aston-Martin, the B.B.C., F. B. Taylor (“just a satisfied reader”), R. Clements of the Chloride Electrical Storage Co., Ltd., Piet Hyslager of Soest, Holland, Norman Garrad of Sunbeam-Talbot, J. Bullen of Allard, Ken and Gourun Burgess of the Bristol M.C. and L.C.C., C. W. P. Hampton, Lt.-Col. A. T. “Goldie” Gardner, O.B.E., M.C., Bradley and Doreen Hunt, Geoffrey Smith of Iliffe and Sons, Stuart and Denise Wilton, Fredand Miriam Anning, H. M. Bentley and Partners, Peter Bolt of the Bristol M.C. and L.C.C., K. C. Radburn, John Morgan of the B.A.R.C., Lieut. A. B. Demans, R.N.V.S.R., C. G. and Roland Duce, John Gott, Royal Dutch Airlines, Irene Bancroft of F. R. Pritchard Wood and Partners, Mr. and Mrs. Roland Foster, Sir Alastair and Lady Miller, Mr. and Mrs. J. B. Th. Hugenholtz of Holland, Ron Barrett, Mr. and Mrs. Jack M. Reiss, the Brighton and Hove M.C., Paddy Halion, Shaun and Margaret Venning, H. R. Godfrey of H.R.G., Peter Reece, J. B. Jesty of the W. Hants and Dorset C.C., W. A. Baldwin, Automenders. Ltd., M. P. Thomas of the High Flash Petroleum Co., J. E. G. Fairman, Hubert Pickup of the British Empire M.C. of Toronto, one of our younger readers, Richard Brown, Character Cars, the Jabirews Racing Stable of Switzerland, the PA.G.A.C.I., Floyd Clymer and possibly some others we may have overlooked. All these expressions of friendship and enthusiasm are greatly appreciated in these offices and we earnestly reciprocate the good feelings amongst all our readers, wherever they may be.
The Christmas Spirit!
We had a rather dismal experience on Christmas morning. Opening Everybody’s we started to read an article by Beverley Baxter, M.P., entitled “Fifty Years Back—And, On.” All went well until we came to a sub-heading: Greatest Mass Murderer. The mind swung towards the first tanks and the atom bomb, but, we read: “There was no wind-screen on the automobile; the speed was about 15 m.p.h. and whenever it stopped—which it did every few miles—the driver had to lie on his back underneath its belly. An amusing novelty which would have its day. It did not occur to us that by the time the twentieth century had covered half its allotted span the motor car would not only have become the greatest mass murderer in all history, but by its numbers would slow-up traffic in the great cities to something far slower than the era of the horse?”
Throwing the paper down in disgust we went for a walk, and there were all the little motor cars of the people—there were also quite a few sports cars—going gaily about their Christmas errands, filled with children, parents, and presents. It was difficult to see in these Christmas drivers potential mass-murderers looking for someone to kill! We reflected that, the previous day we had managed to avoid a woman who stepped suddenly off the kerb with her back to us round a bend on a country road and can assure Beverley Baxter that we were genuinely glad we had been able to avoid her. Any school child, on reflection, will realise that mass murderers kill deliberately and with malice, whereas motorists have accidents they dearly wish to avoid. It is time this ridiculous labelling of the motorist—who as an individual averts far more accidents than he causes—a mass-murderer is ended. In seeking for sensationalism (or was it his perverted sense of humour?) Beverley Baxter must have disgusted all those readers of Everybody’s who are motorists, not to mention his more mobile constituents. We place some of the blame, too, on the Editor who inserted the “Mass Murder” sub-heading; curiously the caption to a picture of the General Strike used to illustrate Baxter’s article remarks on the “helpful spirit of motorists who loaded their cars” during the Strike—luring victims to their doom, no doubt.
