“It wasn’t work” exclaims Murray Walker, whilst telling the tale of his extraordinary life.
This captivating piece peers into the life of famous Formula 1 commentator Murray Walker, who for many fans is as synonymous with the sport as Ferrari, McLaren or any of the other legend-like pillars that we’ve come to associate with F1. This documentary is titled “It wasn’t work”, and just as it sounds, it’s a reflective piece on Walker’s passion for racing, starting with where it all came from – his father.
Murray Walker has been commentating for the BBC since 1978, so for many fans he is absolutely part of the package that made them fall in love with Formula 1. In this piece, you’ll hear him talk about what it was really like to commentate with James Hunt, and why he rates Prost ahead of Senna.
It’s been a short while since we ran a sit-down Sunday Movie piece; traditionally they’ve been a lengthy and engaging documentary style piece that we can all site down and enjoy. The return of the Sunday Movie this week is exactly that. We hope you enjoy it just as much as we do.
Jim Clark’s 1965 Lotus 38 IndyCar chariot in all its glory.
In 1965 Jim Clark became the only man in history to win the Indy 500 in the same year that he would be Formula 1 World Champion. This Lotus 38 was the machine that helped him achieve the former, and it did so whilst looking absolutely stunning in the process.
This was the first time that a rear-engined vehicle had ever won the Indy 500, and it’s victory signaled the dawn of a new era of race car for the sport. Since then, no front engined vehicle has won the race since.
Take a look at a couple of the other posts we’ve run in the past, celebrating the magic of the Lotus 38:
Jim Clark and Dan Gurney are Lotus Cortina ‘Davids’ amongst a field of Goliaths.
This awesome video by English Ford Line has everything – A traditional Le Mans start, classic period commentary and a pair of absolute motorsport superstars – Jim Clark and Dan Gurney. It really is a terrific little time-capsule of a film taken straight from the period.
The clip was shot at the 1964 Sebring Endurance, a prestigious and highly competitive three-hour race. At the time of filming the British built Cortina was doing very well in competition all across Europe, and Ford had just decided that America would be next.
Ford decided that Sebring in ’64 would make the perfect location to test the Lotus Cortina, and this video perfectly captures the result of that decision. The rest of course, was history – the Lotus Cortina is now a legend.
Grab a hold of your seat and take a look at this quick video celebrating the annual Leadfoot Festival, which is essentially an adrenaline-charged coming together of fast cars, classic machines and motorsport legends. It takes place in Hahei Coromandel, racing icon Rod Millen private ranch and the site where he’s built his dream driveway, which is pretty much a thinly disguised hillclimb track! Some people are simply awesome.
We’ve well and truly gotten used to Dick Johnson’s classic Bathurst liveries, and they haven’t lost one once of their appeal. With the same amount of impact as when he did it the first time, DJR have once again managed to convince their sponsors to let them run inspired liveries from the golden era of Australian touring car racing.
This time ’round it’s the old 1994 FAI/Shell design has been updated to include DJR’s current major supporters PAYCE and Wilson Security. The drivers were of course, Johnson and John Bowe.
One of just ten cars built by German BMW dealer AHG, this ’80 BMW M1 is a stunning example of the most exotic road car BMW ever built.
BMW, with a little help from Lamborghini, originally built the M1 as a homologation special for Group 4 and 5 racing. While they were developing the car and working towards the 400-car homologation regulations they created the one-make Procar Championship.
It was a brilliant move. The Procar Championship only ran in 1979 and 1980, but was a hugely popular, with the cars’ wild looks and powerful performance thrilling crowds and making an undeniable mark on motorsport history.
In 1982, once the series had concluded and M1 production completed, Peter Gartemann of BMW AHG decided to create an extremely limited run of street M1s based on the Procars – the AHG M1 Studie cars.
AHG Motorsport would take your road M1, spice up the engine bringing it to 350 horsepower, give it a new exhaust to breathe through and a racing clutch to bring it all together. It’d then sit on adjustable racing suspension and 16-inch BBS wheels 8-inches wide up front and 9 at the rear.
And to make sure your car was truly unique, AHG comissioned Hermann Altmiks to design a custom livery for each car based on customer specs.
This car began life as chassis 4301090 from 1979. It was then upgraded with AHG’s Studie package, and put through Germany’s intense TÜV testing and certification process. It is understood that only ten of these cars were created, each one unique.
It’s finished in the BMW Motorsport livery, has been very well looked after and has just under 7,000 kilometers on the clock. It’s the rarest version of an astonishingly rare and exciting BMW, and it’s heading to auction at RM Auctions’ Monterey sale on the 16th of August.
They may not be racing in anger. But have you ever seen such a beautiful field of Formula 1 racing machines on the track at once? This is the Silverstone Classic 2014.
For us, it is the running commentary from an evidently very excited Martin Brundle at the beginning makes this whole scene even more enthralling. That being said, this clip is most certainly a primarily visual treat – there’s more iconic Formula 1 racing machines on track at Silverstone in this video at once than we’ve seen since the days of old.
