A GUIDE TO THE WORLD’SBEST CLASSIC FESTIVAL

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GoodwoodRevival12-14 September 2014

YOUR ESSENTIAL GUIDE TO THE WORLD’S GREATEST CLASSIC FESTIVAL

INSIDEUSA MEETS BSCCFREDDIE RICHMONDD-TYPE IN DETAILTHE LINDSAY DYNASTY

WelcomeThe Revival is a very special event for

me. In 1992, when we were planningthe Festival of Speed, my ambition

was always to get the Goodwood MotorCircuit going again. I spent a lot of timethere as a child with my grandfather, soopening the track for racing was one of thefirst things I wanted to do.

As we approach the 2014 event I am as excited as ever, and the dramaof watching such great cars race on the limit brings back so manymemories. It’s hard to believe, but this year is our 17th event. I think theidea of going back in time to a world that has long since disappeared hasreally caught the imagination of those who remember how it was as wellas those who never saw these cars in period.

This year we will have no fewer than eight British Touring Carchampions competing in the St Mary’s Trophy, always the most popularrace of the weekend because it’s wheel-to-wheel stuff. I am also reallypleased that we’re going to celebrate two wonderful cars – the JaguarD-type and the Maserati 250F. A one-model race for the Jaguars lookslike being the biggest-ever gathering of these beautiful sports cars, whilethe 250F was Italy at its best – a legendary Grand Prix Maserati.

There will be a 45-minute racenamed after the great Americansuperstar Carroll Shelby, for thespectacular small-block V8saloons and this will be atremendous battle for the fans toenjoy. The motorcycle races will

be back, of course, and we can expect another thrilling contest in memoryof Barry Sheene, who made so many new fans at the early Revival events.

Our driver tribute this year will celebrate the extraordinaryachievements of three-time Formula One World Champion Sir JackieStewart, whose exceptional talent was discovered by Ken Tyrrell atGoodwood and who shares the circuit lap record with Jim Clark to thisday. We will salute Sir Jackie with a fantastic collection of the cars that heraced during his career at the top of the sport.

Away from the track, we will have those wonderful warbirds in the airon the 75th anniversary of the outbreak of World War 2, plus a biggerand better Freddie March Spirit of Aviation display. We are all lookingforward to it, and I hope you will be with us for three days away from thepressures of the modern world. See you there! THE EARL OF MARCH

FRIDAY 12 SEPTEMBERSussex Trophy for World Championshipsports cars and production sports-racing carsof a type that raced from 1955-’60Demonstrations: Maserati 250F, Sir JackieStewart parade, Jaguar D-type

SATURDAY 13 SEPTEMBERGoodwood Trophy for Grand Prix, FormulaOne, Formula Two and Formula Libre cars ofa type that raced from 1948-’55Chichester Cup for rear-engined FormulaJunior cars with disc brakes, of a type thatraced from 1960-’64St Mary’s Trophy Part 1 for production salooncars of a type that raced from 1950-’59Barry Sheene Memorial Trophy Part 1for motorcycles of a type that racedfrom 1951-’54Shelby Cup for small-block V8-enginedsaloons of a type that raced before 1966Lavant Cup for Jaguar D-typesWhitsun Trophy for unlimited sports-prototypes of a type that raced prior to 1966Settrington Cup for J40 pedal carsDemonstrations: Sir Jackie Stewart parade,Maserati 250F

SUNDAY 14 SEPTEMBERFordwater Trophy for production-basedsports and GT cars of a type that racedfrom 1960-’66Richmond Trophy for 2.5-litre front-enginedGP cars of a type that raced from 1954-’60Barry Sheene Memorial Trophy Part 2St Mary’s Trophy Part 2Settrington CupRoyal Automobile Club TT Celebrationfor closed-cockpit GT cars in the spirit ofthe RAC TT races held from 1960-’64Glover Trophy for Grand Prix cars of a typethat raced from 1961-’65Freddie March Memorial Trophy for carsin the spirit of the Goodwood Nine Hours,1952-’55Demonstrations: West Sussex at war,Sir Jackie Stewart parade, Jaguar D-type

Race card

‘WE WILL SALUTE SIRJACKIE STEWARTWITH AFANTASTIC COLLECTIONOF THE CARS HE RACED’

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The Maserati 250F and Jaguar D-type wereboth introduced 60 years ago, and should berepresented in impressive numbers. The Maser-ati is the quintessential Grand Prix car of theperiod and was a favourite of Stirling Moss andJuan Manuel Fangio, who drove one to claim hisfifth and final World Championship in 1957.The Richmond Trophy could include as many as16 250Fs, with organisers hoping that KlausWerner’s V12 example will be among them.

The mouth-watering line-up of Italian single-seaters is set to be housed in a purpose-builtsection of the paddock. The area will replicatethe Monza pitlane as it was in 1954.

The Lavant Cup, meanwhile, will pay spec-tacular tribute to Jaguar’s gorgeous D-type witha grid given over entirely to the endurance racerand its derivatives. It is reckoned that there willbe as many as 29 examples racing and in the sepa-rate parade, with the ‘roadgoing’ XKSS beingrepresented among the bumper entry. StefanZiegler’s E2A is also set to take part over theweekend. This famous car formed the linkbetween D- and E-type, using independent rearsuspension and a 3-litre version of the XKstraight-six. It was raced by the Cunninghamteam at Le Mans in 1960, when it was driven byDan Gurney and Walt Hansgen.