Motor Sport receives numerous letters and telephone calls concerning the dates, times and starting points of all the motoring fixtures, from the Grand Prix d’Europe to the most humble trials and driving tests. Therefore we would ask Club secretaries or Press officers to send us this information in respect of all events on their calendars, so that we can pass it on to enquirers. In the past we have either received the date of an event without any intimation as to where it will be run, or, because it takes place too late for inclusion in the next Motor Sport yet before the subsequent issue is due to be published, information has been withheld entirely. In future, please send to 15, City Road, E.C.1, the requested data, even if our normal Press day, the 20th of the month preceding the date of publication, has passed. Sometimes it is possible to include such Stop Press matter, results as well as notice’s of forthcoming events, and even if publication is impossible, such information will be carefully filed for the benefit of enquirers.
The Grand Prix d’Europe
Even before Christmas Motor Sport was receiving enquiries as to where Silverstone is situated and how tickets for the Grand Prix d’Europe on May 13th can be booked. All such enquiries should be sent to the R.A.C., Pall Mall, London. S.W.1. A record crowd is likely to be seen at this race.
Burning The Candle. . .
Basil Cardew’s aim is to discover motor and general transport news for the Daily Express and consequently he lost no time in riding in the 1937 Opel which F. A. Crawley of Nottingham claims to have converted to run on solid fuel. Not only that, but he says his Opel goes faster than before, cruises at 55 m.p.h., and does 50 miles on a pound of candles, carbon front piston tops, steel balls and suchlike. The modifications comprise a larger carburetter, bigger battery, 13-jet vapouriser, atomiser cylinder and expansion tank—said to cost £50. In the Daily Express of December 28th last Basil Cardew splashed Crawley’s story and confirmed the performance figures. But in a later edition, after Crawley’s car had been brought to London (on 2½ lb. of candies?), Chapman Pincher had a look at it and Cardew changed his opinions, stating that he was not satisfied the engine would run on solid fuel alone, that the liquid fuel used does not harm the engine or that the waste vapours in any way contribute to the power. So there we are—or where are we? For a moment we thought friend Cardew had something and that soon we should need paraffin books and candle books, as well as petrol books.
In view of the numbers of smaller clubs who will soon be planning race-meetings at Silverstone, the following Income and Expenditure account in respect of the successful day at Silverstone last year organised by the Bentley Drivers’ Club will repay careful study.
On January 4th, at the Royal Aircraft Establishment at Farnborough, Rodney Walkerley held a mixed audience which packed the lecture hall enthralled for nearly three hours, when he spoke on the subject of Grand Prix racing. So entertainingly and informatively does Walkerley put this subject over that, if it were not for his journalistic commitments, we would suggest that he give this talk in every town in Britain, afterwards calling for a silver collection for the B.R.M. Fund. He showed slides of pre- and post-war Grand Prix cars, of famous circuits and famous drivers in action. Technical data was leavened by humorous anecdotes and, if Nuvolari was credited with earning £25,000 a year as a free-lance driver, the speaker left us in no doubt but that Tazio earned every penny of it. He said that at present only ten, or perhaps twelve drivers go motor-racing, the others either trying to race or being content with high-speed driving. Interesting facts which we had forgotten included the whole afternoon which cadet-driver Kautz was made to do at Nurburg practising starts and starts only when he joined Mercédès-Benz, the fact that Rosemeyer made 75 attempts on short distance standing start class records before attempting to break them, that Grand Prix cars before the war were credited with 192 m.p.h. down the straight at Rheims, that Mercédès inflated their 22 by 7 rear tyres to 70 lb./sq. in. of nitrogen, and that pressure refuelling at the rate of 4½ gallons a second sometimes burst the car’s tank. Walkerley packed an immense amount of data into his talk and included pictures of the B.R.M. He is to be warmly congratulated, even if some of his dates were a trifle astray—for example, the first Grand Prix, won by Szisz, happened in 1906 not 1908, Alfa-Romeo didn’t race before the Kaiser war, not until 1919 in fact, while Montlhèry opened in 1924, not 1927.
