Pescara Sports Car Race
This was won at 75.2 m.p.h. by Roll’s 2 1/2-litre Alfa-Romeo in spite of heavy rain. He beat Vallone’s Ferrari and Louveau’s Delage. Fagioli’s O.S.C.A. won the 1,100-c.c. class.
V.S.C.C. Members Day at Prescott
p>On August 27th, the Vintage S.C.C. held its annual speed hill-climb at Prescott. F.t.d. was made by Stubberfield’s Type 35 1927 Bugatti, now a single-seater, in 48.64 sec., and once again the “30/98” Vauxhall proved its unquestionable greatness, Webb’s 1925 example making fastest sports car run in 55.91 sec.
Craigantlet Speed Hill-Climb
Sydney Allard in his Steyr-Allard not only made f.t.d. at Craigantlet on August 27th and passed into the lead for the R.A.C. Hill-Climb Championship, but, by clocking 73.4 sec. (51.08 m.p.h.), he broke Mays’ course record by 2.4 sec. – a prodigious show. Mays did not compete this year. Peter Walker’s 2-litre E.R.A. was second fastest in 77.4 sec., and he went faster on his second run but over the line with a seized engine. Robb’s 4-litre Mercury-Special and Graham’s blown “1,100” M.G. tied for third time, in 84.0 sec., and Mrs. Allard’s Allard ascended in 93.0 sec. Class winners were: Lindsay (Ford), Weir (B.M.W.), Robb (Mercury), Lee (Cooper), Graham (M.G), Walker (E.R.A.) and Allard, while Allard also won the Handicap Class.
Lausanne Grand Prix
Continuing the fine form he showed at Silverstone, Dr. Giuseppe Farina won this race in his 4CLT Maserati, at 65 m.p.h. for the 181 miles (2 hr. 44 min. 27.3 sec.). He beat Ascari’s Ferrari by 1 min. 20.7 sec.; de Graffenried’s Maserati was third, Cortese’s Ferrari fourth and Chiron’s Talbot fifth. Our Peter Whitehead came in tenth in the Ferrari, and Murray and Ray Parnell (Maserati) ninth (Reg. didn’t start), but Hampshire and “Bira” retired. In the Prix de Leman, over 120.4 miles, for Formula II cars, the victor was Sommer in a Simca, at 67.2 m.p.h. (1 hr. 47 min. 23.1 sec.), ahead of Manzon and Trintignant in similar cars.
The Third Course De Cote De La Maloja
Our Continental Correspondent writes: At the Maloja hill-climb, held on a mountain-pass course, 11 kms. in length, on August 21st, records were broken in all three categories-touring, sports and racing. The hill record, held by Ruggeri with a Maserati (8 min. 19.8 sec.), was truly shattered by von Stuck, driving a 2-litre A.F.M., who recorded 7 min. 50.4 sec. Paul Glauser, of Berne, driving a 2.9-litre Alfa-Romeo, lowered the sports-car record to 8 min. 4.4 sec., which also beat the previous racing-car record. In the touring category, H. K. von Tscharner, driving a Healey roadster, made a new record in 9 min. 57.6 sec. Among the various sports classes, Miss Haig was second among the amateurs, with a time of 10 min. 9.8 sec., in her H.R.G., to a Swiss driver, M. Hajek, in a supercharged “TC” M.G., who recorded 9 min. 46.2 sec., while Ray Brock (H.R.G.) tied for third place in the same class with 10 min. 21.6 sec., his rival being a 1 -litre Veritas. A. G. Imhof ‘s time of 8 min. 53.2 sec. with the supercharged Allard, gave him first place in the over-3-litre experts, and Guy Warburton recorded 8 min. 59.2 sec. in the same class for amateurs, the winning amateur being W. Daetwyler, who took only 8 min. 18.6 sec. with his 4 -litre, 12-cylinder Alfa-Romeo (unsupercharged).
In the racing classes there was only one English competitor, namely S. A. Coldham with his Cooper 500. After a crash in practice he sorted things out sufficiently for his climb In the 1,100-c.c. class, but failed to reach the summit. Four Swiss-owned Cisitalias dominated the class, the fastest being Humbert Joly, with a time of 8 min. 48.2 sec. Rudolf Fischer, driving a 1,430-c.c. Simca-Gordini, made an excellent climb in 8 min. 1.4 sec., comfortably beating his two opponents in the 1,500-c.c. class and, of course, von Stuck, who was alone in the 2,000-c.c. class, was supreme with his record-breaking run. He drove a single-seater A.F.M., which is a Verltas, i.e., modified “328”
S.U.N.B.A.C. Silverstone Meeting
Another highly successful Club Day at Silverstone was held on September 3rd by S.U.N.B.A.C. An interesting event was a race for Ford Ten-engined cars, which the Buckler won convincingly. Carter had a day out, winning with both his Alfa-Romeo and his Cooper, while the fastest win was Newton’s, his Frazer-Nash averaging 71.81 m.p.h. in the third heat of the Handicap Race. Fastest lap was made by Newton, at 73.89 m.p.h.
