Grand Prix Sunbeams 1921, 1922 TT

Background

Sunbeam, the only British manufacturer committed to international racing emerged from the Great War well poised to amalgamate with two other firms of notable racing pedigree. Together with Talbot and Darracq they formed the S.T.D. Combine. S.T.D. was to become a dominant player in Land Speed Records, Grand Prix and Voiturette racing both in Britain and abroad. S.T.D. race cars using identical chassis and engines were to be designated variously as Sunbeam, Talbot or Talbot Darracq in response to the different events or countries they took part in. The highly evolved Experimental Departments in Wolverhampton and Suresnes cooperated on the meticulous development and construction of these fine wholly hand-crafted machines. These zero tolerance racing cars were milled, as it were, from solid billet. Racing program was extensive, tailor made alternative lightweight bodies, specific axle ratios and engines to suit each event were formed. The driving force behind the S.T.D. and its racing program was the charismatic and ingenious Breton Louis Coatalen. Designer, engineer and racer Coatalen was inspired by the belief that ‘Racing improves the breed’.

Whilst catapulting S.T.D. to the highest echelons of the sport with numerous successes still legendary today, the costly racing policy may have ultimately led to the demise of the once mighty S.T.D. Combine. Its subsequent merger with the Rootes Group was less than glorious. Conversely it may be that S.T.D.’s loss of direction and withdrawal from racing in the late Vintage period was the real source of their demise.

Coatalen famously held that ounces off the engine translate to pounds off the car; this simple design principal together with fastidious balancing, cooling and lubrication produced truly elegant engines. Coatalen’s chassis behavior is near magical and this together with sophisticated technical support and the greatest racing talents had led the company to a golden age of racing successes, the likes of which were not to be seen in Britain for many decades.

During its pre 1930s heyday S.T.D. was consistently and fully committed to international racing at the highest level and was synonymous with British Racing.

Design

1920 November 3, S.T.D. Experimental Department Order EXP.273 (4 nos. Grand Prix Chassis) and EXP. 271 (7 nos. straight eight cylinder engines). Project cost £50,000 (about £5,000,000 in 2010). These were the first new post Great War Grand Prix chassis to be constructed by S.T.D.

Designed by the S.T.D. Experimental Department possibly in both Wolverhampton and Sureness, the highly advanced 1921 straight eight engine is unmistakably influenced by Ernest Henry's pre-war work for Peugeot and his immediate post-war work for Ballot where the resemblance is particularly noticeable.

The highly flexible chassis, was likewise the latest in design and benefited from Louis Coatalen’s profound understanding. Presaging the future of racing, these were the first British racing cars ever to be fitted with brakes on all four wheel, a feature which no doubt contributed to their successes.

These 1921 Grand Prix chassis were amenable to changes of both engine and body. Two engines were used in competitions; the 1921 3-litre straight-eight dohc and the 1916 4.9-litre. Body types included two-seaters and single-seater with pointed tails, slanted tails or exposed fuel tank. Bonnets were adjusted according to the type of carburettors and engines used. In addition, radiators and badges of the three firms constituting S.T.D. were interchangeable. The Works selected the most appropriate combination of body, engine and radiator for each speed event. The cockpit arrangement as well as car dimensions were arranged according to each pilot’s specific requirements; resulting in tailor made cars for the Works team drivers.

The chassis in all these permutations is the same and can be called the 1921 G.P. chassis. Body type can be called G.P. type (pointed & slanted tails) and T.T. type (exposed tank).

Colour/trim

Body: Wheels: Black Upholstery: Sprung squab with fluted seat back in embossed veg-tan leather.

Chassis

Frame is upswept over front and back axles to achieve lower centre of gravity. Underslung front and rear axles machined from solid billet (back axle to 3mm thickness). Front axle H-section. U- shape sub-frame carries the engine, clutch and gearbox and mounted on the chassis at three points. Alignment of front end of crankshaft is below the centre line of the rear axle; as such the line of crankshaft, the transmission and the propeller shaft slopes downwards towards front in order to keep centre of gravity as low as possible.

Dimensions & weight

Chassis dimensions of surviving cars vary indicating specificity in body fitting.

Wheelbase 8 ft 9 in, Track 4 ft 7in Weight: Engine weight dry 520 lb.

Engine

Two race engine types were used with the 1921 Grand Prix chassis depending on event regulations, a 1921 3-litre straight eight and a 1916 6-cylinder 4.9-litre.

1921 Indianapolis - 1921 3-litre straight eight; four horizontal Claudel Hobson 1921 Grand Prix de l’A.C.F - 1921 3-litre straight eight; four Zenith carburettors

1921 Shelsley Walsh Hillclimb - 1921 3-litre straight eight.

1922 Isle of Man Tourist Trophy - 1921 3-litre straight-eight (modified and compression raised); two racing CZC vertical Claudel Hobson carburettors 1922 Coppa Florio Sicily - 1916 6-cylinder 4.9-litre.

The 1921 3-litre straight eight

Credited to Coatalen the design is an Ernest Henry type Straight Eight in line twin overhead camshaft. Bore and stroke 65x112mm, Capacity 2973cc. Lightweight aluminum alloy cylinder blocks and crankcase. Block cast in two blocks of four; non-detachable head cast in one. Shrunk-in steel liners and screwed- in phosphor-bronze valve seats. Crankshaft of nickel-chrome forging, machined from a single billet; plain bearings. Hollow five main journals and eight crankpins. Each crank throw is counterbalanced. No flywheel. Camshaft driven by train of straight-tooth pinions at the front. Rotation viewed from above anti-clockwise both inlet and exhaust. Pistons are aluminium domed- head carrying three compression rings and an oil groove in the skirt serving instead of scraper ring. Piston clearance 0.015’’ to 0.018’’. Groves 1/16’’. Connecting rods H-section, white metal big end bearings. Four tulip-shape overhead valves (twin inlet and twin outlet) per cylinder (32 in total) inclined at 60 degrees operated by two overhead camshafts through inverted cup-style tappets. Valve clearance (cold) inlet 0.010, exhaust 0.015. Valve timing varies between chassis and in time viz. in 1922 open 12 degrees BBDC close 55 degrees ATDC; 1960 - chassis II: inlet opens 5 degrees BTC and closes 35 degrees ABC. Exhaust opens 45 degrees BBC and closes 10 degrees ATC. Compression 1921 French G.P. was 5.7 to1, increased for the 1922 IoM T.T. to 6.3 to1. Output 112bhp at a maximum 4,700rpm. (See footnote below.)