Silverstone has been in use since the very earliest days of Formula 1 racing, in fact it was the sight of the very first official Formula 1 Grand Prix – the 1950 British GP. It’s fantastic to see it still in use for events such as the Silverstone Classic 2014.
The best things in life are simple. This t-shirt gets it right, focusing on the sleek, powerful and gorgeous profile of Ford’s epic GT40, and not letting anything superfluous get in the way.
Our crew neck, short sleeved men’s t shirts are 100% premium cotton in a soft pre-shrunk jersey knit. Our women’s t shirts are lighter weight 150g tees made with deluxe 30′s soft style yarns for a soft feel.
Professional driver of cars and talker of words Chris Harris thinks the new Exige S may be the best Lotus ever, and we think he may be right!
Chris Harris has more than his fair share of fun in this video, in which he gets to take Lotus’ brand-new Exige S out to the track to see how the masters of lightness and handling have gone in improving one of the sweetest drivers’ cars of our time.
According to Chris: “This is the best street/track car Lotus has ever built.” Find out how he comes to that conclusion and spend an enjoyable few minutes with the video.
Three time Indy 500 Champion Dario Franchitti slips behind the wheel of his hero’s champion Lotus-Ford 38/1.
Dario Franchitti isn’t too proud to admit just how much he admires two-time Formula 1 World Champion and 1965 Indy 500 winner Jim Clark, despite never being able to have watched him race. The legacy of Jim Clark is adored by many worldwide, and he will forever be remembered as the only man in history to have ever become both Formula 1 World Champion, and win the Indy 500 in the same year.
Unlike his hero Franchitti never raced in Formula 1, instead he’s won the Indy 500 three times, and become IndyCar series champion a whopping four times. He’s also driven in both German and International Touring cars, as well as NASCAR.
In the below video, you’ll have the chance to watch triumphant return of Jim Clark’s 1965 champion car to the banks of Indianapolis after a 45 year absence. Who better than Dario Franchitti to do the honors?
It’s a special moment, and an awesome video. We hope you enjoy it, and also remember that this very car was the first rear-engined vehicle to win the Indy 500, and that no-front engined vehicle has won since!
Here are the very best of Mansell’s many memorable moments in Formula 1:
1980 Austrian Grand Prix
For a man who made fighting through pain and adversity a trademark, it’s only fitting that Nigel Mansell drove his first Grand Prix sitting in a cockpit filling with fuel.
Promoted from test driver to a race seat, Mansell snuck a third Lotus onto the grid in last place to start alongside future sparring partner Emerson Fittipaldi.
But as he sat on the grid the special brew in the fuel tank behind his back had already started leaking fluid into the cockpit. Mechanics dumped water down his back to help dilute it, but it wasn’t long before the chemicals started to burn Mansell’s skin.
He drove on through the pain, only stopping when his engine quit after 40 laps. The petrol had inflicted first and second degree burns to his backside, but no matter: Mansell was now a Grand Prix driver.
1984 Monaco Grand Prix
In a race that marked the F1 arrival of Ayrton Senna and Stefan Bellof, it was in fact Mansell who looked most likely to be the shock winner on the rain-slicked (the picture above was taken whilst the weather was clear) Monte Carlo streets.
He scythed past Alain Prost to take the lead on Lap 11 and simply drove away from the Frenchman, until he travelled up the rise along Beau Rivage five laps later.
The black Lotus got away from him and clattered into the armco, ending his race. Many said he was pushing too hard in the conditions; Mansell said he was caught out by a painted white line.
1984 Dallas Grand Prix
The searing Texas heat had taken it’s toll on cars, drivers, and even the track. For Mansell, who had started on pole and led the early going, had slipped back to fifth as this race of attrition neared it’s end.
With the chequered flag in sight his Renault engine sputtered its last, Mansell’s Lotus rolling to a stop a few hundred metres short of the finish line. Despite a gruelling two hour-long race, Mansell hopped out and started pushing his stricken car to the finish, much to the delight of the crowd.
Unfortunately he didn’t quite make it; still clad in full race suit and helmet, the heat and strain of pushing his car caused Mansell to collapse.
1985 European Grand Prix
A driver no top team seemed to want just 12 months earlier emerged from the woods, under the bridge and into Clearways to be greeted with a thunderous roar from his home crowd.
As Mansell rounded Clark Curve for the 85th and last time, he did so as the race leader. When his Williams swept past the chequered flag years of pain and frustration were swept aside, and any doubts that he could succeed in Formula 1 were erased.
The man who many believed would never win a Grand Prix had finally done so.
1986 Australian Grand Prix
It was meant to be the most memorable day of Mansell’s career. In a way, it was. A decade on from Britain’s last world championship win, the battler-done-good needed just four points to cap his unlikely rise to the top of the sport.