Iconic carstakecentrestage

Star drivers returnThe Revival’s status continues to attract bignames, and this year will be no different. Good-wood stalwarts Emanuele Pirro, Jochen Mass,Anthony Reid and Nicolas Minassian are againset to play major parts in proceedings, and theywill be joined by Formula One drivers MaxChilton and Guido van der Garde.

Former F1 and sports car ace Jackie Oliverwill be there, and there could be as many as eightBTCC champions among the entry: AndrewJordan will share a Cobra in the TT; Matt Nealwill race an Austin A35 – as will Gordon Shed-den; Jason Plato will be in a Ford Prefect 107Eand Rob Gravett is set to drive a Vauxhall PACresta. Fabrizio Giovanardi, Colin Turkingtonand John Cleland complete the line-up.

STONEHENGEREBUILTATGOODWOODOne of the most astonishing sights at thisyear’s Revival will be a life-sized replica ofStonehenge, the World Heritage Site onSalisbury Plain. The model was commissionedby Lord March to celebrate 99 years since theprehistoric monument was bought by CecilChubb for £6600 (£500k in today’s money),reputedly to prevent it being sold to the US.Druids will be on hand – marking the 50thanniversary of the Order of Bards, Ovates andDruids – and will enact rituals and ceremoniesat the site. Rain dances are banned, though!

RAF WESTHAMPNETT REMEMBEREDThere have been many memorable ‘moments’ atthe Revival, and this year will mark the wartimecontribution of RAF Westhampnett, the airfieldfrom which the circuit was created in 1948.Westhampnett served as a satellite for nearbyTangmere, and Douglas Bader flew his finalwartime sortie from there in 1941. A hugedisplay of hundreds of military vehicles –including tanks and aeroplanes – willcommemorate the milestone on Sunday.

JUNIORS SET TO TAKE SENIOR ROLEThe Chichester Cup for Formula Junior cars isthis year open to the later, rear-engined, disc-braked machinery. Historic support for theone-time feeder formula is growing – the topseven drivers from the highly competitiveLurani Trophy have been invited and shouldprovide spectacular racing. In period, theformula attracted the likes of Lotus, Cooper,Lola and Brabham and was a proving groundfor talents such as Jim Clark and Jochen Rindt.

NIGHT RACERSCompeting into duskon the Friday has beena popular addition tothe Revival, with theFreddie March Trophygrid usually contestingthe opening encounter. This year, however, the1950s sports-racers from the Sussex Trophywill move from one end of the programme tothe other. Having closed proceedings in 2013,the pack of Maseratis, Jaguars et al will get theracing under way on Friday evening.

JYS HONOUREDThe stellar career ofSir Jackie Stewart willbe celebrated with acavalcade that shouldinclude a minimum of30 cars driven by theScotsman – including the Matra and twoTyrrells in which he secured his F1 titles in1969, ’71 and ’73. It is also hoped that he willbe reunited with the Cooper that he tested atGoodwood in 1964, an outing that began hislong-term association with Ken Tyrrell.

Jackie Oliver (above, on right) has become a Revival regular

Jaguar D-type will have itsown race plus a parade.The 250F (right) will alsohave a ‘high-speed

Uncle Sam’s invasionThis year’s Shelby Cup will evoke a period inwhich American muscle shook up the worldof saloon-car racing. Paul Fearnley looks backPHOTOGRAPHY LAT

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The long-dominant Jags, three ofthem – one driven by reigningFormula One world championGraham Hill – got a shock whenthe galaxy-sized US Fordof ‘Gentleman’ Jack Searsgalumphed past down Silver-

stone’s Hangar Straight. The disc-braked Britsreceived another shock when they were unableto immediately dive back past at Stowe. Leavingits torquey 7-litre lump in top gear after thesecond lap – practice starts had caused worryingclutch slip – Sears’ Galaxie won this 12-lapper by21 seconds and irreparably divided the union.Yup, the British Saloon Car Championshipturned star-spangled on 11 May 1963.

Jaguar’s feisty Assistant MD ‘Lofty’ Englandhad seen this coming two years earlier when DanGurney shipped over a truck-engined ChevroletImpala SS. Though this 6.7-litre 360bhp V8“looked like an aircraft carrier”, not only wasit faster than the Mk2 3.8s down the straights,but on its ‘taxicab and police’ dampers it wasalso more stable in the corners. Gurney grabbedpole at Silverstone’s Daily Express InternationalTrophy meeting and, having seen off no fewerthan six Jaguars, was denied victory only when arear wheel collapsed two laps from home.

The rematch at Silverstone’s Empire Trophyin July was eagerly anticipated. But it neverhappened. England and his boss Sir WilliamLyons – patriotic names or what? – had playedthe homologation game and pulled a few stringsto stop this ‘Yank Tank’ in its tracks.