During the war, when we were exiled in Farnborough, we discovered that good walking-country flanked that intriguing bit of the A 30 road above Blackwater known as the Hartford Bridge Flats. This level, open, dead-straight stretch, encountered when you are 32 miles clear of London, was a famous early-morning testing ground in the pioneer days of motoring. Many famous cars were timed along it, including, we believe, “Algy” Guinness’ 200-h.p. V8 Darracq.
And, as we said, the gorse-covered heathland flanking this road was delightful country. On war-time Saturday afternoons when there was still some “basic” available we used to select either an early Austin Seven or a twin-carburetter Gwynne Eight and drive up to the Flats, there to await the arrival of a friend journeying up from the West Country in an aged Riley Gamecock. Today the scene has changed. The buildings, runways and sheds of Blackbushe aerodrome have placed much of the area out of bounds. The road across the common is now flanked by rows of Nissen huts serving as untidy dwelling-plades. Brick buildings, flanked by ladders and barbed wire, aerials, posts, water towers and windsocks disfigure the open space that remains and even in daylight the pine trees on the sides of the surrounding hills and the cottages nestling in the hollows are spoilt by drem-lamps burning at the top of unsightly poles. Recently, however, the Hampshire County Council, in its sign-erecting fever, has put up a notice, “No litter, penalty £5.” Doesn’t it realise that the “litter” is there already?
The following is a translation of a news story which was splashed on the front page of Le Journal de Biarritz of November 29th last.
Last Friday, one of our worthy citizens, Mr. Luis de Ortuzar, who is of Basque origin, but at present living in London, covered the 780 kilometres (488 miles) which separate Paris from Biarritz in 8 hours 23 minutes, an average of 58.125 m.p.h.
Taking into account the innumerable difficulties when leaving Paris and passing through large cities such as Tours, Poitiers and especially Bordeaux, this is a veritable record. Thanks to the kindness of Mr. Ferdinand Ilirigoyen, we were able last night to speak to Mr. Luis de Ortuzar in his rooms at the Hotel Plaza, Biarritz, where he is staying.
“Believe me,” he declared, “I did not set out to do it. I left the Hotel Meurice in Paris at 8.5 a.m. in my new English Jaguar Mk. V 3½-litre car and had no intention of beating any record. It was during the journey when I discovered the ease with which I was travelling that I fully pressed home the accelerator. The road was beautiful. I had the good fortune to find not a single level crossing closed and it was after passing through the province of Landes at an average speed of 140 to 150 k.p.h. (87 to 93 m.p.h.) that I arrived at Biarritz at 4.28 p.m.—that is to say 8 hours and 23 minutes after leaving my Paris Hotel.
“I offer £1,000 sterling (1,000,000 francs) to anyone who can do better. I know very well some will say that they can, and have done better, but in all sincerity I do not believe it. I am, therefore willing to award a prize for a kind of Paris–Biarritz Rally and £1,000 sterling to whoever can beat my record in an ordinary touring car made in 1949 or earlier.”
Our newspaper (Le Journal de Biarritz) is ready to organise and control a trial of this kind if any candidates come forward.
The Cemian Motor Club held their annual dinner and dance at the Rembrandt Hotel on January 7th; 152 sat down to dinner. The toast of the club was proposed by Col. Worsley, D.S.O., M.C., M.A., the Principal of the College of Estate Management, to which the club is affiliated.
Amongst the guests the club welcomed Superintendent Taylor and other members of the Hendon Police Motor Driving School.
After dinner the awards for the year were presented by Mrs. Worsley, and the remainder of the evening was given up to dancing and other frivolities, notable amongst which was a repeat performance of Ian Palmer’s rendition of a Bugatti going up Shelsley Walsh, together with running commentary.
The Italian Communist Party plans to make Stalin a birthday present of a £5,000 Alfa-Romeo. However, according to the Daily Telegraph of January 10th, there are difficulties in squeezing it beneath the Iron Curtain.