Race A (Sports Cars Under 1,000 c.c. Supercharged and Over 1,300 c.c. Unsupercharged). – 1st: L. Gibbs (1,087-c.c. Riley), 59.86 m.p.h.; 2nd: W. A. G. Goodall (1,122-c.c. Morgan), 59.43 m.p.h.; 3rd: C. D. F. Buckler (1,172-c.c. Buckler), 59.26 m.p.h.
Race B (Sports Cars Over 1,000-c.c. Supercharged and Over 1,300 c.c. Unsupercharged). – 1st: K. E. Carter (2,600-c.c. Alfa-Romeo), 71.25 m.p.h.; 2nd: E. J. Newton (1,971-c.c. Fraser-Nash), 66.14 m.p.h.; 3rd: W. D. R. Morrison (4,086-c.c. Humber, s/c), 61.20 m.p.h.
Race F (500-c.c. Cars). – 1st: K. E. Carter (500-c.c. Cooper), 69.62 m.p.h.; 2nd: J. Moor (500-c.c. Wasp), 68.12 m.p.h. 3rd: W. J. Whitehouse (500-c.c. Cooper), 67.22 m.p.h.
Race C (For Sports Cars with Unsupercharged Ford 10-H.P. Engines). – 1st: C. D. F. Buckler (1,172-c.c. Buckler), 60.13 m.p.h.; 2nd: K. Rawlings (1,172-c.c. Rawlings), 58.16 m.p.h.; 3rd: L. J. Tracey (1,172-c.c. Dellow), 57.43 m.p.h.
Allcomers Handicap. – 1st: H. Birkett (2,992-c.c. Bugatti), 64.58 m.p.h.; 2nd: L. E. Gibbs (1,087-c.c. Riley), 64.17 m.p.h. 3rd: E. J. Newton (1,971-c.c. Frazer-Nash), 71.81 m.p.h.
The S.B.A.C. Display
This year’s S.B.A.C. at Farnborough’s historic aerodrome went off like clockwork before a vast concourse of distinguished foreign visitors, the weather for the first day’s flying being well-nigh perfect. The car parks were no less interesting and notable for the uniformity in appearance of the moderns, the large proportion of shabby old cars present, and the universal respect enjoyed by a conspicuous prevalence of old-school Bentleys. The static part of the show was staged in the tastefully-decorated halls, our old friends Dunlop, Lucas and Lodge having stands, for they are as highly esteemed in aviation as they are well known to motorists. The military Bristol Freighter shot us up noisily, the H.P. “Hermes 4” was dignified in contrast, the low fly-past by the B.O.A.C. Short Solent “Solway” very impressive. The Short “Sealand” got off wonderfully with rocket assistance, the Percival “Prince” flew strongly with one of its two Alvis engines idling, and the Vickers “Seagull” demonstrated a like ability, although its demolition of a marker on landing was unrehearsed.
Doubtless the 24-seat Cierva “Air Horse” is a remarkable technical achievement, but it is nightmarishly ugly, its companion helicopter, the Cierva “Skeeta, I,” looking almost graceful in comparison. But the former’s absolutely vertical take-off and descent were not to be denied.
The Westland “Wyvern 2” with big contra-propeller was outstandingly smooth and quiet, the H.P. “Marathon 2” needed but a brief take-off run and effectively displayed the slim nacelles of its Mamba turbo-propeller engines, and the A.W. “Apollo” 24/31-seater four-motor liner was quiet, smooth and impressive.
Dazzlingly good was the E.E.C. “Canberra I” turbo-jet bomber, on its tight turns, climb and excellent landing. The new D.H. “Comet” 36-seater jet liner is about the most graceful aircraft that has ever flown, so could be forgiven a slight tendency to land on one wheel. The Gloster “Meteor 8” treated us to a vast-arc loop, the Vickers Type 510 supersonic fighter to a level fly-past at 645 m.p.h. — it is real “eversharp” — and the rather noisy H.P. “Hermes 5” was nicely flown. Whoever showed-off the Hawker P.1052 knew all the tricks, for in a climbing inverted shoot-up it looked faster than the “510,” after which it plummeted below the horizon, to zoom up in another great climb.
