Silverstone Results 210413

Once Upon a Time

The idea for a 100 mile race for 500 cc racing cars came from Commander Tony Yorke RN, who, tragically, was killed in a motorcycle accident just a few weeks before the first running in July 1949. Forty one entries were received for a race over forty-four laps of the then 2.278 mile Silverstone Circuit. Drivers included Bill Whitehouse, "Curly" Dryden, John Habin, John Cooper and Eric Brandon, in the new production Cooper Cars, Jack Moor in his Wasp, Don Parker in his Parker Special and a seventeen year old Peter Collins. After three preliminary races of 3 and 10 laps, 17 cars car came to the grid for the gruelling 100 mile main event.

Unsurprisingly, many fell by the wayside over this extraordinary distance but a classic duel developed between Parker and Collins, the youngster having a trick up his sleeve; Pa Collins, realizing that fuel would be key, fitted larger tanks to his new Cooper Mk III and had Charlie Smith prepare a special low compression Manx Norton engine to run on petrol-benzole instead of the more usual methanol "dope". Peter was able to stay with the more experienced driver on the track and when Don came in to make his rather shambolic pit stop, Collins swept to a handsome victory at an average speed of 66.5 mph, firmly establishing his reputation. So poor was Parker's stop that John Cooper eventually took second place.

Don and Peter, a classic duel

The success of the inaugural event firmly established the "500"s as serious racing cars and helped influence Paris to introduce the 500 cc Formula 3 for 1950. The Yorke Trophy was run for a further 10 years, sometimes with two 100 mile races, sometimes with heats, sometimes with JAP engine only and petrol classes, plus supporting races.

Revival
To begin the new season, the Association had arranged a special double-header event as a commemoration of the Commander Yorke 100-mile races that had been the centrepiece of the Half-Litre Car Club season. From an idea of Richard Utley (who had also provided a replacement trophy for the overall winner), Nigel Challis and Gordon Russell had gone to great lengths to organise the event with the VSCC. A truly remarkable entry of forty two cars had been received, although this was quickly reduced when Richard Ellingworth arrived sans car (the new Cooper Mk IX not ready), and Hakan Sandberg similarly scratched (driver injured). Rudi Ernst had arrived with a truck-load of cars for various classes, but the Whitfill Special was also unable to run. That still left thirty nine cars present and correct, and optimism was certainly in generous supply as there were dark murmurings about who would fail to qualify for the restricted 36-car grid. Inevitably, the qualifying session quickly resolved that little conundrum as more than enough cars were sufficiently disabled to end the weekend. But more of that in a minute.

Four drivers (excluding Hakan and Rudi) had made the trip from the Continent: Maurice van de Brempt had the Fillingham, whilst Gilbert Lenoir and Charly Rampal were representing France with a brace of DB-Panhard – Racer and Monomill types respectively, and both running 850cc motors. Charles McCabe was supporting ‘Old Glory’ with his Lex DuPont Cooper Mk XIII (in which Lex had competed in the 1959 Commander Yorke). The event had tempted some of the hills-only boys across for a taste of the tracks. Alistair Dent’s Hornet would be driven by Ewan Cameron, and in the hands of Richard de la Roche the Smith-Buckler No.2 would be having its first race in a very long time. Team Jones expanded to two cars, with JB’s brother Gareth running the Cooper Mk IX. Fred Walmsley and friends (with the ex-David Whiteside Cooper Mk VII, now racing green with a Lancashire rose) were also ready for their debut on the main stage, after a couple of quiet outings with the 750MC. It was also good to see Brian Joliffe patrolling the paddock after his recent misdemeanour.

James Gray - Comet

There were few changes amongst the regular racers. Team Shackleton had hoped to have the ex-Gordon Jones Kieft they had purchased at the Goodwood Revival, but had reverted to the Cooper Mk XI. Darrel and Carol Woods had bought Martin Sheppard’s Cooper Mk XII (Martin awaiting arrival of his new toy, the Brynfan-Tyddyn Effyh-Cooper hybrid, form the USA). Xavier Kingsland was back with the Fenning Staride, now completely restored to its original ex-factory format. And John Potts had forsaken the Monaco to try David Baldock’s latest purchase. Also from the Revival auction, this car claims to be one of the Ken Wharton Cooper Mk IVs. Apparently very original, your reporter set to it with a tape measure for some co-incidental research into the early Cooper models, only to find that nothing seemed to match with what it was supposed to. This might turn out to be a much more interesting beast than expected, and an even craftier buy than the Robin and George managed at the same auction…

Three more cars (the JLR, the CB 2 Iota and the Don Parker Kieft CK52) were also present for a very impressive Paddock display, using a canopy provided by Mike Fowler, and with display boards and leaflets – all rather worryingly professional for the 500s, but certainly noticed by many spectators and VSCC members. Further, a marquee had been set up for some Saturday afternoon and evening entertainment.

