James Hunt’s win at the 1976 German GP was overshadowed by Niki Lauda’s near-fatal crash
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Matt Bishop’s perceptive piece on the 1976 German Grand Prix and James Hunt’s victory [A frightened James Hunt’s brilliant win: the F1 victory that’s easy to forget, online, August 4] certainly brought back memories for me. I was working for Fittipaldi but had spent the previous year with Goodyear and learnt something of the professional side of the great man.
Hesketh had recruited a tyre expert from Firestone (following their withdrawal from F1) and he told me that James was using a mildly modified Ford Capri for multiple laps of the circuit on the Thursday before the race and that he was happy for passengers to join him. Needless to say I asked if I could cadge a ride. Four of us were squeezed into the Capri – Hesketh designer Harvey Postlethwaite, Sunday Times writer Keith Botsford (whose reports always referred to James as ‘Master James’) and me. No seatbelts of course.
As we approached the first corner various braking points (in my mind) passed and once I realised that James was not actually going to kill his designer, a very frightened journo and me, I relaxed and enjoyed the ride of a lifetime.
The whole point was that James was not only learning the track (no simulators in those days) but was explaining to Harvey in great detail what his car would be doing and what he needed, all the while driving at astonishing speeds. There was indeed a lot more to James than his public image.
Bryan Jarvis, Great Bookham, Surrey
I enjoyed Andrew Marriott’s Barry Sheene/ George Harrison piece [Barry and the Beatle, September]. But Andrew is mistaken in thinking that the crowd had no idea who was at the wheel of the Lotus 18 at the Gunnar Nilsson Memorial Trophy. Au contraire – Harrison’s presence was announced on the PA, along with such other luminaries as Dan Gurney and Juan Manuel Fangio. But in 1979, the Beatles star had waned before waxing again in the late ’90s, leading to the current era of Beatlemania biopics.
The response to Harrison’s sedate progress was thus more polite than hysterical. The highlight of the day was the fabulous spectacle of the BMW M1 Procar race and as the track at Donington was then so much closer to the crowd, especially from Redgate to the Old Hairpin, it was a totally immersive experience, both aurally and visually.
John Aston, Thirsk
Barry Sheene was involved with a charity event in 1983. Does Howard Farrar still have this helmet?
I read your article on Barry Sheene with great interest. It reminded of the time Barry helped raise the money for a Sunshine Coach in Nottingham in 1983 for a school of autistic children.
I was fundraising at Donington Park during a motorcycle racing weekend. I was introduced to Barry and I asked him if he would donate one of his crash helmets for me to raffle.
He said he would love to, but unfortunately the helmet belonged to the supplier. However he immediately offered to get the supplier to donate a white helmet, which he would take to the next MotoGP in Imola and he would get all the riders to autograph it. This he did and then at the next meeting at Donington he gave me the helmet. After the weekend raffle he very kindly stayed behind to draw the winning ticket and to present the helmet to the winning ticket holder.
The fans loved him and he was such a genuine unassuming person.
Geoff Yeowart, via email
I am aghast at your selections, nay appalled, having been a subscriber for 40-plus years and have Motor Sport going back to the ’50s. This is one of the few occasions I have written to you – whilst upset.
August’s article on team-mates [Better the devil you know] was bad enough by ignoring Jimmy and Graham, and Graham and Jackie to say the least, now this month, Hesketh [Top 5 great Dutch GP moments, September]? More important than 1967 and the stunning victory in the new Lotus 49 and the mighty Cosworth? You jest, sirs.
Christopher Brooke, via email
In fairness, we noted that the 1967 Cosworth DFV debut at Zandvoort deserved a mention and gave a reason for its omission. We feel we’ve been a little Lotus 49 heavy of late – Ed
Left-hander Ayrton Senna had a distinctive ‘lefty’ signature – this from the 1989 Monaco Grand Prix
LAT
Since the mid-1970s, I have been collecting racing drivers’ autographs. That is why I particularly enjoy The Collector. With reference to your July issue, I would Iike to add the following observation: autographs are like time capsules – they evolve over a career.
In addition, there are often distinctive characteristics that are unique to a particular driver. For example, Ayrton Senna was left-handed and tilted the pen in his hand while signing. This created the characteristic variation in the thickness and the width of his pen stroke (see attached image from my collection, Monaco 1989 signature).