Cruising along Brabham Straight in third place, his dream almost within his grasp, Mansell plucked his Williams-Honda’s gearbox into top.
Then … BANG!
Suddenly his machine was bucking violently at over 250km/h, Mansell sawing frantically at the wheel as he tried to keep it away from the concrete walls on either side.
The car slewed to a stop in the escape road, nose against the wall. The punctured tyre gave one last flail before Mansell shut the motor off. Not for the last time, his world title dream was crushed.
1987 Belgian Grand Prix
Mansell led the initial, red-flagged start but an electric getaway from Senna saw the yellow Lotus lead the restarted event, the Williams all over his tail as they approached the Fagnes chicane.
Both cars tried to fit into a space big enough for just one, the inevitable collision seeing both cars spin off the track. Senna rejoined for long enough to get back to the pits, but Mansell’s car was finished.
When he returned to the paddock he made a beeline for the Lotus garage, grabbing the Brazilian by the throat and pinning him to a wall to make his feelings known.
“Next time you do that you’re going to have to do a much better job,” Mansell claims to have said.
1987 British Grand Prix
A two-horse race between two drivers who were teammates in name only, Mansell was as desperate for home glory as Nelson Piquet was to deny him. A tyre vibration for the local hope turned their straight fight into slow-burning thriller, with Mansell needing to make full use of his new Goodyears to turn his 28-second deficit to dust in just 29 laps.
With laps waning, Piquet’s rear wing hove into view. Knowing a failed pass would ruin his momentum, Mansell figured he may get just one chance and had to make it count. The moment came as the two Williams-Hondas raced out of Chapel down the Hanger Straight with three laps to go.
The Brazilian watched his rival in his mirrors as they charged towards Stowe. When Piquet saw Mansell jink left he instinctively covered, opening the way for the Brit to switch back to the inside line. Piquet tried to close the door – quite firmly – but it was too late; Mansell surged into the lead and towards a famous victory.
1989 Brazilian Grand Prix
Mansell was not supposed to have any chance of winning his first race for Ferrari. Actually, scratch that: Mansell was not supposed to have any chance of even finishing his first race for Ferrari.
Design guru John Barnard’s new semi-automatic gearbox gave the team headaches over 18 months of failures in testing. Now in Brazil, for the first race of the 1989 season, there had again been failures during practice.
But against such adverse circumstances is where ‘Il Leone’, as his adoring Tifosi would dub him, always shined. Not expecting the car to last, Mansell charged into the lead. He had trouble with the electronic gear change, but a stop to swap steering wheels rectified it.
Against all odds the car lasted to the finish, Mansell taking the chequered flag to the delight of his team. It was almost divine intervention: the last driver to be hand-picked by the late Enzo Ferrari had won in his first race for the Scuderia. The luck couldn’t hold, though: as he hoisted the trophy, Mansell cut his hands on its sharp handles…
1989 Hungarian Grand Prix
If you had blinked, you would have missed one of the most reflexive, instinctive and opportunistic passes ever made in Grand Prix racing. And for the lead, no less.
Mansell had charged up from a lowly 12th grid spot to be harrying Senna’s McLaren for the lead. The tight and twisty Hungaroring offered precious little opportunity for passing, meaning Mansell needed to be ready to strike should Senna bobble.
The moment came on Lap 58. The pair rushed through the turn three kink as a single blur, to be faced with the blue rear end of Stefan Johnansson’s slow-moving Onyx.
Senna made a rare hesitation; Mansell did not. He flicked his Ferrari to the inside and sped past the pair of them. Senna was powerless to fight back, leaving Mansell to take an unlikely victory.
1990 Mexican Grand Prix
Among all of Mansell’s great moments behind the wheel, this one stands tall among the very best.
A late race spin saw him fall into the clutches of old teammate Gerhard Berger, the Austrian pinching second place with a desperate dive at the end of the long front straight.
Not to be denied, Mansell shadowed Berger on the run down towards the banked, bumpy, flat in fifth gear Peraltada. The McLaren covered off the inside, leaving Mansell just one option: hold on around the outside and force Berger to submit.
The pass left commentators Murray Walker and James Hunt gobsmacked. And remember, it was only for second place.
1990 British Grand Prix
If a single race weekend could sum up Nigel Mansell in a nut shell, it would be this one.
First there were his crowd-pleasing heroics on Saturday, setting a blistering qualifying lap around the old balls-and-all Silverstone layout to take an upset pole position. Senna beat him away from the line but Mansell would not be denied, hounding the McLaren for several laps before diving past into the Woodcote chicane.
But the fairy tale victory was not to be. A broken gearbox forced him out of the race, a dejected Mansell tossing his gloves to the crowd on the walk back to the pits.
The theatrics didn’t stop when he arrived: Mansell declared that Ferrari were giving him an inferior car to teammate Alain Prost and that he was going to retire from F1 at the end of the season. A soap writer could not have done a better job.