What were you looking at Stu?

Qualifying
The Trophy, and championship points were to be awarded for the combined times of two races: a 25-minute run early on the Saturday and a further 20 minutes at the end of Sunday. First task, though was qualifying, and with thirty-nine cars bidding for thirty-six grid slots, most important task for everyone was to get three laps under their belt.

That quickly became moot as a number of cars failed to blow the Winter cobwebs away. The Fillingham barely completed its out lap (which as one person spotted, didn’t count as a timed lap as the pits allocated to the 500s were past the start line) before the engine pinched up. The Mackson didn’t make it much further, nor did Simon Hewes (in dad Paul’s Cooper Mk VIII), and Darrell’s new acquisition conked after a single timed lap. Martin Gartside had his Norton seize again (third time in a row, and to much frustration), whilst Charles McCabe’s went clattery and he pulled off. The Revis lost a wheel (Richard: “I was wondering why I couldn’t control this spin, then I saw the sparks past my left arm and thought “Oh this isn’t good””). Of these, Maurice, Martin, Charles and Richard were done for the weekend. Added to that list was George Shackleton – what at first seemed a simple carburettor fix became terminal when they tried to re-fire the engine and it responded with all sorts of inappropriate and expensive-sounding noises.

Most surprising was to spot Simon Frost’s Martin and Mark Palmer’s Wishart still in scrutineering half way through the session. For once it was trailer rather than car that had shed a wheel (on the motorway). As the studs had sheared no repair was possible, and they had decanted everything into the van and just made it in time. Simon was first through scrutineering and suitably pumped up he would set fourth fastest time. Mark had to wait a bit longer and then got a rollocking from the pitlane marshals (for following the instructions he had been given). He had not set a time, but at least got a chance to check the engine was running well enough. Mark and Gordon were able to complete their mandatory laps out of session, but we were already down to thirty three cars available for the first race. And of these most seemed to be in some trouble, with an inordinate number of cars having engines or magnetos swapped, or heads off or clutches disassembled. It would be a pretty busy morning. One bright spot would be when Richard Bishop-Miller discovered a new best chum, who offered to repair the Revis’ half-shaft in his unit on the Business Park. Race 1 was too soon, but Sunday morning he was back with a tidy repair (and at a very fair price).

The grid was something of a mixture as a result, but Steve Jones had taken pole and looked good at two seconds faster than the usual benchmark of Nigel Ashman. Also impressive were the still relatively rookie pairing of Ian Phillips (Cooper Mk X) and Pat Barford (the Bueb Arnott), tenth and eleventh respectively and both within two seconds of Nigel. Only a couple of places further back was Richard de la Roche with a very handy time for his first race run.

Commander York Trophy I
In the event, just thirty cars presented for Assembly in the pit lane, Nicholas Powell’s Cooper Mk VIII, Simon Brown (in Freddie Harper’s Cooper-JAP Twin) and Sean Mooney (in the Formula 4 Vixen) all failing to complete repairs or get their cars running sweetly. This was cut further when, after a bit of a cock-up on the Race Control front (not the first of the weekend, nor the last), Gordon was incorrectly prevented from joining the track, despite having been confirmed as 1st reserve. Mark Palmer (as 2nd reserve, which was apparently more acceptable to the pit exit team) was held up by the ensuing fracas and was probably thankful of the extra formation lap behind a pace car to catch up nearly a whole lap. In the meantime John Potts had already pulled off when the engine died, due to the carburettor coming off.

So, at last, the pace car pulled off, and Steve Jones led a still quite healthy twenty eight cars out of Luffield to the rolling start. Steve immediately took the lead from Nigel Ashman, with Simon Frost, Mike Fowler, Mark Woodhouse and Roy Hunt in close order behind. John Turner was slow away, as was Neil Hodges, and Richard Utley’s JBS was smoking badly.

For a couple of laps, it looked like we were in for battle royale, as Nigel and Simon stayed on the tail of the dark Cooper, but Steve just kept getting faster each la and on the third and fourth laps the gap opened markedly. Nigel hung on gamely but clearly didn’t have the speed on this day. Steve would motor away to completely dominate the race, winning by thirty seconds and lapping all but four cars, some twice.