The 1916 4..9-litre 6cyl

"Coatalen produced the world’s first twin-cam Six for the 1916 Indianapolis 500" an Ernest Henry prewar Peugeot type in-line six cylinder 81.5x157 mm, capacity 4,914 cc. Two cast blocks of three; twin overhead camshafts driven by a vertical shaft and gears from the front of the engine; four valve per cylinder (24 in total), 60 degrees included angle. Camshafts castings split horizontally. Pivoted cam followers carried by bronze mountings. Crankshaft in three pieces carried in four large ball bearings; plain big ends. Drilled aluminum pistons – a first for Sunbeam racing car. Dry sump lubrication with two oil pumps – one for the bearings and the other for the camshafts. Mounted on sub-frame articulated with the chassis. Single Bosch magneto ignition driven at ¾ engine speed. Twin CZS Claudel Hobson carburettors mounted on two water-jacketed induction manifolds. Compression ration 5.8:1, 152 bhp at 3,200 rpm. Two speed gearbox was tried but four speed gearbox with cone clutch generally used; Hotchkiss drive with bevel back axle. Revolution counter driven by the camshaft.

The engines mounted in a 1914 G.P. Sunbeam chassis were entered in 1916 in a number of American events; racing having ceased in Europe during the war but continued in America prior to the USA entering the conflict. In the careful hands of J Christiaens who suggested their construction, his car regularly finished ‘in the Money’ winning large prizes including $3,000 (4th) in that year’s Indianapolis 300-Mile. The cars also performed well in the hands of Galvin and Louis Chevrolet achieving a number of third places.

In 1919 the 4.9-litre engines were mounted in two 1914 T.T. Sunbeam chassis; Josef Christiaens was killed demonstrating one of the cars at Wolverhampton and they were subsequently entered at that year’s Indianapolis 500 for J Chassagne and Dario Resta. In the event, they were withdrawn without explanation said to be in excess of 300 cubic inch limit.

Mounted in the 1921 Grand Prix Sunbeam chassis this engine proved competitive and effective at Brooklands until 1929 and in Southport well into the thirties; indeed William B. Boddy noted that one of the cars had "the best run of successes by any Brooklands car over such a period". Some of the greatest drivers of the period achieved fine results with the combination of the 4.9lt in a 1921 G.P. chassis including HOD Segrave, Malcolm Campbell and Kaye Don.(See footnote below.)

Carburetion (3-litre engine)

Various carburettor configurations were used depending on the event, including four horizontal Claudel Hobson (1921 Indianapolis 500), four Zenith carburettors (1921 Grand Prix de l’A.C.F.); however, in the Isle of Man Tourist Trophy two racing CZC vertical Claudel Hobson carburettors 42 choke were used. Claudel Hobson were an S.T.D. Subsidiary. Fabricated inlet manifolds incorporating water jacket to stop icing. Fuel feed by pressure from 30-gallon copper bolster tank at rear was used in the Isle of Man Tourist Trophy and the Coppa Florio; other configurations in other events.

Fuel consumption 7-22 mile per gallon 0.7 pint per bhp/hour at 3,000 rpm, 0.65 pint per bhp/hour at 3,500rpm.

Ignition (3-litre engine)

Delco coil and distributor with a dynamo on the nearside driven from the timing gears was used for the 1921 Indianapolis 500 and that year’s French Grand Prix but two high-tension B.T.H four cylinder magnetos on the offside driven by shaft from the camshaft drive gears were used subsequently from 1922 on. Ignition advanced 45 degrees BTDC. Spark control by Bowden lever mounted on the steering column (on steering wheel for the Grand Prix).

Firing order 1,3,4,2,8,6,5,7 (chassis II:1,8,3,6,4,5,2,7).

Transmission (3-litre engine)

Separate four forward and one reverse speed gearbox with straight-cut gears. Ratio 1 1.165, 1.725 2.5 to 1.

Hele-Shaw multi-plate clutch with six alternating steel and phosphor-bronze plates running in graphite powder.

Hotchkiss-type drive; open propeller shaft. Bevel driven back axle with alternative ratios. Subtle changes to ratios were made according to the topography of each speed event:

1921- 13.48 for 3.69:1

1921-14.47 for 3.35:1

1922-13.49 for 3.76:1.

2nd 70 mph, 3rd 90 mph, 4th 108 mph.

Lubrication (3-litre engine)

Dry sump lubrication employing two gear-type oil pump (pressure and scavenge). Separate five-gallon oil tank under riding mechanic seat. Minimum safe oil pressure 35 lb per square inch.

Cooling (3-litre engine)

Water pump mounted on the front of the timing gear case delivering into a gallery pipe along the near side of the engine with eight separate feeds into the cylinder block below the exhaust ports.

Braking system

For the 1921 Indianapolis 500 small rear wheels brakes only were fitted. Subsequently, Isotta Fraschini-type front wheel brakes actuated by hand lever, rear brakes actuated by right pedal.