1991 Canadian Grand Prix
The history books show Mansell won 31 Grand Prix in his career. But for half a lap, this race would have made it 32.
Seemingly bound for a comfortable victory, his first since returning to Williams, Mansell started waving in celebration to the fans in the stands on the last lap. Then, to Mansell’s disbelief, his Williams lost power and rolled to a stop as he exited the hairpin, his race over.
While a mechanical failure was blamed, there’s a legend that suggests it was pilot error. Mansell was so preoccupied with waving to his adoring public that he didn’t change down gears – with the first semi-automatic paddle change aboard a Williams – and let the revs drop so far that the engine stalled…
1991 British Grand Prix
A dominant win on home soil, there wasn’t much more Mansell could have asked for from the 1991 British GP.
Then he came upon Senna’s McLaren, parked and out of fuel at Club corner, ensuring Mansell clawed back even more ground in the title chase.
Feeling generous, Mansell stopped and beckoned Senna over to give him a lift back to the pits.
1991 Spanish Grand Prix
It’s an image that is permanently etched in the minds of fans. Two giants of the sport, neither willing to give an inch.
Mansell and Senna, on slicks as a light shower rolled across the Circuit de Catalunya, ran side by side down its long front straight, fighting for the lead.
As they approached 200mph their cars were separated by mere inches, the gap narrowing to a sliver as they braked hard for turn one.
Neither driver blinked but it was the Brazilian who would concede, Mansell taking the lead.
1991 Japanese Grand Prix
Mansell had it all to do as he lined up on the grid at Suzuka. He had to beat Senna to keep his slim world title hopes alive.
Berger led with the Brazilian and Mansell giving chase, but what was shaping up as an epic battle ended prematurely on Lap 10.
As the trio charged into Suzuka’s fast first corner the Williams ran wide, sliding out into the gravel and into retirement. Once again, Mansell’s title hopes had been dashed.
1992 Hungarian Grand Prix
A dominant season saw Mansell arrive at the Hungaroring with a chance of finally clinching that elusive world championship. True to form, it didn’t come easy.
After being swamped by the McLarens at Turn 1, Mansell spent much of the race in third behind Riccardo Patrese and Senna, before the Italian spun away his lead. With Patrese soon to retire, Mansell’s now-second place was enough to seal the title.
But soon his Williams was bound for the pits with a puncture, dropping him down to sixth with 15 laps to go. Cue a signature Mansell charge. He put his new tyres to good use carving past Mika Hakkinen, Martin Brundle and Berger, with Michael Schumacher retiring, to pass the chequered flag in second place as the new world champion.
On the podium, Senna told him: “Now you know why I’m such a bastard. I don’t ever want to lose this feeling or let anyone else experience it.”
1992 retirement
Mansell had finally achieved his world championship goal aboard a car that allowed him to dominate the sport, a rout that would likely continue into 1993 – contract pending.
Negotiations with Williams stalled as Mansell wanting to substantially raise his retainer. The signing of Alain Prost also played on his mind, remembering their difficult year together at Ferrari.
On the morning of the Italian Grand Prix, Mansell called a press conference. As he sat in front of the media a note from Frank Williams arrived, telling him his financial demands would be met.
Unmoved, Mansell looked back out to the gathered press and began to read a statement of his own: “Due to circumstances beyond my control, I have decided to retire from F1 at the end of the season.”
1994 comeback
It speaks volumes about Mansell’s star power that the 41-year-old was the biggest living name in Formula 1 – even though he was racing IndyCar at the time.
With the death of Ayrton Senna, the Williams team was in need of a proven driver, and F1 was in need of a star.
An agreement was reached that would see Mansell race at the French Grand Prix, where he would qualify on the front row.
But first came a test session at Brands Hatch. Underlining his enduring popularity, several thousand people showed up just to watch him turn laps…
Even in a modern car such as the WRX STi with current safety measures, the Isle of Man TT is terrifying. Here’s proof.
Take a look at this thrilling video brought to you via Subaru, shot in the Isle of Man earlier in the year. It features a modern WRX STi going absolutely flat-out through the Isle of Man, and it’s one of the best videos featuring a modern sports car we’ve seen in a long time.
We’re more accustomed to sharing videos of Subarus from the 1990s and early 2000s barreling through the forests of Europe and hurling over jumps as part of the World Rally Championship, however this contemporary video is simply too good to pass up.
Don’t forget to share any thrilling onboard videos you come across with us via our Facebook page. We’re racing guys just like you, and we’d love to see whatever video you’re enjoying.
Rich Fowler (enthusiast, founder and editor of Motorsport Retro) explains Motorsport Retro Premium.
In 2008 I started Motorsport Retro as a hobby because I couldn’t find one place showcasing all the bits I loved most about motorsport.
I love the legendary drivers, cars, races and rivalries. I love the human stories, the mechanical marvels, the sporting pursuit and bravery of years past.