Nigel could only watch the green car disappear over the horizon, and would take a very comfortable second place nearly twenty seconds clear of third. But behind it was getting interesting. Simon Frost and Mike Fowler seemed to have an edge, with David Woodhouse pacing himself off their tails. But on the first lap John Turner had recovered sixth place from Roy Hunt, with a bullish Nigel Challis taking the opportunity to nip past as well. John would set off after David and then Fowler, taking fourth place on lap 4. Roy also seemed up for a fight, and shrugged off Nigel C before chasing down David for sixth position. Nigel Challis was hanging in strongly to complete this lead pack of eight.

Behind these, at a distance already, John Jones had the unfamiliar sight of Ian Phillips white and black Cooper in his mirrors. Stuart Wright was flying with the Dastle at this stage, perhaps spurred on by a very crackly engine and something driving him on – this was later diagnosed as the exhaust coming clean off and blowing onto his right shoulder! Stuart passed Pat in the Arnott and both joined battle with JB and Ian ahead. Darrell was struggling to stay with these four, but was three seconds clear of James Gray’s Comet in fourteenth place, having disposed of Neil’s Cooper that was developing a misfire. Richard de la Roche had been passed by a fast starting Richard Utley, but Richard was in trouble with an oil leak that would sideline him on lap 4, and leave the Smith-Buckler drenched in Castrol R.

Settling in to this racing lark, Gareth Jones was starting to make progress and himself moved past Neil and onto the tail of the Smith-Buckler. Further back Charly Rampal had worked through a pack comprising Fred Walmsley, Shirley Monro and Xavier Kingsland with John Chisholm’s Arnott hanging off the back. The Hornet was struggling with carburetion troubles and Ewan decided to pull up about this time. Mark Palmer retired soon after. Gilbert Lenoir was further back, followed by Kerry Horan in the Trenberth, and Roy Wright in the rebodied Flash Special at the back.

Shirley's ex Moss Cooper leads Xavier's Staride

In the battle for the final place on the podium, Simon Frost seemed to have the upper hand, but John Turner was moving, and Roy too was motoring, passing Mike Fowler for fifth going into the Becketts hairpin for the fifth time. A gap had opened to Mark Woodhouse, who had been passed by, then repassed a storming Nigel Challis, but that came to an end on lap seven when the latter pulled off with a loss of power. That left Ian Phillips in a highly creditable seventh as the Cousy picked up a misfire and held back the Stuart and Darrell – both would pass JB on the sixth lap only for him to steam back past both in a cloud of tyre smoke at Becketts. Pat was hanging in close behind, and as the Dastle started to really sound rough he was ready to take the position. James Gray followed but would retire on lap 10 – this after hitting a set of car keys dropped from Darrell’s Cooper…

Neil’s Cooper was stuttering and missing consistently now. He had quite a run with James, losing out on the straights but recovering by eschewing the idea of braking for corners. He now fell into the clutches of Charly Rampal’s white Monomill, who would get past only to spin away (for the second time). Charly would get going again, but was black-flagged for passing before the start. He still seemed happy. His compatriot Gilbert slowed down when he saw a lapping Simon give him a cautionary, weaving to see if the rear suspension reacted badly, and looking for smoke, all without result and he cautiously rebuilt speed. Post-race, Simon gave him the bad news – he was just waving hello!

Back to the front, it was now Roy to watch, passing John Turner, then on lap 12 passing Simon for third. Simon fought back briefly but could not hold on and fell back to Turner. Mike Fowler couldn’t quite join in and hung around a couple of seconds distant, before the car died on lap 16. Ian had now caught David Woodhouse and pitched past on lap 14. Unfortunately that would be all she wrote as the car promptly lost power and he retired. Now Darrell was closing in (form some distance) to David and the question was whether there would be time to have a pop at what would now be sixth place.

JB was starting to struggle with his own worsening misfire, and had had to give best to the battle with Darrell and Pat, then Richard de la Roche and eventually even Stuart with his own rough engine. Gareth Jones caught and passed Neil Hodges, but promptly overcooked it at Brooklands. He got going again just behind Shirley’s group, where Xavier had picked up the pace to ease through, and Fred Walmsley was also settling into a groove, passing Shirley but not able to move away. John Chisholm’s Arnott was fading, but hung in to the flag. Kerry chased down the nervous Gilbert for eighteenth. Roy was not too far behind this pair in twentieth and last.