Sent from Coventry, as it were, Gurney wrotea letter of mild rebuke to Autosport: “I will, intime, get over the fact that I spent a lot of timeand money in bringing the Impala to Great Brit-ain, but I will not readily forget the suspicion

that there may have been some behind-the-scenes sabotage to prevent the Chevrolet fromrunning at Silverstone.”

He’s still a little sore about it: “Yeah, Lofty wasbehind it. I don’t blame him necessarily; he wasprotecting his patch. It’s a part of racing. Theynever explained the discrepancies that preventedme from using the Chevy again, but I neverreally looked into it. Why fight City Hall?”

American journeymen Charles ‘Chuck’Kelsey and Peter Sachs had caused a modicumof consternation in 1962 with their ‘Dealer-Installed Options’ 5.4-litre Chevy IIs, but jumpyJaguar held sway over this shoestring operation.It was different, however, when the infiltratorwas an ex-champion, a plummy and dapperNorfolk farmer to boot, driving for a well-organised and ambitious team funded byBritain’s biggest Ford dealership.

Sears, who had been persuaded to join JohnWillment Automobiles by 1959 BSCC cham-pion-turned-team-manager Jeff Uren, won hissecond title in 1963. Though he also drove aCortina GT and Lotus Cortina to do so, it’s hisperformance at the deeply dished helm of thesteel-wheeled NASCAR that lingers in thememory. This 17ft-long, 3600lb car-cum-barge,built by Holman & Moody in Charlotte, NorthCarolina, was primarily intended to put the BlueOval back on the superspeedway map. It haddrum brakes front and rear, plus a clutchunsuited to standing starts, yet Sears won,remarkably, at poky Crystal Palace as well as atSilverstone’s British Grand Prix meeting.

Even world champion-elect Jim Clark,newfangled with most things American after hisnear miss with Lotus at the Indianapolis 500, gotin on the act, winning at Brands Hatch in Augustaboard Alan Brown’s H&M-built ‘guest’

Gurney’s Impala on thelimit, Silverstone 1961.Left: front-row lockout atOulton Park in ’67, withDibley’s Camaro (on left)and Gardner’s Falcon

Galaxie; pole-sitter Sears was in second placewhen he suffered a front puncture.

Clark wrote: “The car handles not too badlyconsidering the amount of power you have toplay with. However, as with all experiments likethis, I had satisfied my curiosity about the carand I’ll probably never drive one again.”

He never would, and instead won the class-based BSCC in 1964 in a Lotus Cortina. Sears,his Galaxie generating 500bhp and now homolo-gated with front disc brakes – but minus itsrudimentary roll-cage after protests from theopposition – won at Goodwood, Aintree, Silver-stone and Brands Hatch, but suffered DNFs atSnetterton, Oulton Park (twice) and CrystalPalace. Clark’s wheel-waving antics and threeoutright victories proved that there was stillroom for a good little ’un. A compromise ofAmerican sorts was about to be struck.

Chevy’s legendary Small Block, a pushrod 90ºV8, had been putting lead in the Corvette’spencil since 1955, having reportedly gone fromdrawings to production in a mere 15 weeks.Relatively light (those blocks were cast-iron),compact, simple and efficient (1bhp per cubicinch was the boast), it was the juice of choice forhot-rodders who fancied turning right as well asleft. In the hands of Dick Thompson, JimJeffords and Don Yenko (twice apiece), BobJohnson and Frank Dominianni, Corvettes wonthe Production B category of the SCCA NationalChampionship every year from 1957 to 1964.

When it eventually dawned on Ford that itwas missing a trick here, its Mustang was foaled.Fitted with a ‘HiPo’ version – solid tappets,wilder cams, raised compression – of the 4.7-litreWindsor pushrod V8, plus the sturdier rear axleand bigger brakes of the Galaxie, the specialised350GTs prepped by Shelby American of ACCobra fame became the cars to beat in 1965. Itclaimed five of the six regional divisions, andPacific Coast’s Jerry Titus, multi-talented editorof Sports Car Graphic, won the National title inthe newly established American Road Race ofChampions run-off at Daytona in November.

The increasing popularity of such freneticracing by American cars that spectators couldrelate to – and, more importantly, buy – set thelate John Bishop, executive director of theSCCA, thinking: if only he could persuade thebig three – FoMoCo, GM and Chrysler Corp –to become involved on a more professional level.

Thus, at Sebring on 25 March 1966, theFriday before the 12 Hours, a production-basedprivateer Mustang driven by none other thantwo-time Indy winner AJ Foyt sat on pole for theinaugural round of the Trans-American SedanChampionship. He led this four-hour Gover-nor’s Cup for 32 laps before retiring with ablown head gasket, whereupon Jochen Rindttook victory by a lap in an Autodelta-run AlfaRomeo GTA that looked very second-hand afterco-driver Roberto Bussinello’s roll in practice.

Thirty-five of the 44 starters that daycontested the under-2-litre class, but the‘Detroit Iron’ – 305cu in and 116in wheelbase –caught the eye and the imagination. Seven were

V8s: three Mustangs, three Plymouth Barracu-das – the pony car that pre-dated the Mustang bya fortnight in April 1964 – and a Dodge Dartcompact. The others were air-cooled flat-sixCorvairs: the rear-engined Chevy that laterreceived an unwanted starring role in RalphNader’s influential critique Unsafe at Any Speed.