It was a bit of an anti-climax when the dear old A.S. “Lancaster” flew by with two of its assorted power units inactive, after which the Westland-Sikorsky S.51 helicopter went up, down, sideways, backwards and all ways, its bright paintwork slightly reminiscent of that favoured for faithful circus traction engines. The small fry — Auster J/5B, Prentice and Chipmunk — were outclassed at this show but evoluted nobly nevertheless.
The imposing Avro “Shackleton” bomber flew low, the D.H. “Re-heat Vampire” did some beautiful straight all-out climbs, the Hawker naval fighter made its all-out fly-past low and inverted, the R.R. “Avon Meteor” made a very purposeful level run and an even more imposing dive with twin smoke trails, and then the R.R. “Re-heat Meteor” took off with a deep-throated throb, and shot up after its level run, to vanish in a layer of white cloud, reappear against the blue sky, repeat the manoeuvre the other end of the aerodrome, and finish by repeating the performance once more into the aforementioned cloud patch. The Vickers “Attacker” looked stolidly impressive and very, very fast, and John Derry ably concluded the show In the D.H.112 “Venom” getting going in a vast smoke swirl, doing rapid vertical rolls and his famous low-level turns, first on one wing tip, then Immediately on the other, and finally making an inverted shoot-up, proving this new D.H. product to have the manoeuvrability and handling qualities of their “Vampire.” He came in over Cody’s tree to a perfect landing. An excellently-staged show, which should keep the next war quite some distance away!
Lancashire A.C. Davis Trophy Trial
The trials season opened on September 3rd with the classic Davis Trophy Trial. Thirty-eight cars started and, as might be imagined in this year of drought, fourteen retained full marks at the end, so that special tests decided the issue and gave Thompson’s Ford Ten-engined A.W. Special best performance.
Best Performance (Davis Trophy). — B. K. Thompson (1,172-c.c. A .W. Special) no marks lost.
Best Opposite Class. — K. R. Bailey (1,503-c.c. Riley), no marks lost.
Lancashire Automobile Club Award. — J. G. Lister (1,172-c.c. Austin), no marks lost.
Special Invited Clubs Award. — J. Clegg (1,172-c.c. Clegg Special), no marks lost.
Novice Award. — A. A. Butler (1,172-c.c. Ausford).
Team Prize. — Lancashire and Cheshire Car Club (C. Corbishley (1,172-c.c. C.C.S.), S. Thompson and Bailey).
Souvenier Awards. — C. Wallwork (1,776-c.c. Standard), F. A. Rhodes (1,911-c.c. Frazer-Nash-B.M.W.), Corbishley (1,172-c.c. C.C.S.), K. E. Bancroft (1,172-c.c. Bancroft Special), J. P. Price (900-c.c. Austin), E. B. Wadsworth (1,172-c.c. Ford), G. P. Mosby (3,622-c.c. F.M.B.), G. R. Holt (1,172-c.c. G.R.H. Special), B. Nable (1,172-c.c. B.N. Special), J. L. Pattinson (3,622-c.c. Allard). No marks lost.
Hagley and District L.C.C. Evening Trial
Held on August 31st, the results were:
Super Sports Cars:
Narkover Cup. — Ken Rawlings (1,172-c.c. Rawlings Special), lost no marks.
First-Class Awards . — R. B. Lowe (1.172-c.c. Dellow, S.), lost 2 marks; L. G. Evans (1,172-c.c. Dellow, S.), lost 4 marks.
Second-Class Awards. — F. D. Lawton (1,125-c.c. Lawton Special), lost 19 marks; G. D. V. Ostroumoff (1,172-c.c. Dellow), lost 21 marks.
Standard Production Cars and Saloons:
Dunster Cup. — Ken Wharton (1,172-c.c. Ford saloon), lost 11 marks.
First-Class Award. — J. L. Shaw (1,250-c.c. M.G. saloon), lost 12 marks.
Winning Team. — Ken Rawlings (1,172-c.c. Rawlings Special) and Ken Wharton (1,172-c.c. Ford saloon), lost 11 marks.
Runners-Up. — R. B. Lowe (1,172-c.c. Dellow, S.) and L. Shaw (1,250-c.c. M.G. saloon), lost 14 marks.