Steve Jones had meanwhile trounced the field and coasted through the final laps for an easy win. Nigel Ashman and Roy Hunt were now comfortable in completing the podium. John Turner had the edge on Simon for fourth. Sixth place (and remarkably lapped by Steve, such was the winner’s pace) was David Woodhouse, Darrell barely a second adrift. That left Pat Barford and Richard de la Roche both in highly creditable eighth and ninth spots, and Stuart Wright running out the top ten. Last battle was between the two cripples as Neil Hodges hunted down the even-rougher JB Jones, Neil chuffed to get the upper hand on the final stagger to the finish. And that was just over halfway.......

A gathering of the Brains Trust, no really.....

Commander Yorke Trophy Part 1 Classified Finishers

Mr Ashman spent a lot of the weekend chasing Mr Jones. Mr Fowler would have been pleased to say the same....

Saturday Afternoon & Evening
With Part 1 over by early afternoon, and more than 24 hours until Part 2, there was going to be a considerable amount of hanging around. Fortunately “someone” had had the brilliant idea to arrange some camp entertainment (in both senses). A marquee and tables for 100 members had been sourced – the former apparently the Jones’ family’s temporary lambing shed, the latter provided by Dennis Williams - and afternoon tea provided for all. Having been stiffed for £2.30 a cup of Nescafe at one of the Silverstone concessions, your reporter for one thought this was a great initiative (if only so the money went to the association). But this was enhanced by many of the wives bringing an enormous range of home-baked cakes, brownies and cookies for sale. I bravely tried to sample every one, and whilst I failed, all of the ones I got to were lovely.

Later in the evening, dinner was cooked, accompanied a couple of barrels of beer. And then the highlight of the weekend, the one and only Black Elvis, who regaled not just the marquee, but the entire (sleeping) Paddock to a full review of the King’s canon of work. It may have ruffled some feathers, but we were having a great time. So many people contributed that we cannot list you all, but rest assured that it was noted, and appreciated, whether supplying extra equipment, cooking, or just helping clear up. Everyone agreed that the stand out performer (apart from Black Elvis) was Nikki Jones, who had taken charge of the catering programme.

George Shackleton in the Hewes ex Kurt Ahrens Cooper

Commander Yorke Trophy II
Sunday would be a very long day indeed, as we were to be final race of the day. Even after the distractions of cleaning up from the night before, and packing up the marquee and equipment, there were still hours to clear.

Mark Palmer and Simon Hewes had always planned to miss the second race for other engagements. Paul Hewes arrived for the Formula Junior race, and kindly offered his vacant Cooper to George Shackleton, who with dad Robin set about making sure she was running as sweetly as possible in five hours. Of the Saturday non-starters, Nicholas Powell and Simon Brown were also able to get their cars running acceptably well (albeit the latter Twin being very reluctant to actually start). Richard Bishop-Miller’s chum had also arrived with the repaired half shaft for the Revis. Richard Utley’s JBS had taken exception to the huge loss of oil in the first race, however, and had to scratch.

Eventually the afternoon rolled on, and now thirty three cars formed up in echelon on pit-lane. After another little cock-up where a grid plan was produced that was somewhat random, it was ordered that (as originally planned) the start order would be the qualifying order. Two would not complete the two parade laps – John Potts again, and the Vixen – whilst Neil Hodges did not even get going as most, but not all, of the JAP’s spark plug burst out of the head. Gilbert was very late out of the pits (just beating the pace car coming around), and would return to the pits for correctional work. He would get back out (as the leaders were completing lap 2) and circulated slowly to the end, albeit unclassified.

The Smith-Buckler of Richard de la Roche

Steve Jones led the pack of twenty nine over the line, but didn’t get it quite as perfect as race 1. It was John Turner who led through Copse, half a car ahead of Simon Frost, Nigel Ashman, and Steve, with David Woodhouse in close attendance. From the back of the grid, Darrell Woods, Richard Bishop-Miller and Gordon Russell were rushing to get through the pack to their ‘rightful’ positions in the order, George Shackleton being a little more cautious in the borrowed car.

Within a lap Steve had again taken the lead, but Nigel Ashman had more to offer this time around. For five laps (of what would be 16, in this shorter, 20-minute race) he stuck within a second of the green car as they raced clear of the rest. Thereafter the gap opened out at around a second each lap, and Steve would again take the victory, by a significantly smaller margin. Nigel would also take the same podium position, this time fully half a minute up the road from third place.

That one would be a more interesting battle. Simon Brown had the Twin humming, and making the most of the three long straights. From mid-grid, he was up to third shortly into lap 3 being chased in order by Simon Frost, David Woodhouse, John Turner, Roy Hunt and a mighty Ian Phillips. John was passed around the outside of Becketts by Ian.