The second-placed Group 44 Dart gave away300cc to the sportier Fords, but handled well.Bob Tullius, its builder and lead driver, cared nota jot about Rindt’s victory, insisting that he haddriven his own race (and set fastest lap) toachieve what he set out to do: win his class. Thischampionship was for manufacturers only (andwould remain so until 1972) and two races werebeing run simultaneously, he asserted.

There were six more rounds that season.Canado-Aussie Allan Moffat’s Lotus Cortinawon outright at Bryar Motorsports Park in NewHampshire, Tullius and co-driver Tony Adamo-wicz won the 12-hour race at Marlboro ParkSpeedway in Maryland, and the remainder fell toMustangs. To be doubly sure of the title, Fordreleased $5000 for Shelby team manager LewSpencer to buy, prep and run a five-day-old

Mustang for debutant Titus at the Riversidefour-hour finale.

Trans-Am was hotting up. When Mercuryrevealed a high-profile racing programme,which involved top NASCAR team boss BudMoore and drivers of the calibre of Gurney,Parnelli Jones and David Pearson, for its newCougar model, the series’ future was secured.Shelby and Titus stole Mercury’s scene withtheir out-the-back-door Mustang outfit, butonly after an epic scrap with Moore’s men andthe fast-improving Roger Penske-run ChevyCamaro Z28 of Mark Donohue.

These Trans-Am sedans were far from sedate.The no-holds-barred arm-wrestle between GMand Ford, plus American Motors (once two-timechampions Penske and Donohue had swappedCamaro for Javelin in 1971), forged a genuinethreat to NASCAR’s pre-eminence – until the

Oil Crisis of 1973 cramped the muscle cars’style. It had been thrilling while it lasted – albeitinsufficiently so for a Britain that had cast off itsshackles and was busy swinging (occasionally inshackles by choice).

The BSCC had gone yet bigger, wider, louderand faster in 1966 when it swapped the relativelystrait-laced FIA Group 2 regulations (which hadbeen in place since 1961) for the freer and easierGroup 5. That allowed overt modificationsto engines, suspension, brakes and tyres ratherthan the covert, acid-dipped machinations ofTrans-Am’s stock-jocks.

Alan Mann Racing of Weybridge had alreadyaccessed its link with Holman & Moody to bringthe Mustang to the fore in the UK by revising –with a close-ratio gearbox, limited-slip diff,front-wheel disc brakes and adjustableArmstrong shock absorbers – the cars it had usedto win the Touring category of the 1964 Tour deFrance. Co-conspirator and Walton-on-Thames garage owner Roy Pierpoint won the1965 BSCC in one, while long-time Jaguar manSir Gawaine Baillie drove the other.

Though the Mustang had fewer horses than aGalaxie, it was nimbler and just as fast on thestraights due to its smaller frontal area. Pier-point’s crown, however, was only confirmed on atiebreak at the Oulton Park Gold Cup finalround after the winning Alan Brown Mustang ofJack Brabham was disqualified because of non-homologated valve gear.

The change in regulations for the followingseason prompted Mann to again dip into his USFord stockpile: the fleet of 14 glassfibre-panelledfive-speed Falcon Futura Sprints with which histeam, headed by Swede Bo Ljungfeldt, had sonearly beaten Paddy Hopkirk’s Mini Cooper onthe 1964 Monte. Boosted to a GT40-style4.7-litres, some with Weslake aluminium heads,their 400bhp was harnessed by fat GT40 wheelsand tyres – vital for a model originally homolo-gated with five-inch rims – and Girling discs allround, plus rear suspension modified to featurecoil springs and radius arms.

Pierpoint felt the need to supercharge his andsuffered unreliability early in 1966. He alsocrashed out of the lead of Goodwood’s St Mary’sTrophy, which allowed Australia’s Brian ‘Yogi’Muir to register a victorious final hurrah for aWillment Galaxie (fitted with an engine from apowerboat). But in 1967, freed from its ETCCand Trans-Am commitments with works LotusCortinas, Alan Mann Racing looked closer tohome and dominated the BSCC with drollSydneysider Frank Gardner aboard its Falcon.Jackie Oliver gave spirited chase and won threetimes in DR Racing’s Mustang, but generallyfought a losing battle against the superior accel-eration of his lighter (by 181kg) rival.

Detroit glassfibre is tough stuff: Falcons werestill winning in 1969, the BSCC’s final year ofGroup 5. Though they lacked the old Jag’s grace,America’s sedans had comprehensively aced it onspace and pace.

Heavy-metal thunder, racin’ with the wind.Get one’s motor running, old bean.