Since that start we’ve come a long way, producing and curating amazing stories, photography and video every single day. We feel a wonderful sense of community and shared passion, and revel in your feedback and enthusiasm.
However, as the site has grown, it’s become a significant undertaking, and to be very honest, advertising is neither substantial, or our specialty.
So, we are launching a very, very low cost subscription model, where for the cost of less than one coffee per month you can have our unique combination of curated and exclusive content, with monthly subscriber only offers.
If the commitment is too much we understand, and limited free content will continue, but we hope you can respect our position, our passion, and support us by signing up today, so we can continue to do what we love, which is to bring you the things you love.
Yours faithfully, on full throttle, and a little sideways
Image: Rainer W. Schlegelmilch thanks to the Brian Redman Collection
Brian Redman is a legend of motorsport, with a multi-disciplinary talent that he put to work through the ’60s, ’70s and ’80s winning in World Sportscar Championship, IMSA GT and Formula 5000, as well as enjoying some very promising outings in Formula 1.
And he hasn’t slowed down one bit! Today he races the cars he helped make history with and is actively involved in historic motorsport around the world. He races with the HSR (Historic Sportscar Racing), and has since it was formed, and is working on the Advisory Board for the HSR Classic 24 Hour at Daytona International Speedway.
Have you ever searched yourself on Youtube? (If so, what’s the best clip?)
Not really…. I looked at Laguna Seca in Porsche 908/03. Road America in 1985 I think, driving Jaguar XJR 5 battling with Bill Whittington in March Chevvy.
What was your most satisfying race, whether you won or not?
Ha! So many… F5000 Laguna Seca, 1st, James Hunt and Mario 2nd and 3rd. Spa-Francorchamps 2 Litre Championship race in 1970, I took the lead on the last corner of the last lap in my Chevron B16/S. Chevron won the Championship by 1 point over Lola.
Mario Andretti – A Fierce Rival in Formula 5000 / Image: The Cahier Archive
Who was your fiercest rival and why?
Probably Mario Andretti for 1974/75 in the U.S. F5000 series. Mario is a great driver and had a great team, also his was the only car on Firestone tyres, which gave some advantage, at least in qualifying.
Porsche’s 908 was a favourite - ’69 Nurburgring 1000k / Image: The Brian Redman Collection
Which car you’ve driven is your favourite?
Lola T332C F5000. Chevron B19, Porsche 908/03, BMW CSL, Ferrari 312 PB.
My hero was Jim Clark, who I raced against in F2 and a bit in F1
What was your closest shave or “holy shit”moment?
I was extremely lucky to survive three bad accidents:
1. Belgian GP Spa-Francorchamps 1968.
Redman’s close call at Spa in 1968 / Image: The Brian Redman Collection
Almost lost my arm and it was only due to the skill of Prof.F. Orban of the University of Liege Teaching Hospital that I didn’t. Prof. Orban was a Winston Churchill aide in World War 2.
2. Porsche 908/03 crash following steering failure on the Targa Florio in 1971.
Fuel tank burst and I was soaked in fuel, burning from head to toe and blind from the fire. The only thing left from the car was the crankshaft, sitting in a hole in the road.
3. First day of practice for the “new” single seater Can-Am series in 1977, at St.Jovite, Canada – F5000 cars fitted with bodywork so that the SCCA could promote the series as “Can-Am” which they felt had better spectator appeal.
I came in the pits and Jim Hall asked how the car was, I replied “good” when asked if I wanted to make any changes, I replied: “take ¼” off the front wing”. On the next lap, at 160 mph, it took off at the top of the straight, went 40 feet in the air and turned over.
I landed upside down, breaking my neck (C1), sternum, shoulder and two ribs. My heart stopped. The ambulance blew a tyre on the way to hospital and when my wife, Marion, arrived from England the next day, there was a photograph on the front page showing the two ambulance attendants working on the wheel and me in the back. The headline was: “Redman est Mort”.
We agree – Gulf orange/blue IS a superb livery / Image: The Brian Redman Collection
What is your favourite racing livery or logo?
The John Wyer Gulf orange/blue was a superb livery.
Which driver, dead or alive would you most like to have dinner with?
Rudolf Caracciola!
Who was the best driver you saw, who didn’t’t make it to the big time?
Perhaps Barry “Whizzo” Williams.
Despite leading four times, the 24 Hours of Le Mans overall wasn’t to be for Redman / Image: The Brian Redman Collection
What was your biggest disappointment in racing?
That’s easy – in spite of leading four times – Le Mans!!
Stirling Moss won the British Grand Prix at Aintree in 1955 / Image: The Cahier Archive
What was the first race you saw in person, and how old were you?
The British Grand Prix at Aintree in 1955.
Moss won, Fangio 2nd. I was 18.
Is there an event you would still like to race in?
The Mille Miglia.
What was it about sportscar racing that drew you there over Formula 1?