Brake cables, running over phosphor bronze pulleys, adjustable by ratchets below a sideways hinged 6"x8" trap door in the floor in front of the riding mechanic. Cast steel ribbed brake drums; cast alloy brake shoes; cast iron segments lining.

Suspension

Underslung semi-elliptical springs (Jonas Woodhead and Sons – S.T.D. subsidiary) all around. Double Hartford shock absorbers fitted at each corner.

Steering

High-geared laminated spring steel ‘Rene Thomas’ steering wheel was used. Only one of the surviving Sunbeams is so equipped.

Wheels:

Rudge-Whitworth wire detachable.

Tyres:

1921 Indianapolis 500: straight side tyres front 32x41/2 and 33x3 rear. 1921 French G.P. straight side tyres front 815x105 and 820x120 rear. 1922 IoM T.T. Dunlop traction tread straight side tyres 32x4 front and 32x4.5 rear.

Body

The lightweight all aluminum body consisted of a bonnet riveted to reinforcing copper and brass straps, scuttle on angled steel, seats tub and tail. Both narrow staggered two-seater and single-seater> were constructed by the Works. Sunbeam did not construct new bodies for each event but modified and evolved bodies from one event to another to accommodate change in branding, carburettors, engine type and fuel capacity. The side blisters on the bonnet were modified to accommodate different carburettor configurations; a hatch on scuttle was formed when a 1916 4.9lt engine was used; alternative tails and radiators were used as needed. Flared front offside wing were used during the 1922 IoM T.T. Approximate frontal area without the wing 11 1/2 sq.ft, with wing and riding mechanic 13 1/2 sq.ft.

Body Types used in principle events:

1921 Indianapolis 500 –two seater, pointed tail 3lt - G.P. Type.

1921 French G.P. - two seater, pointed (Talbot Darracq radiators) and slanted tails 3lt (Talbot radiators) - G.P. Type.

1922 IOM T.T. - two seater, exposed fuel tank, 3lt – T.T. Type.

1922 Coppa Florio - two seater, exposed fuel tank, altered bonnet, 4.9lt- T.T. Type

Instruments

Instruments varied from car to car in accordance with pilot specifications but also according to engine type used. In the IoM tourist Trophy the following were used: Jaeger rev counter, Sunbeam oil pressure gauge, fuel air pressure, twin magneto switches, twin glass oil restrictors.

1921 Indianapolis 500

The 1921 ninth International Sweepstakes Indianapolis 500 was held on 30 May and was attended by 135,000. The 23 strong field was composed of the best of Europe (Ballot, Peugeot, S.T.D.) and America (Dusenberg, Frontenac, Miller). The drivers were equally impressive including Jimmy Murphy, Tom Milton, Roscoe Sarles, Albert Guyot and Jean Chassagne.

Three cars were entered by S.T.D. – two Sunbeams for Rene Thomas (no.17) and Ora Haibe (no.16) and one Talbot Darracq for Andre Boillot (no.11); the three cars were identical but for the shape of the radiator and badge. The S.T.D. team was instructed to save the horses for the French Grand Prix.

Ralph de Palma on a similarly designed Ballot dominated the race at 93 mph for 112 laps when he retired with bearing trouble. For the rest of the race, it was mostly the American Frontenac and Dusenberg which excelled and of only nine cars to finish the 200 laps, eight were American who invariably also won the race with a 1,2,3 win for Frontenac (89.621 mph & 85.025 mph) split by a Dusenberg (88.609 mph).

The talented American Ora Haiba in the Works Sunbeam was the only European car to finish and was placed fifth (84.277 mph) winning a purse of $3,000. The Talbot Darracq suffered big-end failure on 41st lap due to jammed oil pump; Rene Thomas held 4th place until lap 144 when water connection broke.

1921 French Grand Prix de l’A.C.F.

The 1921 French Grand Prix de l’A.C.F was the premium international motoring sporting event on the calendar; the 1921 event was the first Grand Prix in seven years, marking the long-awaited return to normality after the Great War. It was held to great fanfare on July 25. The thirty lap 321.68 mile race was run on the same circuit that was to become famous 1923-1928 as the Le Mans ‘24 hours Endurance’. The event attracted a strong field of international teams and the latest cars from France, Britain and the USA.

S.T.D. envisaged seven entries but only weeks before the event the cars were not ready and an attempt to withdraw was made; this met with resistance from the designated pilots and after considerable effort by the S.T.D. Works at Sureness, four cars were made ready. Three of these were the very cars which only weeks earlier participated in the 1921 Indianapolis 500.

Taking advantage of its international manufacturing base, S.T.D. fitted two cars as Talbot and two as Talbot Darracq – all mechanically identical. The Talbot was distinguished by its colour, the Talbot radiator and a slanted tail mounted diagonally with two spare wheels. The Talbot car were given race no. 10 and no.4 and were designated to newcomer H. O. D. Segrave in his first ever Grand Prix and the experienced K. Lee Guinness, of the eponymous stout dynasty and KLG sparkplugs. Two additional cars were fitted with Talbot-Darracq radiators and pointed tail similar to the configuration used at the Indianapolis 500. The two Talbot Darracq were entered for French aces Rene Thomas (no.5) and Andre Boillot (no.15). All four S.T.D. cars were modified from their Indianapolis configuration and fitted with both front and rear brakes.

Rene Thomas retired on lap 24 after a ricocheted stone holed his oil tank. Andre Boillot drove carefully and his pit-work was methodical and quick; he had to change seven tyres during the race but nevertheless achieved the best S.T.D. result at fifth place. Guinness had to change nine tyres on his Talbot to finish eighth.