‘THE NO-HOLDS-BARREDWRESTLE BETWEEN GMAND FORD THREATENEDNASCAR’S DOMINANCE’

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Trans-Am beginnings:Group 44 Dart at Sebringin 1966. Below left: Searshustles vast Galaxie atCrystal Palace, 1963

Clockwise: Jacky Ickxchases Jack Brabham,

Crystal Palace, ’66; RoyPierpoint at Brands in the

same year; Gardner andOliver scrap at Mallory, ’67

Running in the familyLord March’s passion

for motor sport stemsfrom his grandfather, a

keen racer who set up theGoodwood Motor Circuit.James Page investigates

the life of the Duke ofRichmond and Gordon

PHOTOGRAPHY GOODWOOD/LAT

Frederick Charles Gordon-Lennoxwas a man of many talents. He waspresident of the BARC for 21years, vice-president of the RACfor 33, and a founder president ofthe Guild of Motoring Writers.He created the Goodwood Motor

Circuit on his West Sussex estate in 1948, as wellas being a successful stylist and enthusiastic avia-tor. And for a short period of time, this modestand popular character – known to all as FreddieMarch – was also a fine racing driver.

Educated at Eton and Oxford, March aban-doned his agricultural studies – much to hisparents’ horror – to take up a job with Bentleyunder an assumed name. He was fascinated bymotoring in all its forms, and it was not long

before he was competing at Brooklands. In 1929,he gained a Premier Award in the JCC HighSpeed Trial at the wheel of an MG Midget, aperformance that led to an offer to drive forAustin in the following year’s 500 Miles race.

In miserably wet conditions, the super-charged 750cc racer that March shared with‘Sammy’ Davis sprinted away into an early lead,and the question was always going to be whetheror not the ‘big cars’ – starting later on handicap– would be able to catch them. As the event woreon and the track dried out, two challengersestablished themselves – the Grand PrixSunbeam of Jack and Clive Dunfee, and the1.5-litre Delage of John Cobb and WB‘Bummer’ Scott.

The first to wilt was the Delage, with Cobb

After two days of toughracing at the 1931

Brooklands Double Twelve,a dapper and delighted

March stands next to hisrather battle-scarred MG

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becoming involved with its administrative side.March inherited the title Duke of Richmond

and Gordon in 1935, the punitive death dutieson the estate forcing him to sell land in Scotlandand focus on Goodwood. The increased respon-sibility didn’t curtail his enthusiasm forengineering, though. He even designed andbuilt his own small plane that he hoped to putinto production, an ambition thwarted by the

outbreak of WW2.He served with the RAF during

hostilities, having in 1938 some-what reluctantly allowed part of theestate to be turned into Westhamp-nett – a satellite airfield for nearbyTangmere. He retained ownershipof the land, however, somethingthat would become significantfollowing the war.

March became president of theBARC in 1946, a time when themotor sport landscape was lookingvery different. Brooklands was nomore, but in its place came multipleairfield-based circuits – fromGransden Lodge and Lulsgate toSilverstone, Snetterton and Castle

Combe. With March casting around for areplacement for the Surrey speedbowl at whichhe had enjoyed so much success, it took TonyGaze to point out that the perimeter road toRAF Westhampnett – a base on which theformer pilot had served – would be ideal.

Goodwood’s stint as a venue for contempo-rary motor sport lasted until 1966, by whichpoint March was concerned about the risingspeeds of the fastest cars – the 3-litre FormulaOne regulations had just come into force – andthe costs of upgrading the circuit to cope. Thatfinal year comprised only a limited programmeof events before the gates closed for good.

In the days when March entertained suchstars as Jim Clark, Stirling Moss and Jackie Stew-art, he would allow his young grandson tomingle among this motor-racing royalty.

Not surprisingly, Charles March has neverforgotten those early experiences; four yearsafter his grandfather’s death in 1989, the firstFestival of Speed was held and five years afterthat the circuit itself reopened.

Perhaps Freddie’s most lasting legacy – evenif it was an unwitting one – was to ensure that hisown activities created another motoring enthu-siast in the March dynasty.

losing 31 minutes in the pits while his mechanicsattempted to fix a broken front axle. Then adriveshaft failed on the Dunfees’ Sunbeam,which led to the whole wheel shearing off andalmost collecting Davis’ Austin. ‘Tim’ Birkinwas lapping at 120mph and making seriousprogress until a rear tyre exploded on his Bent-ley, leaving Davis and March to take thechequered flag at an average speed of 83.41mph.

The following year, March formed his ownteam of MG Midget C-types. More successcame his way at the Double Twelve as part of animpressive show of strength from the Abingdonmarque. Midgets dominated the top five posi-tions, led by March and Chris Staniland.

Dan Higgin’s MG had made the running onthe first day, maintaining a 70mph average in hisunsupercharged Midget. Eventually, a brokenvalve spring promoted March into a lead that heheld until the end of the first 12-hour stint, butfew onlookers expected the MGs to last whenracing resumed the following day. The Marchcar continued to lap at a conservative pace,however – its average dropping at one pointfrom 69mph to 62mph – and the carefulapproach paid dividends. It crossed the line firsthaving completed 601 laps over the course ofthis most gruelling of tests.

March had built a reputation as a quick, capa-ble and dependable driver, but scaled back hisracing commitments as his business interestsgrew. He had formed Kelvill-Davies & March inpartnership with former Bentley sales managerHugh Kelvill-Davies, the firm selling cars andoffering March-designed bodies on chassisincluding Riley Nine, Wolseley Hornet andHillman Minx. The flowing coachwork provedthat Freddie was equally adept as a stylist.