Rhydymwyn Speed Trials
Over 35 well-known drivers assembled at Rhydymwyn on September 10th for the speed trials on the tricky half-mile course at a meeting organised by the Wirral “100” Motor Club.
In an eventful afternoon’s racing, several class records were beaten. J. B. Reece (Cooper) broke his own record by 2 sec. and once again established f.t.d. in a drive which was a joy to watch — a perfectly-judged run in a well-prepared car. Guy Warburton handled his 4-litre Allard magnificently and made third fastest time, to Peter Reece (Bugatti). G. Tyrer’s B.M.W. was as fast as ever and he remained undefeated champion of the 1,501-c.c. to 2,000-c.c. sports and racing car classes. M. Keaton (Cooper) unfortunately broke a chain on his first run but made sure of a good time on his second. C. D. Headland turned his Marwyn over in practice and suffered a broken collar-bone. He sent his best wishes from hospital and his injury is not too serious. T. B. Carnston handled his 4-litre Allard well, though H. D. Pritchard turned his Allard completely round on his first run. F. H. Howarth’s Lagonda Special is beautifully finished, while P. H. Crummock’s Ford Ten Special dispenses with the trimmings and is essentially practical — and fast. K. Neve showed that his “30/98” Vauxhall still has plenty of urge — at 22 years old!
Sports Cars up to 1,500 c.c. – 1st: E. P. Scragg (H.R.G.), 1 min. 29.8 sec.; 2nd: J. Scott (H.R.G.); 3rd: C. Corbishley (C.C.S.).
Sports Cars 1,501 to 3,000 c.c. — 1st: G. Tyrer (B.M.W.), 1 min. 28.2 sec.; 2nd: J. H. Walton (Alta); 3rd: J. C. Wallwork and B. B. Davies (tie).
Sports Cars Over 3,000 c.c. – 1st: G. Warburton (Allard), 1 min. 25.2 sec.; 2nd: A. Rogers (Rojah); 3rd: H. T. Wilson (S.S. Jaguar).
Racing Cars, 500 c.c. – 1st: J. G. Reece (Cooper), 1 min. 23.4 sec.; 2nd : M. C. Kearon (Cooper).
Racing Cars 1,101 to 1,500 c.c. – 1st: P. H. Crummock (Ford Special), 1 min. 34 sec.; 2nd: C. Duncan (M.G.).
Racing Cars 1,501 to 2,000 c.c. — 1st: G. Tyrer (B.M.W.), 1 min. 27.4 sec.; 2nd: J. H. Walton (Alta); 3rd: J. C. Wallwork (Standard).
Racing Carfs Over 2,000 c.c. — 1st: P. B. Reece (Bugatti), 1 min. 24.4 sec.; 2nd: G. Warburton (Allard); 3rd: A. Rogers (Rojah) and L. Blackburn (Bugatti) (tie).
The Curragh Races
The races at the Curragh on September 10th, comprising the Wakefield Trophy (Scratch) Race and the Frank O’Boyle Trophy (Handicap) Race, were really promoted by the Irish Army and organised by the Irish Motor Racing Club. It was rather as if the Commanding Officer of Bulford camp had invited the B.R.D.C. to hold a race, or races, using some of the roads through the camp and a section of the Andover-Amesbury highway. The Curragh, for those who are untravelled, is a large heath, ideal for Army manoeuvres and motor racing. The circuit, which was unusual in being run anti-clockwise, consisted of a 1 3/4-mile section of the Dublin-Cork main road, straight as an arrow, an acute hairpin leading back to the barracks, a sequence of alternate left and right-hand corners through the camp and a beautiful downhill curving section leading back to the beginning of the straight.
The first practice was notable for the performance of Powys-Lybbe. Making a return to racing after more than 10 years, driving a 2.9-litre P3 Alfa-Romeo recently purchased from Thomson & Taylor, he lapped the 4.94-mile circuit in 4 min. 1 sec. (73.79 m.p.h.). At the second practice, on the Friday, more cars appeared including Peter Walker (E-type E.R.A.), Roy Salvadori (4CL Maserati) and Dudley Folland (2-litre unblown Ferrari). Walker made the best practice time in 3 min. 34 sec. (83.12 m.p.h.) followed by Salvadori in 3 min. 36 sec., with Watson (Alta), Fotheringham-Parker (6C Maserati) and Folland next in order. The E-type was going really well and was obviously reaching a very high speed on the long straight.