It didn’t, it was F5000 over F1. The money was the same, I thought I’d be better off finishing at the top of the F5000 tree than in the middle of the field in F1.
What’s been the best post-race party?
In 1970 Jo Siffert and I won the Spa-Francorchamps 1000 Ks.
In practice Jo had a tire come of the rim of a front wheel on the Masta Straight. I had the left rear come off, at 180 mph at the entry to Blanchimont. Sleepless night Saturday, win the race Sunday – at that time, the fastest road race ever run at an average, including pit stops, of over 149 mph.
After enduring hours of officials thanking themselves at the post-race prize giving, it finally finished at 10:30 pm. My wife and small son were there and when Jo suggested “a drink with the mechanics” I agreed and when asked what time we would be back, replied: “midnight”. We arrive back at 4 am, somewhat the worse for wear, spin turns in the gravel forecourt and crawling on hands and knees did not endear us to either the hotel management or my personal manager. Much noise and fuss ensued with the manager. Porsche were banned from the hotel.
You crashed out of your opening lap in the 1971 Targa Florio after being chosen as the starting driver to keep Jo Siffert and Pedro Rodríguez out of trouble. Tell us the story.
At the end of 1970 I retired – thinking I was going to be killed – to a job in Johannesburg. I realised that it was big mistake and came back to Europe four months later!
Derek Bell took my place in the John Wyer Gulf Porsche team. He had never done the Targa and I’d won it the year before with Siffert. John rang to ask if I’d do the Targa, and it looked like a great opportunity to get back into the big time.
The day before the race, in practice, Jo crashed the car. It was repaired overnight. On race morning Wyer said he wanted me to start the race as: “I don’t want Siffert and Rodriguez banging into each other.” The handling of the 908/03 was not normal from the start, 20 miles round the 44 mile circuit, the steering broke and I had the very bad crash described earlier. No medical attention for 45 minutes, taken to an unknown hospital. At 11 that night, Pedro Rodriguez and Richard Attwood came looking for me and took me back to the hotel.
The next day, Gulf and Porsche rented a jet out of Geneva and I was flown back to Manchester for treatment. Whilst recovering, both Pedro and Jo were killed in separate accidents involving fire.
Image: The Brian Redman Collection
You raced across three decades – how do you feel the sport changed through that time, and what was it that kept drawing you coming back each season?
During my main time, from 1959 through 1989, there were of course, many changes, especially the advent of ground-effect. Also, the hugely increased safety of the cars, the fuel systems and the tracks themselves.
In 1966 at Spa-Francorchamps there were no barriers. You knew that if something went wrong, there was a good chance you would be history. The Nurburgring in 1968, my first time there, in a GT 40. 12 times a lap leaping in the air. No barriers. As car owner Peter Sutcliffe said: “Brian, I want you to remember two things, the first is, this is my car, the second, you’ve seen all the little bushes round the track? Just remember, that underneath them is 100 feet of trunk”! I kept coming back, because it was the only way I knew to earn a living. Otherwise, used car salesman!
How do you prepare mentally when you’re sitting on the start line at the Nürburgring and you know you have a thousand racing kilometres on one of the most dangerous tracks in the world ahead of you?
Each night before the race I would think only of the track, going through it my mind until falling asleep. To me, Spa-Francorchamps was more difficult than the Nurburgring it was the sheer speed of mile after mile in top gear going through tremendously fast, but not “flat” corners… approaching the Masta Kink at 214 in the 917K, through Stavelot at 170. The 917K was much faster than the F cars at that time.
Your list of teammates is illustrious and we’re sure you shared many great adventures with them. Could you share one that pops to mind?
The one I related with Jo Siffert at Spa! There was a lot more to it… locked out of the bedroom, stark naked and dripping wet!
You raced many cars with many great teams through one of sports-car racing’s most exciting and innovative periods. Who do you feel pushed the boundaries in the most interesting ways?
I don’t think there’s any question that Ferdinand Porsche’s decision to go ahead and build 25 x 917s in 1968/69 was a hugely brave gamble. That the car was turned from a pig of a car to what it became the best long-distance racing car in the world, was also a huge achievement.
Porsche 908, 917, 935 or 962?
As time goes by in the racing world, cars improve, so no question that the 962 was an amazing car.
Would you still be interested in racing with today’s rules, regulations and atmosphere?
Probably! If you want to race, you want to race, no matter what in.
Daniel Ricciardo – the most exciting driver racing today / Image: The Cahier Archive
Who’s the most exciting driver racing today?
Daniel Ricciardo I think!
What do you think of the historic motor racing scene?
Very strong all over the world, with so many events, especially Goodwood, Le Mans, Monaco, the Nurburgring, Silverstone, Laguna Seca, leading to huge increase in the value of the cars.
What’s the most important thing we (the community in general) can do to support and promote historic motorsport?
Well, that’s a leading question! As discussed earlier, historic motors sport is already very strong and growing. More publicity.