There was a model-making business, too. Aswell as producing them on a commercial basis,March liked to recreate his most significant carsfor his own pleasure. The current Lord March,for example, still has a model of the DoubleTwelve-winning MG that was presented to himby his grandfather.

That’s not to say that he had given up compet-ing. March won the 1932 International RelayRace as part of a team of Wolseley Hornets – acar that he did not regard so fondly as his Midg-ets – and maintained his links to motor sport by

From top: Alvis agentCharles Follett (far left),March and fellow racerLord Essendon – betterknown as Brian Lewis –with the Speed 20 inwhich March entered the1934 RAC Rally; at thewheel in his racing days;at Goodwood with wifeElizabeth and (below)reunited with Essendon

JAGUARD-TYPEThe seminal 1950s sports-racer celebrates its 60thanniversary in 2014. James Elliott takes a closer lookCUTAWAY LAT/VIC BERRIS

SUSPENSION&BRAKESBrakes were self-adjusting Dunlop 123/4indiscs, assisted by a gearbox-driven Plesseypump. The suspension belied the modernity ofthe rest of the car, being a traditional Jaguarsystem of wishbones with longitudinal torsionbars at the front. A transverse torsion barserved the live rear end, controlled by twopairs of trailing arms and located laterally bya Panhard rod. Works cars had a unique brakemaster cylinder, graded calipers for instantinspection and a special upper wishbone.

ENGINEWhen the short-nose D-type took its bowat Le Mans in 1954, it was powered by adevelopment of the 178mph Jabbeke recordcar’s engine. In essence, the XK unit was simplycarried over from the C-type, beingthe iron-block, alloy-head, 3442cc twin-camstraight-six fed by a trio of sidedraughtWebers. Introducing dry-sumplubrication allowed the car to belowered considerably, while theengine was canted by 8º toavoid having to reshape thebonnet. Works cars also had aseparate, all-alloy radiatorheader tank, and produced250bhp.

CHASSISJaguar’s Malcolm Sayer applied lessons thathe’d learnt during his time at the BristolAeroplane Company and, working alongsidechief engineer William Heynes and WalterHassan, came up with a cutting-edge design.At first, the D-type used then-revolutionarysemi-unitary construction with a super-strongshell and two huge ‘arms’ that held the engine.By 1955, however, Jaguar had reverted toemploying a separate front subframe madeup of brazed steel tubes.

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Despite being designed for Le Mans,the D-type was not an instant successthere. Having scooped the laurels in1953 with the C-type, Jaguar unveiledits new world-beater for the 1954race and few people bet against it.Yet, although the only one of thestarting trio to finish was the runner-up – OKV 1, driven by DuncanHamilton and Tony Rolt – the paradewas dowsed by the Gonzalez/Trintignant Ferrari 375 Plus.

The following year, what should havebeen a joyous triumph in coming first and

third was unsurprisingly overshadowed by thecatastrophic accident that claimed the lives ofmore than 80 spectators.

That the D-type was still competitive in1956 speaks volumes about its sheer paceand reliability and, finally, the cars could enjoythe spoils of an untainted victory when NinianSanderson and Ron Flockhart bested theAston Martin DB3S of Stirling Moss and PeterCollins. The Browns Lane firm basked in thereflected glory, but the victor was, in fact, theEcurie Ecosse car – the leading works entrywas Mike Hawthorn/Ivor Bueb in sixth.

In 1957, D-types filled the top four spots,with Flockhart and Bueb’s 3.8-litre EcurieEcosse car victorious – the factory hadwithdrawn from racing at the end of ’56.

Though the D-type was built primarily forLe Mans, the 24-hour enduro was not its onlypurpose. The factory and a raft of privateerspiloted it to wins across the globe and itremains a potent force in historics.

Racing historyBODYWORKConsidering its slippery looks andaerodynamic development, the 0.50Cd dragfactor seems high, but the D-type was verylight (875kg) and far smaller than the C-type.The track is narrower by 2in front and rear,it stands just 3ft 6in off the ground and, at7ft 6in, the wheelbase is a full 6in shorterthan that of its predecessor. The curvaceousbodywork itself is made of 18-gaugemagnesium alloy wrapped around the frameaircraft-style, riveted and arc-welded on.

TRANSMISSIONThe D-type delivers its power through a four-speed all-synchromesh gearbox driving therear wheels via a Hardy Spicer propshaft andSalisbury limited-slip differential. In hisautobiography Touch Wood, Duncan Hamiltondescribes racing his D-type at Dakar, on acircuit that simply comprised two straightslinked by two corners. He fitted a 2.75 final-drive ratio and 17in wheels, which meant that– at 6500rpm in top gear – the Jaguar waspulling well over 190mph.