During this practice Powys-Lybbe slightly seized two pistons on the Alfa-Romeo. The car was driven off the course and work was commenced forthwith In the commodious and well-equipped Army workshops, a full Colonel being pressed into service to provide transport and facilities. Working all night the blocks were lifted, the pistons eased and the engine reassembled, a procedure which took until 11 a.m. on the Saturday morning. Lybbe then passed the time until the start by driving up and down the straight to run-in the engine.
On race day it rained all the morning and began to show signs of clearing only an hour before the start of the meeting. A crowd said to number 30,000 lined the course and all the stands were filled to capacity. At the last minute a demand was made for an additional 100 seats in the main grandstand, such installations being provided by the Army engineers. The Colonel protested slightly until it was pointed out that as the seats had already been sold and the money accepted, he had really no alternative.
The Frank O’Boyle Trophy, a handicap race over 20 laps (99 miles) consisted almost entirely of an Irish entry, one exception being Peter Clark on the Vanguard-powered H.R.G. The most likely winner seemed to be Kyle, driving Hector Graham’s single-seater K3 M.G. After lapping in 4 min. 2 sec., (73.49 m.p.h.) and picking up several places, however, Kyle retired with big-end failure. McCrea, on an R-type M.G. then took up the chase until he too retired, which left Peter Clark with the fastest car on the course. For a time it seemed that Peter might make some impression on the limit men but on the 13th lap he had to stop to take on water, which, with the slow preceding and following laps, lost him more than a minute. The finish was close, Flynn (M.G.) beating Groves (M.G.) by only 8 sec., while for third place Leeper (M.G.) and Kelly (E.R.A.) were so close that their times were given as the same. Perter Clark was fifth and received the special prize for being the fastest finisher, some consolation for this very hard trier.
The Wakefield Trophy, a formule libre scratch race over the same distance, had an intensely dramatic first lap. In the front row at the start were Peter Walker, Salvadori, and Watson, behind them Fotheringham-Parker and Folland, then Powys-Lybbe, James on the 4-litre Sunbeam, Kelly on a 60 Maserati and Baird on the Baird-Meteorite. At the end of lap 1 Powys-Lybbe was the first to appear, followed by Fotheringharn-Parker and Folland. After a very long interval James came round and finally Kelly who stopped at his pit. None of the three cars from the front row was seen again. What happened was this: the race started in a slight drizzle and the braking area for the first corner was extremely slippery. At the end of the long straight Walker, arriving very fast, locked his wheels and shot down the escape road towards Cork. Salvadori attempted the corner but was smartly rammed by Watson, bursting his tank and setting the car on fire. Salvadori steered to miss the crowd, then finding his situation uncomfortable warm, stepped out while still doing some 40 m.p.h. The car ran over his foot and then went on to burn itself out more thoroughly than we would have thought possible. Meantime, Walker, returning to the course, was rammed by the unfortunate Watson, and all three cars were eliminated. Lybbe, Fotheringham-Parker and Folland all negotiated the corner but James, arriving next, was rammed by Kelly and stalled his engine, losing time re-starting. Mercifully, everyone escaped injury.
With a sadly depleted field, the stewards decided to reduce the race to half distance, and the order of the remaining cars did not change. Fotheringham Parker came in to report low oil pressure but was sent on his way with instructions to keep going. On the last lap he speeded up and made fastest lap of the race but could not quite catch Lybbe. Folland driving to a plan and keeping down to 6,500 r.p.m., was surprised and disgruntled when the race finished half-way, saying that when the car did go he wasn’t, allowed to drive it. James could not make up the time lost, but the big car looked and sounded most impressive, reaching 130 m.p.h. on the straight with some ease. Finally, Lybbe, who owns no other car but the Alfa, showed his independence by going to the prize-giving in Dublin, 30 miles away, by bus. – J. W.
Gardner’s Class I Rrecords
As we close for Press comes news of Lt-Col. “Goldie” Gardner’s magnificent Class I records with his Shorrock-blown three-cylinder Gardner Special at Ostend. His speeds for the f.s. two-way runs are: –
One kilometre … 154.991 m.p.h.
One mile … 154.24 m.p.h.
Five kilometres … 150.513 m.p.h.
Gardner used Lucas ignition equipment, Lodge plugs, Dunlop tyres and the fastest one-way speed was 159.3 m.p.h. Some confusion exists re Taruffi’s Tarf records, but presumably Gardner has beaten the Italian’s five kilometre record by 20.82 m.p.h. and he has improved on his own records by 36.8 and 40.6 m.p.h., respectively.