The road circuit was badly cut out and covered with large sharp stones one of which knocked Segrave’s riding mechanic Jules Moriceau unconscious for the whole of half a lap. The race was to be plagued by tyre problems for S.T.D. as a result of both road condition and insufficiently cured tyre rubber Despite having to change fourteen covers by himself through sheer determination H.O.D. Segrave was still able to average 62.6 mph, finishing in 5:08:06.0 and achieving ninth place. This performance convinced Coatalen to offer Segrave a position in the Sunbeam Works team, which soon took him to extraordinary fame, success and knighthood.

The race was predominantly a struggle between the Ballot and the Dusenberg: Jimmy Murphy who was injured in practice and was nursing fractured ribs throughout the race, winning in the latter for the USA – the first such win and the last for 46 years. Ballot took the other podium places with S.T.D. best at fifth place.

1921 Shelsley Walsh

The four cars were repatriated to Wolverhampton England; the two Talbot were fitted with Sunbeam radiators and entered at the 1921 September 9 Shelsley Walsh – the premium annual hill-climb in the United Kingdom. The 1921 event is notable as the first time Raymond Mays, still a Cambridge undergraduate, took to the hill in a self tuned Hillman (82.2sec). The event described in contemporary literature as ‘the best yet held’ enjoyed a warm autumn sun and 5,000 attended.

H.O.D. Segrave’s green1921 G.P. no.10 with its distinct nearside lever now race no.14 was put in the hands of the inimitable Count Zborowski of Chitty Bang Bang fame; the 1921 G.P. Talbot no. 4 now race no.15 was designated for George H. Day with Bill Perkins as riding mechanic. The event was well attended and fully supported by the Works engineers and drivers.

The full Le Mans Grand Prix road-racing trim, high gears (3.61:1) and no flywheel precluded a fast start and neither G H Day 4th (62.8sec) nor Count Zborowski 7th (65.8sec) impress that day. However, once the car got its "revs", it was "a delight to watch, and magnificent on the corners, and undoubtedly the crowd was delighted to have the opportunity of seeing these very latest examples of the Grand Prix type –road-racing machine in action in this country". Fastest time of the day was achieved by C.A. Bird with a 1916 Indianapolis 4.9lt Sunbeam (52.2sec).

1922 Isle of Man Tourist Trophy

The 1922 R.A.C. Tourist Trophy held on June 22 at 9:30 a.m. was the first in eight years and the last motorcar Tourist Trophy to be contested on the Isle of Man. The formula was consistent with the 1921 Grand Prix and Indianapolis 500 formula for 3lt capacity and 1,600 lbs minimum weight. An ‘International 1,500 Trophy’ race for voiturettes up to 1,500cc (1,000-lb minimum loaded weight) was run off together on the same course. The road racing Mountain Course was part macadam, part tar, part stone; 302 miles (8laps of 37.75miles) for the Tourist Trophy and 6 laps (226.5miles) for the ‘International 1,500 Trophy’.

The main 3lt T.T. event attracted three modified race-prepared cream and red-coloured Bentleys; Bentley III driven by W.O. Bentley himself; three specially designed Harry Ricardo scarlet-red racing Vauxhalls and three modified dreadnought grey 1921 G.P. type Sunbeams. The ‘1,500 Trophy’ attracted three blue Talbot-Darracqs which were smaller version of the Sunbeams with one cylinder block instead of the two that made the bigger cars; three Crossley-Bugattis came from France for the first time; a peacock-blue Enfield-Allday driven by A C Bertelli; Hillman and three Aston Martin though only one (‘Bunny’) reached the start line.

Sunbeam Experimental department modified four 1921 G.P. chassis for a team of three cars and a reserve. The weight was reduced, 30 gallon bolster tank fitted, two BTH magnetos replaced the Delco coil ignition, two CZC Claudel Hobson carburettors fitted and compression raised to 6.3 to1 resulting in 112 bhp. Jean Chassagne also had his signature ‘Rene Thomas’ laminated sprung steel steering wheel.

The T.T. was preceded by two weeks practice on closed roads 4.30a.m. to 7a.m. The event was held in appalling weather, wind, heavy rain and mist reducing visibility to less than 20 yards; later the winner Chassagne described the conditions as "a nightmare in sea of mud". Cars were dispatched at one minute intervals. The calcium chloride, which was used on the circuit as dust-laying compound, in the rain, made the roads muddy and greasy and caused burning irritation to driver’s eyes.

Sunbeam I race no.1 for K Lee Guinness (riding mechanic Bill Perkins) winner of the previous Tourist Trophy event in 1914 did not start due to slipped clutch. Sunbeam II race no.4 for H.O.D. Segarve (riding mechanic Paul Dutoit) made fastest lap both in practice and during the race (57.3 mph) but retired with magneto problems on lap five. Sunbeam III race no.7 (its 1921 G.P. race no 10 still grinning under the new livery for Jean Chassagne (riding mechanic Robert Laly) proceeded to win the race in 5hr 24min 50sec averaging 55.78 mph.

Of the nine main event T.T. entrants, one did not start and five completed; the Bentley, the only team to finish, receiving the Team Award and Jean Chassagne described by contemporary press as 'a pure artist at the wheel' won the race outright. Of the ten voiturette starting the event, six completed; Sir Algernon Guinness with Talbot Darracq I no.24 reaching 90 mph on the Sulby straight and winning a 1-2 (with Divo 2nd) for S.T.D. in 4hr14min45.4sec averaging 53.3 mph -faster than some of the bigger-class cars; the Crossley-Bugattis won the team prize though some 20min behind the winner.

1922 Coppa Florio

Soon after the successful Tourist Trophy, two of the T.T. cars fitted with the powerful 4.9lt 6cyl 1916 engine (for which a unique 4.9lt engine oil reserve hatch was formed in the existing scuttle) were put together with three 1.5lt Talbot Darracq voiturettes bound for the Penya Rhin race at Barcelona on K. Lee Guinness’s private steamship yacht ‘Ocean Rover" for a long and unpleasant cruise to Spain and hence to Sicily for the Coppa Florio.