Knowledge of these details helps to identity genuine autographs. Unfortunately, there are far too many forgeries.
Carsten Achtelik, Hünxe, Germany
Further to the two letters relating to Can-Am in the September issue, I recall reading articles written by Denny Hulme when he was driving for McLaren. He related that the F1 car felt “sluggish” after having driven the Can-Am McLarens. It just goes to show how everything is relative.
Tony Elgood, Beckenham
Iwas fascinated by the account of the JYS/DSJ debate over safety [JYS vs DSJ: the heat of battle, September]. I think history is on the side of Jackie Stewart – things could not have continued as they were. Perhaps current discussions about the future of motor sport are equally existential in nature?
It does seem idiotic to have questioned Jackie’s bravery – the article mentions his 1968 German Grand Prix victory, but not that he achieved this with a broken wrist.
John Opie, Redruth
Come on Silverstone, give us some good viewing spots at the BRDC Classic – like Luffield or Village
BRDC
Thanks to Motor Sport as you remind newer readers of a period in racing in which life seemed needlessly cheap, while the lone voice of Jackie Stewart spoke out against needless slaughter as the sport he loved took its regular toll.
Motor Sport’s continental correspondent seemed to accept death as part of the sport that he also loved, while, according to Stewart, much was totally avoidable. Oddly, Jenks kept the reporting of death and injury to the minimum, for example, describing the ghastly crash that ended the Mille Miglia as “very sad that the Marquis de Portago accident of 1957 should bring the Mille Miglia to an end”. An accident that saw 12 dead and 20 seriously injured. Jenks seemed more concerned that the ltalian racing spectacle was no more.
But for Jenks and his extraordinary writings most of us would not have enjoyed the European racing scene, as he took us with him to the circuits while describing the drama and technical elements. But thank goodness that Jackie’s relentless campaign for safety prevailed over sheer, misguided enthusiasm.
Pat Doyle, via email
I read JYS vs DSJ: the heat of battle with interest. A Motor Sport reader since the late ’60s, I can certainly remember DSJ’s jottings and in particular his disregard for safety and his criticisms of Jackie Stewart – and others. I had difficulty with this. I loved his writing, but he could be unkind with his comments.
It’s interesting that DSJ’s Continental Notes and Jackie Stewart’s letter included in the piece are from summer 1972. Just 12 months later, we witnessed the appalling death of Roger Williamson at the Dutch Grand Prix. I don’t recall DSJ’s comments in the aftermath, but surely nothing supported Stewart in his drive to enhance safety in F1 more than witnessing the passing of this promising young driver.
Dr Lyndon Cabot, via email
Greatness in motor sport is more than stats—it’s about ability, intelligence, dedication, and impact. Here’s our current list of the 100 greatest drivers from F1, rally, IndyCar and elsewhere
I recently attended the BRDC Classic at Silverstone, and was impressed by the club event feel to it but with the benefit of having some truly amazing cars on track with full grids. My only criticism was the lack of open grandstands. The few that were open were not the ones that offered the best viewing experience. This was the same with ELMS last year. I appreciate for every grandstand they need to have stewards, and they wanted to keep the concentration around the national pits, but perhaps it would have been better to have a section of Luffield or Village open too, just for a bit of variety.
Gareth Holt, Coulsdon, Surrey
Having marshalled the Silverstone F1 grand prix for years, its ever increasing popularity has, in recent years, seen the removal of our permission to cycle within the venue and from the officials’ campsite to our place of duty on the circuit (it can be a long walk or queue for a shuttle bus!). I was interested to note in September’s F1 Insider column that Karun was able to cycle down to Stowe to enjoy the atmosphere at Landoland.
Perhaps he could share his insider contacts to save many marshals’ boot leather!
Bob McEwan, Burnham-on-Crouch, Essex
Does anyone know what happened to Rosie’s Bar in Monaco? Along with the Tip Top it was the place to be seen in the ’60s and ’70s. Rosie with her red hair ran the place like a sergeant major. She knew all the drivers and anyone else who was anyone in motor racing. Back in the day the bar was integral to the Monaco week.
Brian Palfrey, via email
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