k7umblings 7,10 _13 OMWERGES 1‘1?••
SURELY no car has made a more promising debut than the M.G. Magnette, with its splendid performance in the Mille Miglia. However carefully a car may be tested before a race there are generally weaknesses which can only be revealed during the course of the actual contest—but of these the Magnette apparently had none. The Italian race probably throws more strain on competing cars than any other—always excepting the Targa Florio—and demands the best from every part of a car’s anatomy. The Magnette bids fair to be as supreme in its class as the Midget in the 750 category.
A Popular Winner.
In view of George Eyston’s association with M.G.’s in capturing all the records in the 750 c.c. class, it seemed particularly fitting that he should carry off the honours in the Mille Miglia, partnered by Count Lurani. I believe I am correct in saying that Eyston holds, or has had a hand in, more world’s and International class records than any other man living. In addition his experience of road racing is extremely varied, as are the cars he has driven.
Talking of Eyston and records reminds me of one particular record which will probably fall during the coming year to the Eyston/M.G. combination, but in this case a Magnette. I refer to the 1,100 c.c. record for the outer circuit of Brooklands Track, which stands to the credit of A. Goutte on a Salmson., at 114 m.p.h. Goutte’s record has stood since 1926, and I remember very vividly his terrifying performance at the Easter Meeting seven years ago. Round the Home Banking the Salmson was never in a straight line for a moment, and the sight was rendered all the more sickening by the look of apparent terror on Goutte’s face !
Horton’s Midget has already beaten Goutte’s speed, so it should not be difficult for the Magnette to raise the 1,100 c.c. record. Incidentally, the 750 c.c. Midget’s speeds for the outer and mountain circuits are higher than the 1,100 c.c. figures.
Motor-racing History. The problem of keeping a record of motor-racing history is one that has taxed the minds of all enthusiasts, and I recently had an opportunity of examining a very
excellent solution to the problem carried out by one of our readers, R. C. Walden.
For each season Walden has a large scrap book, in which. he keeps a pictorial record (together with lists of winners, etc.) of every motor racing event of the year. His books are particularly interesting because cuttings are taken from all the Continental sporting papers in addition to English journals, making an extraordinarily complete record. Walden is sufficiently keen on his hobby to make more than a mere scrap-book of his collection, and pages of international interest are ornamented with meticulously executed flags of the various competing countries. Finally, on the front page appear the autographs of, among others, many well known racing drivers.
For some time I have had a great admiration for the good work done by the operators of the sound-film vans at it otor-races, and I was particularly struck by two news reels of motoring events during last month. The first was the Donington Park film, which most of you have probably seen. In addition to some excellent shots of the corners, the operator had carried out a plan which has frequently been advocated in MOTOR SPORT, i.e., of taking a film from the cockpit of a racing car. There was one first class picture of the front wheel of the car, with the view ahead, while the rest were taken from the normal passenger’s view. Incidentally the car used was Eason (hoots!) Gibson’s Riley.
The second was a film of the Tunis Grand Prix, taken by Pathe, so far as I remember, and was a very fine picture throughout.
Bugattis at Brooklands.
A feature of the Easter Meeting at Brooklands was the crop of fast Bugattis present. Rose-Richards’ brand new double-camshaft ” 2.3 ” was a delight to the eye, and should give its owner a good chance of success during the season. As it was he scored a ” second ” and a “third.” I was particularly impressed with. Mathieson’s car, a blown 2 litre, which won the fastest race of the day, 111 m.p.h. for a short handicap, and put up a new 2 litre mountain record at 72 m.p.h. Mathieson is undoubtedly one of the finest drivers on the mountain circuit.
Carr’s Bugatti, as fast as ever, added to the general ” Continental ” air, but its driver did not seem at home on the unorthodox mountain circuit.
Straight’s record. I find difficulty in restraining my pen when writing about Whitney Straight’s magnificent handling of the 2.5 litre Maserati. Certainly no such driving has been witnessed on the Mountain circuit before, and his record is likely to remain unbeaten for a long time. In spite of being so fast, Straight inspires the utmost confidence in spectators, and has that elusive ” mastery of man over machine” air which distinguishes the first class Conti
nental driver. With many clashing drivers on the Mountain Circuit one feels that at any moment they may overdo things a bit, but Straight always looks safe, and in complete charge of his car. His course at the Members Bridge corner is unusual. He shoots up to the top of the banking, and then cuts down and across as he accelerates away. On one occasion he arrived at the Fork at a terrific speed, but without the slightest hint of overshooting. He was forced to brake so hard that the back of the car snaked from side to side, albeit under perfect control, and the sight sent my mind back to the British G.P. of
1927, when the grim Materassi, constantly chewing gum, approached the sandbank turn in the Finishing Straight on every lap with wheels locked, his Bugatti sliding on the wet track, sitting bolt upright and countering skids with firm. mastery.
By the way, is it too much to hope that Straight will enter for the French G.P. ?
1, 2, 3, 4!
Frazer Nash’s had a field-day at the Brooklands meeting, Eccles scoring a first, Grogan a second, Kirkaldy a third, and H. J. Aldington himself a fourth. Incidentally, the dinner dance given at the May Fair Hotel to celebrate the inauguration of the Frazer Nash Car Club was a very jolly affair. ” H.J.” was in the chair, and ” Archie ” Nash’s consent to act as patron
of the Club was:received with the enthusiasm it deserved. Now that it is an accomplished fact, the thanks of the Club are due to the man who was responsible for all the “donkey-work “of formation, namely” H. J.’s “brother W. H. Aldington, than whom a more ardent ” Nash ” enthusiast it is difficult to find.
Sorry ! In our last issue I was careless enough to give as a
fact a piece of “news ” which had not been verified at its source, viz., that a 1,660 c.c. 6 cylinder Meadows engine was to be fitted in Frazer Nashes. This epochmaking news caused a constant ringing of telephone bells at the Frazer Nash Works at Isleworth from every Nash owner in the country, actual and potential.
Let me explain the true facts of the case. A 6 cylinder engine has been tried recently in a Frazer Nash chassis, but, only as a part of the normal experimental work being carried on the whole time by manufacturers of high efficiency automobiles, who are constantly testing all possible means of “improving the breed.”
There is definitely no intention of any alterations being made to the existing range of models—there is no need to, they are selling too well !