The 268.43 miles Coppa Florio took place on November 19, 1922. J. Chassagne had race car no.1, registration number DA6752; H.O.D. Segrave in the second race car no.5 registration number DA6521. Both Sunbeam were still liveried their T.T. ‘Sunbeam Dreadnought Grey’.

The surface of the 69mile circuit was rough and included over 1,600 corners. Upon inspecting the circuit, Louis Coatalen exclaimed "Quel spectacle de desolation!". There were nine starters: two Sunbeams, two Peugeot, three Diatto and a couple of O.Ms (Officine Meccaniche). The cars were dispatched under the gaze of the ex-King Constantine and ex-queen of Greece at five-minute intervals; only four cars finished – the two Peugeot and the two Sunbeam.

The steep gradient of the course caused oil to collect at the back of the Sunbeam engine sump, which resulted in oiled up plugs, the change of which caused delays. Segrave was further delayed during the race helping extricate Meregalli and his riding mechanic who were pinned underneath their overturned Diatto; the driving mechanic died of his injuries – the first fatal accident to occur on the Sicilian circuit. Notwithstanding this and other delays, Segrave finished in second after 8hr 15min and 07 sec (32.351 mph) to Boillot winning Peugeot.

On the last but one lap, high up in the Madonie Circuit Mountains in the vicinity of Polizzi a stone fractured the oil pipe of J Chassagne’s mount. Unruffled Chassagne replenished the car with sufficient Olive oil purchased from a nearby village shop. He finished in fourth place.

Other speed events

Brooklands was used by the S.T.D. Combine to promote the marque through racing success, test new racing cars prior to international events, which were the main thrust of the S.T.D. racing program and display the abilities of redundant racing cars offered for sale by the Works usually after a ‘cooling period’ of several years. The 1921 G.P. chassis participation in Brooklands event followed this pattern.

The prototype 1921 G.P. chassis was tested at Brooklands 1921 March 21 Easter scratch race still unpainted and fitted with four Zenith carburettors; H.O.D. Segrave winning in 94.64 mph.

After a cooling period chassis no.3 was entered at the 1923 August Brooklands 100 mph long handicap "was a great race, Ropner’s Vauxhall winning…Perkins in a 3 litre straight eight Sunbeam, equaled Ropner’s best lap – 101.02mph"; it was sold not long after.

Chassis no.4 with a 4.9lt engine was purchased by Malcolm Campbell, painted blue, liveried ‘Blue Bird’ and proceeded to successfully take part in numerous Brooklands events in several hands over many years.

The 1921 G.P. chassis were also entered in other events notably, Southport where Sunbeam IX had a great deal of success in the hands of privateer J G Jackson well into the thirties. Two of the cars were purchased by intentional privateers and performed well in 1920s events in France and New Zealand.

History of Works Team Cars

Whilst the registration by S.T.D. for seven participants in the 1921 Grand Prix de l’A.C.F may suggest that at least seven Grand Prix cars were envisaged; only four cars were ultimately entered. There is no direct evidence that more than these four cars and an additional fifth ‘Experimental’ car were ever constructed.

A single-seater body 1921 G.P. chassis 4.9lt car appeared in 1922 for an attempt on the 24 hour record and subsequently used by Dario Resta 1924 March 29 at Kop Hill Climb where it did second fastest time of day (29.2sec). It is however possible that one of the other chassis (possibly the Experimental car) was temporarily fitted with a single-seater body for these two events. In any case, no further record for this car exists.

The 1921 G.P. chassis proved versatile and their appearance were modified by S.T.D. Works to suit the many events they were entered in with different colour and different radiator badges (Sunbeam, Talbot or Talbot Darracq) in an early attempt at badge engineering. Engine types (3-litre and 4.9-litre), break system, body configurations, fuel tanks and axle ratios were also changed from one event to another making the essentially identical cars appear potentially different.

Construction of the four cars was instructed towards the end of 1920; first car was tested at Brooklands March 1921; in May, three cars were entered (two Sunbeams and one Talbot Darracq) in the 1921 Indianapolis 500. Back in Sureness, the three Indianapolis cars were fitted with front wheel brakes and entered in that year’s July French Grand Prix (two as Talbot Darracq, one as Talbot plus a fourth car again as Talbot). After the Grand Prix, Boillot had an accident in one of the Talbot Darracq at the Spa Hill Climb; subsequently, the car was probably rebuilt. The Two Talbot were entered in Shelsley Walsh Hill Climb in September; this bringing the racing activities of these cars for 1921 to a close.

The four cars were modified to ‘1922 IOM’ configuration and entered (as Sunbeams) in the 1922 Tourist Trophy – three Team car and one reserve. Two of the T.T. cars still as Sunbeams and still painted IOM Dreadnought Grey were entered later that year at the Coppa Florio with 4.9lt engines; this was the last international Works entry for these cars. During this period, a fifth car performed well at Brooklands with a 4.9lt engine. A cooling period followed during which the cars made competitive appearances before being sold to privateers.

Of the five cars, four survive:

Two of the T.T. cars (Segrave’s and Chassagne’s winning car) remain largely unmodified in their 1922 configuration; both in the UK.

One of the T.T. / Coppa Florio became a M Campbell ‘Blue Bird’; it went through many transformations before it was dismantled in the 1950s and in 1988 it was resurrected as a standard T.T car.

The fourth T.T. car competed extensively in UK sand racing before being dismantled in the 1950s and subsequently lost.

The fifth car retained its 1922 4.9lt configuration and was later sold to an Argentinean privateer who re-bodied it in 1927 as a single seater after a crash and it remains essentially in this configuration in the Indianapolis Motor Speedway Museum.