Hamilton and Rolt car finished second in 1954

Sanderson/Flockhart D-type takes ’56 Le Mans win

Like father, like sonPatrick Lindsay was well known for his expert handlingof historic racing cars. Mick Walsh meets his sonLudovic, who is most definitely a chip off the old blockPHOTOGRAPHY LAT/MICK WALSH/LINDSAY ARCHIVE

From main: Ludovic leadsDavid Morris in ERAs their

fathers raced; with Dad inAlfa; Patrick at Goodwood

in Remus, 1964; fruits ofsuccess at the Revival

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Families with two generations ofGoodwood racing experience are apretty elite group. The HonorablePatrick Lindsay – the thrill-seek-ing fine-art auctioneer – and hisson Ludovic are inherently linkedto the famous ERA Remus, which

they gunned to wins in Goodwood’s heyday andat the Revival respectively. But Lindsay links gofurther back than the ex-Bira voiturette becauseLudovic’s father made his track debut at theformer Westhampnett airfield in dramatic style.

After taking part in ocean racing, LindsaySenior discovered motor racing when a cousin,Euan Howard, invited him to drive an ex-F2HWM-Alta sports car in a club race at Good-wood. After paying half a crown for a practiceday, Patrick had his first big fright when wetconditions caught him out, resulting in adramatic slide. After four laps, the HWMsuddenly started to go quicker when its driverbecame alarmed by a whoomf of flame. Petrol inthe undertray had caught fire and, although itsstartled pilot pulled up with nothing worse thana few singes, the car was badly burned.

Howard rebuilt the wreck, and Patrick,hooked on his new sport, eventually bought it,and continued competing until one eventfulGoodwood meeting in 1955. An off-courseexcursion looked to be under control when theHWM hit the flower beds.

‘It was full of roses which the Duke had onthe outside of Woodcote,’ recalled Lindsay inAutosport. ‘The car went up the bank, rolled overand I fell out.’ Thankfully he was unhurt, but theHWM was wrecked and eventually sold for thesame price as a trailer.

Newly married and starting a family, Lindsaydecided to give up motor racing, but the bug hadbitten. After a few years, he missed the buzz somuch that he bought ‘Remus’ from Bill Moss.Thus began a long family association with the

renowned pre-war racer that son Ludovic wouldeventually take over and run so successfully.

Remus has always been a popular car atGoodwood – it competed in the circuit’s openingyear driven by Autosport co-founder John Bolster– but particularly with a Lindsay at the wheel.Patrick raced three times before the track closed,the last occasion being in a historic single-seater10-lap feature race at the Whitsun Meeting in1965. Pitted against younger Maserati 250Fs andConnaughts, the then 30-year-old ERA was stillvery quick, with Lindsay clocking a 1 min 42.4secs lap en route to an impressive third behindBob Salvage (Connaught), and close friendColin Crabbe (250F).

“I remember going to those Goodwoodmeetings to watch father race in Remus,” saysLudovic. “He’d take me down in his AlfaMonza, and there was a lot of hanging around.It wasn’t a family thing, and it’s great how theRevival has changed all that.”

Ludovic’s most vivid early memories of hisfather’s cars centre around the fantastic Napier-Railton. Having already acquired the ex-JohnCobb Alfa Monza as a road car, Patrick set hissights on the 24-litre, 150mph Brooklandslegend. After post-war parachute testing atDunsfold, the aero-engined titan went back toconstructor Ken Taylor of Thomson & Taylor.Although Patrick regularly professed to having

limited mechanical knowledge, he had a greatappreciation of engineering, and the superbdesign and build quality of the Cobb-sponsoredmachine hugely appealed.

In the early 1960s, an American tried to buythe Napier from Taylor, but Lindsay’s visit toCobham in the Monza had the right effect andthe famous racer thankfully stayed in England.

“I’ll never forget the day father took it back toBrooklands for the reunion,” says Ludovic. “Iwas about 10 and he collected me from school inthe Monza. We blasted up to Brooklands, wherethe main straight was cleared for demonstrationruns. I sat on his shoulders in the Napier and weroared up and down with me wearing goggles.Father used to keep it up at Easton Neston,where we’d occasionally go for Christmas. It’ssuch an important car, and my brothers and Itried to buy it back when it came up for auction.”

The Napier-Railton has long been high onLudovic’s dream-drive list, and recently at theRevival he had a brief run around the paddock:“Allan Winn kindly offered me a go on the sliproad. It’s such a thrilling machine, but I can’timagine doing 150mph in it.”

It was inevitable that Patrick’s passion for carsand aircraft would rub off on his three sons: “Myfirst memories are of sitting on the floor at homeand father coming home to tell us all about hisracing. During the era of The Blue Max movie,the hallway was always full of great gear includ-ing old flying jackets, helmets and goggles. Myschool exercise books were packed with racing-car drawings. Tyrrells were favourites, and I gotreally good at drawing 005 and 007. Later theHesketh team became a big thing in our lives,particularly as Alexander was a second cousin.”

While at Ampleforth College in remote York-shire, Ludovic’s interest in motor sport remainedas strong as ever: “I ran the school motor cluband organised film showings and driver visitsincluding Colin Crabbe and Rivers Fletcher.

In association with

Alexander was a former pupil for a short timeand agreed to give a talk. He arrived in style inhis helicopter, and sent the first Hesketh up fordisplay in the Abbey. I was proud of that.”

After working in South America for a fewyears, Ludovic returned to the UK where theracing ambition was revived: “My father alwaysencouraged us to do things off our own bat. Hewas of a generation who kept hobbies to them-selves, which I always thought was wrong.”