What’s the best value fun-per-dollar car you can take racing in histories today?
Lotus Super 7 at under $40,000 U.S. is probably as good as anything!
Personally, I’d buy a Mini-Cooper 1275s in racing trim. Geat fun!
We’d like to send out an immense ‘THANK YOU!’ to Brian Redman and his son James taking the time to chat with us and making this story possible.
Ayrton Senna, Nigel Mansell, Gerhard Berger and Alain Prost at the 1989 Mexican Grand Prix.
What a fantastic photo! Shot at the 1989 Mexican Grand Prix, which was won by Ayrton Senna on the 28th of May. It was the fourth round of the 1989 Formula One World Championship season, and Ayrton Senna was gaining momentum after winning the previous two rounds in San Marino and Monaco.
Fortunately for his arch-rival and soon to be 1989 F1 World Champion Alain Prost, Senna had placed a disasterous 11th in the first round of the season at his home round – Brazil. The pair would battle it out for the remainder of the year, with Prost eventually taking a convincing overall points victory.
This photo shows not only Ayrton Senna and Alain Prost, but also the soon to be third-placed Nigel Mansell, and his Ferrari team mate Gerhard Berger.
With the days getting longer and warmer we can feel Spring on the horizon here in Australia, and Deus Ex Machina have marked the occasion with a new line of retro-styled motorcross Jerseys in their Spring 2014 collection.
The jerseys come in two designs – Deegan and Garland, and each is offered in two colour combinations. They’re a regular fit and made from 220gsm polyester mesh jersey.
We’re loving the retro designs, particularly that red, white and blue Deegan, and think they’ll look splendid out on the bike, or integrated into our highly-fashionable casual ensemble.
They’ll run you $89.95 for the Garland and $99.95 for the Deegan, and you can grab them online at Deus Ex Machina’s website here. Or head to their store in Sydney for an awesome coffee and a morning checking out their custom bikes.
David Coulthard spent 15 seasons racing in F1, and during that time he won 13 Grands Prix. Now, he opens up and tells us his story.
It’s no surprise that after all he’s seen and done, David Coulthard has a fantastic story to tell. In this piece he sits down and explains with honesty the truths behind his Formula 1 career. What his strengths were, as well as his weaknesses.
You’re about to hear David talk of his path into Formula 1, as well as the integral role he played in building the Red Bull team – and his take on team orders! This is a fantastic story about the human being behind the helmet, and we thing you’ll thoroughly enjoy it.
This recently restored 1963 Lola Mk 6 GT is the last of just three cars. In its prime it was driven by Augie Pabst and Walt Hansgen and won the 1963 Nassau Tourist Trophy. Oh, and it played a vital role in the development of the legendary Ford GT40.
It’s heading to auction at RM Auctions’ Monterey sale on the 15th of August.
In the early ’60s marques like Porsche and Ferrari had small displacement mid-engined sportscar racers down. Fitting a big V8 or V12 into one, however, had proved more difficult, and it wasn’t until Eric Broadley coupled a Colotti transaxle with a Ford Fairlane V-8 that the design took off.
The first two running examples of the design hit the track in the 1963 24 Hours of Le Mans and proved to be a revelation.
Interested in the project and looking to end Ferrari’s domination at Le Mans, Ford then stepped in with cash and engines, working in collaboration with Lola to develop the Mk 6 GT – a key stop in the evolution of the Ford GT40.
This particular car is LGT-2, which was the second functional Mk 6 chassis. It was ordered by John Mecom and began its life officially entered into the ’63 24 Hours of Le Mans, although it was used for spares and it never ran in the race.
Its next outing was at the International Guard’s Trophy at Brands Hatch in 1963, in which Augie Pabst enjoyed only a short run before retiring with an oil pressure issue.
Ford then attempted to buy the car from Mecom, but did not endear themselves in the negotiations, leading Mecom to send the car back to Lola and have them install a lighter and faster Traco-tuned Chevrolet V-8.
After some testing at Brands Hatch the car then went to the Bahamas, where Augie Pabst and it won the Nassau Tourist Trophy. Pabst was again at the wheel in 1962 for the 12 Hours of Sebring, sharing driving duties with Walt Hansgen. The combo was quick, but retired with engine troubles. The car was forced to retire again later in the year at the SCCA June Sprints at Road America, but redeemed itself with an 11th overall in the Guard’s Trophy.
From there it was back to Lola for a wider track, re-worked suspension and new Cobra-style FIA wheels with GT40 hubs. To accommodate the modifications the bodywork was flared-out, enhancing its already stunning lines.
Pabst raced the car again in the Road America 500, and one final time in the Los Angeles Times Grand Prix. A sticky throttle in that race resulted in a crash which nearly tore the aluminum canopy clean off. After that outing Mecom put the car into storage and eventually sold it.
In the late 2000s the car was treated to a full restoration by Hall & Hall and is now faithfully returned to its 1964 configuration.