Whilst the Sunbeam Works records showing chassis and engine numbers against a team driver did not survive, considerable information some published and some in private hands remains including some records of chassis numbers in Brooklands. Sunbeam racing bodies can only be fitted to the chassis for which they were made without modifying either body or chassis; accordingly identifying a body amounts to identifying a chassis. Research of the history of individual cars was predominantly carried out and published by Dick Messenger, Peter Hull, Graham Vercoe and George Begg. Some information is still missing on some of the cars.

The experimental car

Engine: 4.9lt; 1935 -Bentley 4.5lt; 1960s - Lincoln V12 engine; 1965 - original Sunbeam 4.9lt no. 3 with Claudel Hobson carburettors reinstated.

Body: Pointed G.P tail two seater; 1927 - McAlister Co. aluminium single seater.

Livery: 1922 unpainted bonnet; 1922 unpainted bonnet liveried ‘Sunbeam’; 1924 – painted bonnet liveried ‘Sunbeam’ on bonnet; 1927 -Alzaga ‘signature’ white stripe on the scuttle; 1960s - grey body, red chassis; today - green no.3.

The Works history of this car (1921–1924) cannot be confirmed however; the suggestion below is likely; subsequent history is documented.

Notable for being the prototype for the effective combination of a 4.9lt engine with a 1921 G.P. chassis, the car had achieved considerable success for S.T.D. Works in Britain. Subsequently, purchased by self-proclaimed "first and only Argentinean playboy" Alzaga Unzue, in whose hands it participated in the 1924 French Grand Prix and obtained the first international victory for Argentina. The same year it crashed in the Spanish Grand Prix, the engine was successfully used for motor-boat racing before it was reunited in 1927 with the chassis now in a single-seater form. It was imported to Argentina where it continued to race with various engines before it was put on display in 1965 at the Indianapolis Motor Speedway Museum where it remains with its original 4.9lt engine. (See footnote below.)

History

1922

March 25, Kop Hill, two seater pointed G.P. tail, 1916 4.9lt in-line 6, Vandervell 2nd fastest 27.2sec

April 17 Brooklands 100 mph Short and Long handicap, two seater pointed G.P. tail, 1916 4.9lt in-line 6, H.O.D. Segrave races 5 & 10 race no. 1; 3rd & 2nd

May 13, Brooklands 100 mph Short and Long handicap, two seater pointed G.P. tail, 1916 4.9lt in-line 6, H.O.D. Segrave races 5 & 7 race no. 1; 1st & 3rd

May 18, Brooklands Class F Records, two seater pointed G.P. tail, 1916 4.9lt in-line 6, H.O.D. Segrave; 0.5mile (fs)-5mile(fs) - (115.26 mph-114.95 mph)

May 20, Brooklands Duke of York Long & Short Handicap and the Athlone Lightning Long Handicap; two seater pointed G.P. tail, 1916 4.9lt in-line 6; H.O.D. Segrave; 2nd in both Duke of York races and 1st in Athlone race (109.82 mph)

June 5 Brooklands; two seater pointed G.P. tail, 1916 4.9lt in-line 6; H.O.D. Segrave races 5 & 10 race no. 1

June 17, Saltburn Speed Trials; two seater pointed G.P. tail, 1916 4.9lt in-line 6; Leo V. Cozens no.15,ftd class O (5 litres) 22.8sec

July 1, Spread Eagle; two seater pointed G.P. tail, 1916 4.9lt in-line 6; M. Campbell DA6521, ftd and new hill record 41sec

July 8, Holmes Moss Hillclimb, two seater pointed G.P. tail, 1916 4.9lt in-line 6; M. Campbell, DA6521, ftd and new hill record 80.8sec

July 29, Shelsley Walsh, two seater, 1916 4.9lt in-line 6; C.A. Bird,2nd 54sec (tail is not visible in photos and it can therefore be one of the Coppa Florio T.T. tail cars – Blue Bird or T.T. winner)

September 30, Brooklands Speed Championship; two seater pointed G.P. tail, 1916 4.9lt in-line 6; H.O.D. Segrave 1st in class, 105.58 mph

1924

March 29 Kop Hill Climb, single seater D. Resta registration DA6207 2nd fastest 29.2sec

1924 July 13, Grand Prix de Provence, Miramas, 100 mile inauguration race, Martin Macoco Alzaga Unzue, two seater pointed G.P. tail, 1916 4.9lt in-line 6 ‘Sunbeam’ liveried on bonnet; 1st (92 mph, lapped at 94 mph). First International victory for Argentina.

September 27, St Sebastian, two seater pointed G.P. tail, 1916 4.9lt in-line 6; M.M. Alzaga Unzue no.17 DNF (crash)

1925

St Sebastian Spain, Copa del Rey, 4.9lt engine installed on ‘Papirus’ motorboat Despujols design, M.M. Alzaga Unzue 2nd place. It is recorded that Alzaga was successful in 1925 with ‘Charabon’ in Biarritz and San Sebastian boat races; he may also have participated successfully in the Monte Carlo event. It is said that ‘Charabon’ was a 12 cyl Sunbeam engine boat; did Alzaga have two boats with two engines? If not, it may have actually been the 4.9lt Sunbeam 6cyl engine:

March 28, Monte Carlo Meeting, some, all or none of "5 Firsts, 1 Second"

August 17, Biarritz, some or all of "Championship of the Sea, Olazabal Cup, 2 Second Prizes, 3 Special trophies"

September 8, San Sebastian, some or all of "7 trophies and valuable money prizes"

1927

Rebuilt by McAlister Co. Isle de la Jette, Neuille sur Seine, Paris as a single-seater, central steering with clutch and brake pedals flanking; brake lever on nearside, aluminium bodywork with under-tray; liveried with Alzaga ‘signature’ white stripe on the scuttle; Talbot radiator, registered 2546 W1.