Ludovic eventually signed up for a BrandsHatch racing school, and pursued the modernroute through Formula Ford and Sports 2000:“Father came once to watch at Silverstone.I finished 10th, but he was more amused whenthe race ended with a punch-up.”

Ludovic’s first drive of Remus came at aSilverstone test day in 1985 not long before hisfather died from cancer: “He just offered me a gobut wasn’t very helpful. I remember arrivingat Becketts, and the car just wanted to ploughstraight on. Returning to the pits, I asked Willie[Green] for some advice, and he said: ‘Just bootit when you get to the corner.’ The engine is

amazingly responsive, and gradually I learned tosteer it on the throttle. The best preparation isrally school. I also learnt a fantastic amount fromJim [FitzGerald] and Geoff [Squirrell], wholooked after Remus for many years.”

There were many great races during the Lind-say family’s 50-year ownership of the ERA, butthe first Revival win in 1998 will for ever standout for Ludovic: “The best racing is always withfriends. Willie was on pole with the Alfetta butsadly didn’t start. I had a great battle with theCooper-Bristols of Roddy MacPherson andGregor Fisken. We were tied together for thewhole race. On the last lap my pedals werecovered in oil and I really thought I wasn’t goingto make it. The finish was so close, and it rates asthe best race I had in Remus.

“Your heart is in your mouth three times a laparound Goodwood, and taking Fordwater flat inan ERA is very exciting. I once clipped the apex,which resulted in a series of scary wobbles, butthe only option is to keep your foot down. Ittaught me so much about car control.”

Eventually the time came to sell Remus in2010: “I felt I’d had my fun, and been very luckywith no accidents. I started to think about myboys, and didn’t want to go slower. I miss it butit was an amazing experience.”

As well as racing his own machinery, Ludovichas been very fortunate to be invited to share a

fantastic range of cars at Goodwood, mostrecently a Ford Capri at the 72nd Member’sMeeting. “That was a real eye-opener. Driftingthrough ‘No Name’, I realised that the Capri wasmore fun than a car costing a hundred times asmuch. They are so underrated, and I understandnow why Willie uses them to teach.”

Other highlights have included several JaguarE-types, including the ex-Dick Protheroe LowDrag Coupé CUT 7: “It’s always special to drivea famous car with TT history, and MichaelCowdray generously invited me to share it. Thehandling was absolutely fantastic but it was neveras quick as the Lightweights because Michaelrightfully didn’t want to modify it.”

Lucky Cobra drives, first with racing buddyBill Wykeham, and more recently in the ‘HairyCanary’ with owner Bill Bridges, were highly

memorable: “That was a lovely car, which weworked up from 20th to seventh before the rainarrived in last year’s TT.”

Giving Ben Shuckburgh’s Cunningham C-4Rreplica its debut in 2012 also rates highly: “Thecar was a challenge because it had only just beenfinished. The steering had half a turn of playwhich would have been hell in the wet. Also thelights were pointing 45º upwards and in the darkwe were completely blind. But it was a fantasticproject. We nearly didn’t finish because fuelsurge caused it to cut out in corners. After stop-ping out on the track thinking that the fuel hadrun dry, I gave it one more go and it startedagain. We just made it to the flag.

“Original cars must always have priority inevents but if there’s no chance of a real oneracing, it’s great such projects are built and racedas long as the specification is authentic.”

When asked what he’d select for a last half anhour in a racing car, Ludovic nominates the AlfaRomeo Tipo 158/9: “It was the ultimate of itsera. I’ve raced against it with Willie, and be it infront or filling your rear-view mirrors, it looksbeautiful from every angle. The Alfetta appearsto have great poise and I just know it’ll handlebeautifully. But if I only had 10 minutes, it wouldbe in a rally car on a loose surface. Nothingcompares to spending a day sideways – providingyou’re doing it on purpose.”

The father-son Goodwood tradition contin-ues this year for Ludovic, with an invitation fromPatrick Head to share a Cooper Jaguar in theFreddie March Memorial Trophy: “It was racedat Goodwood by his father. It’s an honour to beasked but I’ll have to brush up on my driver-to-team-manager feedback for testing.”

It won’t be the first time a Head and Lindsayhave driven in the same event – Michael Headraced a loaned Jaguar D-type against Patrick’sHWM in 1955. Such coincidences are what helpto make the Revival such a special event.

From main: sharing LowDrag E-type with GerhardBerger at 2005 Revival;at the wheel today; on thelimit in the ‘Hairy Canary’;dusk racing in Cunningham

To discover more about the Credit SuisseClassic Car Program please visit:wcredit-suisse.com/classiccars/friends

Credit SuisseRace Control –Goodwood historybeautifully revived

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“Credit Suisse” is the global marketing brand name for the investment banking, asset management and private banking servicesoffered by Credit Suisse Group AG subsidiaries and affiliates worldwide. Credit Suisse Group AG is headquartered in Zurich.Each Credit Suisse Group AG entity is subject to distinct regulatory requirements and certain products and services may not beavailable in certain countries or to all customers. No product or service will be offered where unlawful under applicable law.