The Tenth G.P. D’Europe
Run this at Monza (next year it will be run at Silverstone on May 13th), the most important Formula I race of the year merely proved the superiority of the new two-stage, twin-o.h.c. V12 Ferrari and the masterful ability of Alberto Ascari. He led the race through out and made fastest lap of the 3.9 circuit at 111-14 m.p.h., winning in 2 hr. 58 min. 53.6 sec., at 105.09 m.p.h. In practice he lapped at 112.72 m.p.h. But these race speeds fail to better those made by the Alfettes in 1948 – 116.95; 109.98, respectively. Also, no Alfa-Romeos ran last year and Ascari’s only serious opponents were Villoresi’s similar Ferrari – both cars have a wheel base of just under 8 ft., oil tanks in their tails and minor mods. to front suspension and steering – and Taruffi’s and Farina’s Milanos, 4CLT Maserati chassis, each with four-cylinder boat-engines having two vast superchargers, said to be detuned to 290 b.h.p. for the race. These Milano’s, like the twin-cam Ferraris, were built to catch the £250 prizes for entrants of new cars. However, Villoresi had gear box trouble after 108 miles and Farina gave up in disgust after 72 miles because the latest Maserati just wouldn’t go fast. Campos tried to challenge, but lost a rod from his 4CLT Maserati, and de Graffenried’s sister car lost oil and oil-pressure. So the race ended as a dull procession, Etancelin’s 4 1/2-litre Lago Talbot a creditable second, a lap behind Ascari and “Bira,” covered in oil, limping along in his Maserati 2 laps further back still, having overtaken de Graffenried. Sommer’s single-stage Ferrari was fifth and Harrison’s B/C-type E.R.A., a truly creditable sixth, ahead of Taruffi’s “Tipo Milano” Maserati, delayed by frequent pit-stops, Claes’ Talbot and Louveau’s Maserati. Retirements numbered fifteen and in Pagani (Platé), Parnell (Maserati) big-end; Brooke (Maserati) scavenge pump trouble; Biondetti (Maserati) plug trouble; Bonetto (Ferrari) blown gasket; Whitehead (Ferrari) misfiring; Mairesse (Talbot) overturned; Rol (Maserati) engine trouble; Levegh (Talbot) back-axle failure; Murray (Maserati) crashed; Campos (Maserati) thrown rod; Villoresi (Ferrari) seized gearbox; Rosier (Talbot) engine trouble; Chaboud (Delahaye) overheated.
Cemian M.C. Knowland Trophy Trial
Forty-six entries were received the Harrow C.C., Southsea C.C., Kentish Border C.C., West Hants and Dorset C.C., Chiltern C.C., Hants and Berks C.C., Horsham and District C.C., and the promoting club and 40 of these turned up at the start at Hindhead.
The first hill on Longmore Common stopped everybody except three Allards driven by E. N. Frost, K. E. O. Burgess and G. C. Harvey, R. F. Chappell’s V8 Special and the Mercury Specials of R. W. Faulkner and A. E. A. Day. This hill depended on sand and steepness for its difficulties, but the rest of the course, embracing Mount Farewell, Oakshott, Wheatham and The Warren, was easy due to the very dry summer.
The final hill, “Rake’s Progress,” normally very easy, was made difficult in the last 10 yards by a diversion up the bank at the side of the hill, which stopped 21 competitors.
There were four retirements – Appleton’s Allard with a broken gearbox P. E. Sundt’s Wolseley with clutch trouble, G. H Nuthall’s Wolseley with petrol starvation and V. E. Loft’s R. C. Ford.
Burgess and Frost completed the course without loss of marks. Burgess, however, beat Frost by 0.1 of a second in aggregate times on the two special tests, thereby winning the Knowland Trophy, the Autumn Cup for the best visitor going to Frost.
Knowland Trophy. – K. E. O. Burgess (Allard).
Autumn Cup (Best Visitor). – E. N. Frost (Allard).
Vice-President’s Trophy. – Ian Palmer (P.S Special).
First-Class Awards. – G. C. Harvey (Allard), H. Clayton (Clayton), E. Spence (F.M.W.), W. H. Waring (Dellow).
Second-Class Awards. – V. S. A. Biggs (Ford), R. W. Faulkner (Mercury Special), F. D. Dent (Allard), D. F. N. Cotton (Cotton), S. White (Auswyte), A. E. A. Day (Mercury Special), R. E. Lang (Austin).
Team Awards. – H. Clayton (Clayton), E. Spence (F.M.W.), D. F. N. Cotton (Cotton).