The B.A.R.C.’s film show at the Curzon on January 13th was a vast success, even if many members did not get to bed until the very small hours. The 450-seat cinema was destined to be packed to capacity by 11.30 p.m., the queue which waited to be admitted and the sporting carriages parked about Mayfair entirely baffling patrons of the last house of “Bicycle Thieves” as they emerged into what is usually, at that hour, a peaceful and deserted London. Lord Howe graced the show with his presence and it ran for some two hours. We saw B.B.C. Television, Gaumont-British and Movietone news-films of current motor racing, pre-war films of Indianapolis and classic Grands Prix, and the great Shell film of Silverstone’s British Grand Prix (with those amusing shots of Chiron’s “cross-country” and de Graffenried’s feverish search for fresh gloves to offset the thrills and the drama). We were shown films of a Barnet to Manchester J.C.C. Trial, when the Mayor met the drivers of the primitive small cars—we spotted Albert, Riley, two-seater A.V., G.N., Rhode, spick and span Coventry-Premier three-wheeler, etc.—of the first and subsequent 200-Mile Races, of motorcycle T.T. races, of the German cars at Roosevelt speedway. We had a cartoon, a parade of bathing beauties (must remember to get hold of an International Fixture List of these events!), films of Goodwood, showing the Lowrey and Rolt/Gerard accidents and an excellent full-length French film of the 1948 Monaco Grand Prix, showing the equipe vans arriving in the principality and impromptu off-duty shots of Parnell, Chiron, Farina, “Bira,” de Graffenried and others, together with excellent technical shots of the cars. There were fine views of Alms Hill, circa 1921, showing Douglas, Wolseley, G.N., G.W.K. and others, and of a speed hill-climb at South Harting. including “8/18” Talbot, Morgan, “Brescia” Bugatti and the G.N. “Kim.”
The B.R.M. Fund
A proposal has been put forward by the Midland Automobile Club that, in order to help in upholding British prestige both at home and on the Continent, a mobile workshop should be presented to British Racing Motors by interested clubs.
The cost of the vehicle will be approximately £2,500, and a suitable chassis, design and fittings have been approved.
A substantial sum has been promised by Rootes Ltd., and many items of equipment presented by other manufacturers.
A small Committee will be appointed consisting of one member of each of the larger clubs from which subscriptions are received.
The Midland Automobile Club is itself recommending the gift of £100.
It is suggested that the names of clubs contributing to the fund shall be engraved on a plate to be affixed to the Mobile Workshop.
The 1950 British Trials Drivers’ Star Competition
We have received the following statement from the B.T.D.A.:
At the end of the year the British Trials Drivers’ Association will award a Championship Star or Stars for the best aggregate performance or performances in a number of English road motoring events, mainly of the reliability trial type, by a Member or Members of the Association.
The number of such stars will normally be one, but more may be awarded at the discretion of the Committee.
Only paid-up Members may compete and new Members will be allowed only to claim marks on Events which they have nominated, subject to their nomination and subscription being in the hands of the Secretary before their first nominated Event.
There will be no entry fee for the “Star” competition.
Subject to the Competition Rules of the R.A.C. the Committee of the B.T.D.A. will be the sole judge for any Award.
Members competing for the Trials Star will not have to enter for any one particular Event. Marks towards the Trials Star may be obtained in the best six Events out of a maximum of eight nominated Events from the list below and as issued and approved by the Association’s Committee. This has been drawn up this year as a reasonable balance between Northern, Midland and Southern Areas from the list of Classic Events approved by the R.A.C., together with certain additions.
Members desiring to compete for the Trials Star nominate from this list up to eight Events, from which the best six will be counted for the “Star.” Their complete nomination must be in the hands of the Secretary in writing before the closure of entries of the first event of their nomination. Should an Event be cancelled for reasons outside the control of either the R.A.C. or the Promoting Club then another may be substituted in its place. A change in any other nomination may be accepted at the discretion of the Secretary, but any such change must be notified in writing BEFORE the closure of entries of either the Substituted event or that which it replaces.