On lap 4 the Twin slowed and eventually retired, Stuart Wright having already retired the Dastle (piston). Roy in third was now in the sights of Ian, with David Woodhouse a couple of seconds off. Then in close succession were Simon Frost, Nigel Challis and John Turner. Mike Fowler came in next, ninth and clearly not running well. Richard de la Roche was again impressing, although tenth place fell to a charging Gordon Russell early on lap 6. JB’s Cousy was filling a bit of a gap, three seconds off the Smith, and three seconds ahead of Pat Barford, who was now being hunted down by Darrell (who was hampered by a small misfire).

Behind Darrell we had a small battle of the swing axle specials as the Revis and the Comet went at it. That is something of an understatement, as their battle was as good as anything seen on the entire racecard. For the twelve and a bit laps until the Revis cried enough, Richard and James had an enormous set-to, overtaking at least twice on every lap, sometimes many more.

Charly Rampal's DB-Pahhard

As the race passed half distance, the lead two were well away, already lapping cars. After a couple of attempts, Ian Phillips made a move for third that seemed to stick, taking the place from Roy. But a lap later Roy returned the favour and their battling had allowed David Woodhouse back into the frame and he also displaced Ian back to fifth. Simon Frost seemed to have dealt with Challis and Turner only to be dragged back into it. Nigel would get back ahead but on lap 12 the car cried enough and he retired. John was also in trouble as the gear selector rod came adrift in the cockpit leaving him stuck in top gear. For a while he had hung onto the Frost and Challis battle – unable to offer resistance in the slow corners but occasionally able to take advantage when they tripped each other up – but with Nigel off he was left behind, and gradually fell into the grasp of first Gordon, then Richard de la Roche and then more. By now Mike Fowler had also packed up (magneto)

After their slow starts (for different reasons) Charly Rampal’s Monomill and George Shackleton were both motoring faster and faster. They cleared through the trailing cars of Shirley, Kerry and Roy and would reach and just beat the mid-teen group including Gareth Jones, Fred Walmsley and Xavier Kingsland, who were involved in a nice little scrap.

Another fine battle was between Ewan Cameron in the Hornet (now running sweetly) and Nicholas Powell’s Cooper. Ewan was suffering the bane of every JAP racer on the Silverstone short circuit, monstering the leading car through and out of the corners until the moment that Norton comes on cam. On lap 13 he made it through and for once the Norton was unable to reply. Ewan had less trouble then dealing with the JAP-engined Arnott of John Chisholm further up the road, taking what would eventually be eighteenth place.

Into the final laps the main positions seemed fairly settled. Steve and Nigel were long away, and Roy seemed to have third sewn up with a small lead from David Woodhouse, who was doing everything he could to hold back Ian. But a bad lap put Roy right back in the mix. Over the line to start lap 14 Ian passed David and carried the speed round Copse to move on Roy at Becketts. The move failed and David also came back past. Ian came back again on lap 15, finally making it stick as David fell away. Ian’s gander was up and he threw everything at the last lap to try to catch Roy. Unfortunately it was just a little too much and he spun at the final corner, losing the engine and what would have been a superb third place.

Roy held on to third, which also confirmed the same in the aggregate result. David Woodhouse gratefully took fourth followed by Simon Frost and Gordon Russell. Richard de la Roche took a deserved seventh place, just holding off Darrell, and Pat Barford picked off another place for ninth after JB had spun back at Luffield trying to overtake the crippled John Turner. JB recovered to tenth, John eleventh, almost caught by James Gray. After the slow-starting cars of Charly and George, Gareth Jones took 15th position and the best of the battle with Fred and Xavier, then Ewan, John Chisholm, and Nicholas, with Shirley Kerry and Roy Wright completing the finishers.

Cakes! Women! Women with cakes!

The VSCC were left to determine the overall results, but the top three were clear. Humphrey Collis presented Steve Jones with the new trophy, to be held until such time as we next organise a Commander Yorke event. Commemorative medals were also presented to all starters. Particular thanks have to go to Richard Utley for the idea (and trophy), to Nigel Challis and Gordon Russell for making it happen, and to Xavier and Angie Kingsland who did an awful lot of work in the background co-ordinating activities and making sure all the details were sorted properly

Perhaps next time it should be a little later, so more people can clear out the Winter blues. But after a long weekend everyone seemed most happy, and with the new hospitality unit, probably the best meeting yet.

Commander Yorke Trophy Part 2 Classified Finishers

Steve Jones

Gilbert in the DB