In recent years it’s enjoyed an active historic career, involved in events like the SOVREN Historics, Retromobile, Silverstone Classic and Techno Classica.
With the full restoration recently completed and a fresh service undertaken the car’s in magnificent condition and it’s offered with MSA Historic Technical Passport. It’s the only of the three cars which Ford couldn’t purchase, a significant piece of prototype racing history and a magnificent machine in its own right.
It’ll go up for sale at RM Auctions’ upcoming Monterey sale on the 15th of August, and you can find more information at RM Auctions’ official site here.
At the start of the 1980s, Austin Rover reached a crossroads in its efforts to take on its chief rivals – notably Audi, Ford and Opel – in the increasingly competitive world rally championship. Despite finally making its V8-engined Triumph TR7 competitive and reliable against the hordes of Ford Escorts that had dominated events of the past decade, the company fell out of love with the TR7 project and went back to the drawing board.
Following the climax to the 1980 WRC season, Austin Rover’s competition department, led by former international co-driver John Davenport, thrashed out a plan to mix it with the best of them with a brand-new machine.
To do this, Davenport called on the engineering expertise of the Williams Grand Prix team, which had just won the Formula 1 world title with Alan Jones and the ahead-of-its-time, Cosworth-powered FW07.
The car to take Austin Rover to the forefront of arguably the world’s toughest motorsport was its humble Metro. But the rally car would have to push the concept far beyond its status as the ubiquitous, but uninspiring, family ‘bubble’ car.
What Williams designed would eventually become one of the most revered and iconic rally machines in the history of the sport. So much so, in fact, that it would continue to win at international and national level through the 1990s and into the 2000s.
After a year’s development work in 1983 by top British driver Tony Pond, a man who had given the Triumph TR7 V8 a number of high-profile victories, on a prototype codenamed VHPD (Very High Performance Derivative), the 6R4 as we know it was born. The stubby and aggressively purposeful car was powered by a V8 ‘test hack’ engine mounted amidships, while power was transmitted to all four wheels.
The noteworthy occasion of the 6R4’s competition debut came on a British national event in Yorkshire in early 1984. The car was an instant force to be reckoned with, taking numerous fastest stage times and pulling out a lead of almost three minutes before alternator trouble put paid to its run.
The pace of the car in the York National Rally was enough to convince Austin Rover that the project warranted continued impetus. For the rest of 1984, the 6R4 was entered into numerous events – all of which helped the engineering team better understand, and therefore improve, its new car. The ultimate aim, of course, was the World Rally Championship – a more serious proposition than British national events.
The 6R4’s first victory came in the forest of Wales in February 1985 on the Gwynedd Rally and Austin Rover spent much of the rest of that year developing the car with the aim of getting it homologated for the new Group B formula to which the WRC would infamously adhere.
Part of that WRC-inspired focus was the mating of an all-new, three-litre, six-cylinder engine designed by former Cosworth engineer David Wood to the 6R4 chassis. The unit came in two distinct levels of ‘tune’: the Clubman-spec engine produced 250bhp and would give the 6R4 a strong customer appeal for many years, while the International-spec motor churned out up to 410bhp.
Having satisfied the homologation requirements decreed by the rulemakers, Austin Rover set about giving the 6R4 its WRC competition debut.
Scheduled to appear in the final round of the 1985 WRC, Britain’s RAC Rally, the 6R4 had created unprecedented levels of interest among British rally fans and the story-hungry sporting press.
Two blue-and-white Metro 6R4s driven by Tony Pond/Rob Arthur and Malcolm Wilson/Nigel Harris duly took the start of the 1985 RAC with the hopes of the nation fully behind them.
For Pond, the event almost had a dream result. Running at the front throughout, he gave the pair of factory-run Lancia Delta S4s driven by Henri Toivonen and Markku Alen a real fright, only settling for third when the promise of a debut podium finish became too good to throw away.
And that’s when British rally fans fell in love with the Metro 6R4 – an unlikely looking rally weapon, but one that was created by a small bunch of enthusiasts to satisfy a patriotic desire to get in on the act and give British rallying a much-needed boost.
To this day, the 6R4 can be seen competing on national events around Europe. It’s a car that took over from Ford’s legendary Escort as the mainstay of the British rallying scene. And as for that sublime, normally-aspirated, throaty V6 soundtrack emitted from just behind the seats…
Michael Dunlop and Guy Martin go toe-to-toe at the 2014 Isle of Man TT.
When the technology of on-bike digital video cameras and the craziness of Isle of Man collide, the result is always spectacular. This is one of the best pieces we’ve come across yet, depicting the battle of Michael Dunlop and Guy Martin at the 2014 Isle of Man TT.
When things really heat up you’ll hope what you’re witnessing is just camera shake, but it’s not. Those high-speed wobbles are one of the scariest feelings a rider can experience, and these madmen are racing straight through it.