The Marking System Will Be As Follows:
Wherever the Regulations for an Event provide a Premier Trophy or similar award determined by an order of merit irrespective of class (i.e., best performance) or when such can be readily determined from the official results (using method of settling ties as stated in the regulations, for example) marks towards a B.T.D.A. Star total shall be allocated on the following basis:—
In an event where there are more than 25 officially listed starters, the maximum marks for the winner will be 26, second 24 and similarly third 23 marks and so on. The competitor occupying 25th position will receive one mark, whilst these at a lower position than 25th will receive a similar mark as a finisher.
In an event where there are less than 25 official listed starters, one mark for every competitor so listed will be allocated.
The total addition of these marks will be the marks allocated to the winner, e.g., there are 22 starters, the winner will take 22 marks, second 21, and similarly third 20, and so on.
The above is based on order of merit irrespective of class.
In both cases, starters who do not finish will gain one mark.
No additional marks will be awarded for Trophies, Team Awards, etc.
The above marks are based on all competitors who start irrespective of whether they are B.T.D.A. Members or not.
Applications for Events not on the approved list to be made eligible will be considered by the Committee provided that the application is supported by at least six Members of the B.T.D.A. No promise can be given that the eligibility of the Event will be approved and in any case it cannot be introduced this year, but will, if agreed, be added to the list for 1951.
During the season the Committee will issue periodically a provisional marks analysis.
Competitors should note that the number of scoring events is limited by a maximum, but there is no minimum. Hence a competitor might be able to qualify for an award by competing in a fewer number of events if he feels he has been able to secure sufficient marks.
Competitors are quite free to compete in events which they have not nominated, but such events will not count so far as their personal score is concerned.
Marking will be based upon official results sheet issued by the Promoting Club concerned, but it will be the responsibility of each competitor to bring to the notice of the B.T.D.A. Committee the results of any protests which might affect the marking of any B.T.D.A. “Star” competitor in this competition.
The following list of 18 Events is to be used in selecting the maximum of eight, from which the best six will be counted for marking.
Date – Promoting Club – Title of Competition
Feb 5th – Hagley & District Light Car Club – Clee Hill Trial
Feb. 19th – Southsea Motor Club – Presidents Trophy
Mar. 11th – Sunbac – Colmore Trophy Trial
Mar. 19th – Yorkshire S.C.C. – 4/44 Trophy Trial
Mar. 26th – M.G. M.C.C. North West Centre – Cockshoot Trial
— – L. & C. C.C. – Derbyshire Sporting Trial
— – Plymouth M.C. – 200 Challenge Trophy Trial
Sept. 2nd – L. & G. C.C. -Davis Trophy Trial
— – Taunton M.C. – Allen Trophy Trial
Sept. 24th – West Hants & Dorset – Knott Cup Trial
Sept. 30th – Cheltenham M.C. – Cheltenham Trial
Oct. 21st – M.C.C. – Sporting Trial
Oct. 22nd – Sheffield & Hallamshire M.C. – High Peak Trial
Oct. 29th – Maidstone & Mid-Kent – Bossom Trophy Trial
Nov. 18th – Harrow Car Club – Cottingham Memorial Trial
Nov. 26th – Kentish Border C.C. – Trial
Dec. 2nd – North West London M.C. – Gloucester Trial
Dec. 16th – Bristol M.C. – Roy Fedden Trial
*All Closed Invitation Events
The above dates where mentioned are taken from the Provisional Fixture List and may be subject to alteration. The dates for the remainder are not yet actually decided, but it is safe to say that no two events will be run on the same date. It will be the responsibility of the Member to insert the dates as soon as the R.A.C. provide the final fixture list.
The Hon. Sec. of the B.T.D.A. is: D. G. Flather, Standard Steel Works, Tinsley, Sheffield.