December 5 arrived at Buenos Aires on board the Cap Arcona.

For sale by Alzaga in Buenos Aires, Argentina through his motorboat, car and bodywork company Ysozaga y Compania

1928

January San Martin Autodrome Argentine, tested successfully during race.

May, might have been purchased by Francisco (Fernandez?) Hampton who may have run a training lap for the 500 Miles which he nevertheless did not participate in. Tuned by Luis Viglione (who continued working with Alzaga well into the thirties) at an estimated 124 mph for 6000rpm

1935

Eric Forrest Greene Argentina. Prepared for racing – engine re-boared to 192.5CID, seat changed, copper fuel tank exposed.

August 9, 500 Millas Argentinas, retired with poor handling and magneto failure, E Forrest (modified dashboard)

December, Parana Argentine, E Forrest DNF

E Forrest fited his Bentley engine and it was known as the ‘Ben-Sun’

1936

Lincoln Argentine, E Forrest with either 4.9lt or Bentley engine, 2nd in the heat but retired in final lap

1954

Eric Forrest Greene passes away in Argentina

1960s

Roberto Noccetti owns the car (fitted Lincoln V12 engine?) painted grey body, red chassis

1965

Indianapolis Motor Speedway Museum purchased for $4,000 installed with a Lincoln V12 engine and accompanied with the Sunbeam 4.9lt engine, Claudel Hobson carburettors, magneto ignition. Wheelbase 105.5 inches, front tread 56.25 inches, rear tread 54.5 inches.

The car today is installed with the 4.9lt engine and is painted green liveried no.3; the single seater body seems largely similar to the 1927 body with some modifications including additional blisters on bonnet, absent fairing, brake lever moved offside, gear lever moved, and the under-tray is absent.

The Sand Racer

Engine: straight eight 3lt; later supercharged; 1934 Rolls Royce 14.2lt Falcon engine.

Body: Pointed Tail G.P.; liveried ‘Sunbeam IX’.

This was a 1921 G.P. chassis fitted with a straight eight 3-litre engine and a G.P. body. The Works history of this car is unknown. Post Works it was owned by J.G. Jackson who gradually developed it and raced it with alcohol based fuel at the Southport sand races with considerable success. After an engine failure in 1934 it was fitted with a Rolls Royce 14.2lt Falcon engine (or 20/25-h.p.). The car was dismantled and by the 1950s lost; this is the only 1921 G.P. chassis known to be lost. (See footnote below.)

History

1925

Purchased from Malcolm Campbell but was not his own 4.9lt ‘Bluebird’ (Sunbeam IV below)

March 21 Southport MC Speed Trials G J Jackson; 1-10miles 1st

May 16 Southport MC Speed Trials G J Jackson; 2nd

June 27 Cheshire Centre ACU Meeting Birkdale Sands Southport 1 km (ss) and 10 miles; G J Jackson; 1st (unlimited class)

August 15 Southport Motor races G J Jackson 20mile 2nd

1926

March 20 Southport MC Race Meeting; G J Jackson; 1mile 1st; 20mile 2nd

May 22 Cheshire Centre ACU Meeting Birkdale Sands Southport; G J Jackson; 1mile (ss) 1st; 10mile 1st

July 3 Southport MC Race Meeting; G J Jackson; 20mile 1st

August 14 Southport MC Race Meeting; G J Jackson; 25mile 1st

September 18 Southport MC Race Meeting; G J Jackson; 10mile 1st; 50mile 1st

October 2 Southport MC Race Meeting; G J Jackson; 10mile 1st

October 11 Southport MC Race Meeting; G J Jackson; 0.5mile 2nd 31.4sec

1928

Cozette blower fitted

April 28 Southport MC Race Meeting; G J Jackson; 1mile 2nd

August 11 Southport MC Race Meeting; G J Jackson; 1mile 1st (Novice) 2nd (Unlimited General)

September 8 Southport MC Race Meeting; G J Jackson; 1 km(fs) 1st (Novice and Unlimited Novice) 79.32 mph

October 6 Southport MC Race Meeting; G J Jackson; 2nd

1929

September 28 Southport MC Race Meeting; G J Jackson; 1 km (fs) 2nd (Unlimited Novice); 1mile 1st (Novice and Unlimited Novice)

1931

March 28 Southport MC Race Meeting; G J Jackson; 1mile 3rd

August 8 Southport MC Race Meeting; G J Jackson; 1mile(ss) 1st (Unlimited General)

September 19 Southport MC Race Meeting; G J Jackson; 1 km(fs) 1st 105.52 mph

October 3 Southport MC Race Meeting; G J Jackson; 1mile 1st (Unlimited)

1932

January 16 Southport MC Race Meeting; G J Jackson; 1 & 4mile 1st (Unlimited)

April 2 Southport MC Race Meeting; G J Jackson; 1 & 2mile 3rd; 4mile 2nd (in class), 3rd (unlimited)

June 25 Southport MC Race Meeting; G J Jackson; 1 & 5mile 2nd

September 10 Southport Championship Race Meeting; G J Jackson; 1 km (fs) 2nd 107.5 mph ‘100" Gold Badge; 1mile 2nd

October 8 Southport MC Race Meeting; G J Jackson; 1, 5, 11miles 2nd, 3rd and 3rd respectively

1933

March 4 Southport MC Race Meeting; G J Jackson; 1 & 5miles 2ndftd

July 1 Southport MC Race Meeting; G J Jackson; 1, 3, 5, 11miles 1st

September 30 Southport MC Race Meeting; G J Jackson; 1 km 1st; 1mile 1st

1934

April 7 Southport MC Race Meeting; G J Jackson; 1mile 1st ftd

September 29 Southport MC Race Meeting; G J Jackson; 1 km (fs), 1mile(ss), 4miles, 20miles (handicap) 1st

Rolls Royce 14.2lt Falcon (or 20/25-h.p.) engine fitted by J W Burnard.

