Letters, October 1991

Opinions expressed are those of correspondents and not necessarily those of Motor Sport

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Paul Warwick

Sir,

The family and friends of Paul Warwick would like to express their sincere thanks to everyone who offered such kind words of comfort and sympathy following Paul’s accident at Oulton Park.

Paul lived, and tragically died for motorsport, but the eleven years which he spent racing were the happiest of his young life. During that time he met many people and made countless friends from all around the world, but even so we were still touched and overwhelmed by the hundreds of letters, cards and floral tributes that were received. So many of these came from people Paul never personally knew, and to you all, our heartfelt thanks.

It is particularly difficult to single out any one person for a special word of thanks, but to the Oulton Park circuit personnel, medical team and marshals, the Cheshire Police, Paul’s fellow drivers, the Mansell Madgwick team, and the staff at the North Staffordshire Royal Infirmary who did everything possible to help Paul, your efforts will always be remembered.

The family and friends of Paul Warwick,

Alresford, Hampshire.

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Churls and snobs

Sir,

Much as I respect Chris Nixon as a writer I was surprised to learn from WPK’s review (Motor Sport September) that he considers your production as inward looking, churlish, snobbish, stuffy, short-sighted and wilful!

These must be the reasons why Motor Sport came way out top of the last circulation figures that I read in a newspaper. In this report the correspondent expressed amazement, bordering on disbelief, that such an old fashioned style of magazine could attract such a following. Presumably many of us find Motor Sport outspoken, generous, gregarious, a ventilator of other people’s hot air, fair minded and truthful even when it hurts. Your readers appreciate that your contributors know more about motor racing, drivers and cars, past and present, than all the rest. The format of Motor Sport is a pleasant reminder of that, so please carry on being inward-looking, churlish, snobbish etc.

Anthony Brooke,

Gloucestershire.

(Chris Nixon’s book reports some contemporary views of Motor Sport, not necessarily his own opinions. — GC)

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Coys Reply

Sir,

With reference to your article “Letter to Readers” in your September issue, I am surprised that you felt the need to repeat the article that was published in The Times which was generally believed to be very thin and instigated by a rival auction house. I’ll leave you to work out which one.

I used to believe that The Times was a quality newspaper. I now know it not to be. The Times harassed some sixty of our clients and finding nothing juicy to report, published information about the most ridiculous claim ever made against Coys or myself. The claim was rigorously denied, a point not made in your magazine, and concerns a transaction almost ten years old. The claim referred to in the article we confidently expect to be withdrawn in the near future.

I also regard with great suspicion the writer’s reasons for pointing out that I am a member of the VSCC, and the connection suggested by this with Christopher Mann, also mentioned in this article (a VSCC Member) who was involved in what could be considered as criminal activities.

Jeffrey Pattinson,

Coys of Kensington.

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Morgan Points

Sir,

The article in the September issue of Motor Sport on the Colin Musgrove Morgan Plus 8 requires correction. The Musgrove car did not win the Morgan Challenge race at Pembrey on the 23rd June. The race was won by Graham Walker in his standard A-8 who was running in class B and finished some five seconds ahead of the Musgrove car.

The Musgrove car did in fact win the Morgan Sports Car Club Ruby Anniversary Race but this was not part of the Championship.

Janet Fellows,

Herefordshire.

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Silver Hawk Saga

Sir,

Chris Gordon is to be congratulated on the magnificent job of restoration carried out on the Sage-engined Silver Hawk. This car was in my possesion for many years; sadly I was unable to give it the attention it deserved. Since the write-up in Motor Sport my memory has been jogged over one or two items that have not so far been mentioned. An attempt at providing an electric starter had been undertaken in the shape of a Morris dyno-starter driving through a duplex chain onto a sprocket behind the cone clutch.

This was incomplete. The car as I bought it was minus bodywork, radiator, etc. There was a badly rusted fuel tank, capacity approx 8 gallons. Also an oil-pressure gauge approx 3-1/2in in diameter, calibrated to 20-25 psi. This had a distinctive vintage aircraft look about it. I also noticed that the chassis had been divided and lightened; this was carried out after I had sold the car. I hope this may help to clarify and shed light generally on the Silver Hawk’s possible racing history.

J.R. Payne,

Churtsey, Surrey.

(Mr. Payne sent two photographs, not suitable for reproduction, showing the car’s undrilled chassis side and front cross-member, which could substantiate Chris Gordon’s claim to own one of the racing Silver Hawks, perhaps the ex-Noel Macklin car. — WB)

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Ford and Cosworth

Sir,

I am sure that I shall not be the first to point out that the Cosworth V12 engine shown in Motpr Sport, August, is not the first V12 bearing the Ford name. In Motor Sport, September 1972 (page 988), there is a photograph of the Ford-sponsored second-generation Weslake V12 engine. Futhermore, both illustrations are in DSJ’s contributions. Can we forgive him this lapse of memory?

On the subject of Connaught B Series engine power, (Motor Sport, August, Letters), I can assure Mr Paul H Shaw that I remember the performance on carburettors, using straight methanol fuel, as 100 bhp/litre, ie 250bhp. I certainly find the reference to only 209bhp puzzling, and it would be interesting to know what performance level is being seen by current rebuilders of these engines.

In his autobiography Climax in Coventry, W Hassan points out that, without the addition of nitro-methane to its fuel, the 250F Maserati engine produced 230bhp at the relatively high rpm of 7,200 coupled with the modest maximum bmep of 179 lbs/in at 5,800rpm. I submit that the Connaught-developed Alta engine, in 1955, had at least the power of the Maserati 250F engine, coupled with a more usable torque curve.

Brian Pritchard-Lovell,

Rye, E. Sussex.

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Credit Where Due

Sir,

Today I received my April issue of Motor Sport (or should I call it DSJ’s Senna Supporters magazine) which I have been subscribing to for over 40 years. Surely DSJ (whom I remember reading about in his days with Eric Oliver), with all his literary attributes, could define other drivers in a more equitable manner.

A purist such as he could surely present an analysis of Senna and the other two leading drivers whom he denigrates, quoting at least the number of prangs they have been involved in and who shunted whom. At least show some thought and recognition of the younger drivers, their trials, their sponsors, as you never seem to give any credit to the stepping stones Honda used on the way to McLaren.

Maybe you should show a little more loyalty to your country of origin, and give people like Eddie Jordan and other relative newcomers the benefit of your mind. Or maybe retire before decay sets in.

Gordon Young,

Napier, NZ.