CECIL CLUTTON’S comprehensive article on the evolution of the racing car from 1895 to 1908. which appears in this issue, will be digested with interest by those who study the history of racing, and will be found a compact source of reference in connection with the early development of the racing car. As a sequel to his painstaking compilation, Clutton has drawn up an analysis of racing successes over the years which his article embraces, and from this one learns that during the period the marques Panhard and Fiat stand out from the rest. Panhard was in the ascendant from 1895 to 1904 and Fiat in 1907 and 1908, although in the latter year Merceas certainly won the Grand Prix. The only serious challenger to the long run of Panhard victories was Mors, from 1899 to 1903. Richard Brescia, Darraeq, de Dietrich, Itala and Renault stand out above the remainder during this chapter of history. Panhard, however, ran in 37 races from 1895 to 1904 and occupied the first three places on no fewer than 02 occasions. Mercedes were somewhat in a class by themselves, performing consistently, but seldom spectacularly, from 1901 onwards and exercising a markedly greater influence on contemporary and subsequent design than their successes suggest. The ” scores ” of the various marques which raced during the period which Clutton is considering make instructive reading :—Panhard, ’22 wins, 23 seconds and 17 thirds ; Fiat, 6 wins, 5 seconds and 4 thirds ; Mors, 7 wins, 6 seconds and 3 thirds ; Richard Brescia, 3 wins, 1 second and O third ; Darracq, 3 wins, 3 seconds and third ; de Dietrich, 1 win, 2 seconds and 3 thirds ; Itala, 3 wins, 1 second and 3 thirds ; Renault, 2 wins, 1 second and third ; Mercedes, 3 wins, 2 seconds and 1 third ; Peugeot, 1 win, 4 seconds and 6 thirds ; I3ollee, 1 win, second and 1 third ; Clement-Bayard, O win, 2 seconds and 2 thirds ; Minerva, 1 win, 1 second and 1 third ; Isotta-Fraschini, 2 wins, O second and third ; Benz, 1 win, 3 seconds and
2 thirds. All that, my masters, was centuries ago, centuries ago. . . .
Querico, who has prepared cars for W. B. Scott, Charlie Martin, Austin Dobson, Shuttleworth and others amongst the ” big boys ” and whom lots of you will remember as a serious little man in a beret, with an old O.M. 4-seater, is working hard in the national .effort. In his spare time he has thought out, perfected and rather coniprehensively patented, a novel cylinder head which maintains a sound gas and water seal at the block without any form of gasket and without grinding the joint faces. He hopes to see it used, later on, for highly supercharged racing engines and aero-engines. Meanwhile he proves that it is quite practical for ordinary cars by using such a head on his 1932 Rover Ten saloon. The Ford Motor Company, Ltd., is interested. We met ” Query ” recently and it was not at all difficult to get hint going on Bugatti and Alfa-Romeo reminiscences, embracing British and Continental events and the doings of the Ferrari organisation. He echoed the wish of us all when he wistfully observed : ” If only it could all start happening again.” He is likely to relaunch Whincop on his racing career as soon as such a state of affairs comes about. with the ex-Shuttleworth twin
o.h.e. 2.3-litre Bugati Whincop has recently had a complete racing outfit in Bugatti blue made for her by ” Uncle Lewis ” against that happy time, which is enthusiasm indeed.
When the late Barbara Bolster took her supercharged Morris Minor up Shelsley Walsh in 45.8 secs. she beat Mrs. Petre and was not herself beaten by 2 sees., as we wrongly stated last month. On this occasion the Morris did a very poor first run due to magneto trouble. No spare was available, but Mrs. Petre, who on her second run had made fastest time by a lady up to then, very sportingly lent the Scintilla magneto from the Austin. It was adapted to the Morris engine with difficulty, being wired down and the drive being considerably out of line, but it enabled
Barbara to do the best ladies’ run that day, wresting the Ladies’ Prize from the donor of the magneto ! The leaders of our Motor Industry are supposed to be singularly indifferent to the Sport, but in this instance Lords Austin and Nuffield, who were both present, derived much amusement from this extremely sporting gesture.