1935

Fensom & W Boddy testing at Brooklands

1940 John W Burnand with Rolls Royce 14.5 - litre V12 Falcon engine

1950s

The Chassis, body and the Rolls Royce 14.2lt Falcon engine were known to exist in pieces.

Lost.

Sunbeam II (The Segrave T.T. car)

Chassis: No. 2.

Engine: Straight Eight 3-litre.

Body: Standard 1922 T.T.

Livery: 1922 T.T. Dreadnought Grey; later, British Racing Green, liveried ‘T.T. Sunbeam’ later omitted and liveried white on bolster tank panels.

Registration: MN2044 (IOM Temporary); KU 2727, 739 BH

Soon after obtaining the best European result in the 1921 Indianapolis 500, this car took part in that year’s French Grand Prix. Modified by the Works for H.O.D. Segrave for the 1922 T.T. it achieved fastest lap both in practice and during the race but did not finish due to magneto problem.

Fitted with lights, self-starter and flywheel for road use by Sunbeam before it was sold in 1925. It remained largely unused until purchased by Sunbeam expert Anthony S. Heal who had Len Gibbs in 1946 comprehensively rebuild the car and paint it British Racing Green; non-original rigid pattern steering wheel fitted. It was subsequently used occasionally on the road before it was sold to the Rootes Motor Museum in 1956.

In the 1960s it passed to John T Panks (Rootes General Manager) and was restored in New York; a pair of Solexes replaced the original Claudel Hobson carburettors. In the USA it participated in various vintage speed events before it was repatriated by Panks to the U.K. where it took part in similar V.S.C.C. events.

Purchased by Bentley enthusiast Guy Shoesmith in 1968 who commissioned Donald McKenzie to carry out bare chassis full mechanical restoration; new dashboard using the original instruments was made. Further V.S.C.C. events were undertaken before the car was housed in the Donington Collection. It was offered via a Phillips auction in 1988 and purchased for a private collection based in the UK.

History

1921 May 30, Indianapolis 500, Ora Haiba Sunbeam no.16, 5:57:46, 83.86 mph, 5th place, winning $3,000

1921 July 25, French Grand Prix de l’A.C.F. Le Mans

1922 June 22, Isle of Man RAC Tourist Trophy, H.O.D. Segrave (riding mechanic Paul Dutoit) Sunbeam no.4, *DNF (magneto problem), fastest lap 57.70 mph

1925 Ronalad I Smith of Manningham, Bradford

Eric S. Myers LTD. (Sunbeam Motor Trader) of Manningham Lane, Bradford

1942 Anthony S. Heal

1956 Rootes Motors Museum

1960s John T Panks New York (1961 February 9–13 National Sports Cars Exposition New York; Vintage racing at Bridge-hampton, Thompson, Lime Rock, Watkins Glen; V.S.C.C. speed events)

1968 Guy Shoesmith U.K. (1969 September, Thruxton V.S.C.C. Race Meeting 4 lap handicap, 2nd (Guy Shoesmith), fastest lap 2min 10sec; 1969 May, Belgium National Day of Records (Guy Shoesmith). On show at the Donnignton Grand Prix Collection.

1988 Private Collection (via Phillips Auction)

Autocar 1982 28 August P.27-28

Sunbeam III (The T.T. Winner)

Chassis: No. 3.

Engine: 1921 Straight Eight 3lt, modified for the 1922 T.T.; temporarily with 1916 4.9lt in-line 6cyl for the 1922 Coppa Florio before T.T. engine re-fitted in 1923.

Body: Standard 1922 T.T.

Livery: 1921-British Racing Green liveried no.10; 1922 T.T.- Dreadnought grey liveried no.7; 1922 Sicily -dreadnought grey; 1925 - liveried ‘Sunbeam VII’; 1960 - oxide red; 1989- British Racing Green liveried no.7; 2014 - Dreadnought Grey

The most successful of the 1921 S.T.D. Works cars, it is also the most original and complete. It is notable for being racing legend H.O.D. Segrave first ever Grand Prix mount and the first car to bring international racing success to Britain after the Great War. After retirement from the S.T.D. Works, it spent most of its life in a few long-term ownerships in New Zealand where it remained an effective, iconic and well-liked racing car both before and after the War; displayed in a motor museum for many years before it was re-commissioned and repatriated to the UK.

Registration

1921 French Grand Prix XH1385 (London registration)

1922 Isle of Man Tourist Trophy MN2041, MN2042, MN4043, MN4044 were used by the team temporarily on the Isle of Man

1922 Coppa Florio DA6752 (Wolverhampton)

1926-1990 registered in New Zealand where registration numbers changed annually e.g., in 1938: 40-749, 1954: 120-833

1999 SV7968

2010 DA6752

History

1921 S.T.D. Experimental Department Grand Prix Team car

1921 July 25, Grand Prix de l’ACF Le Mans, Talbot race No.10, H.O.D. Segrave (riding mechanic Jules Moriceau), average speed 62.6 mph, time 5:08:06, 9th

1921 September 9, Shelsley Walsh Hillclimb, Sunbeam race No.14, Count Louis Zborowski, 65.8sec, 7th

1922 June 22, Isle of Man Tourist Trophy, Sunbeam race No. 7, Jean Chassagne (riding mechanic Robert Laly), 302 miles (8 laps of 37.75m) at 5hr 24min 50sec averaging 55.78 mph, 1st

1922 November 19, Coppa Florio, Sicily, Sunbeam 4.9lt race No. 1, Jean Chassagne (riding mechanic Hivernat), 4th, unplaced

1923 August, Brooklands 100 mph long handicap, Bill Perkins, 101.02 mph

1925 Mathew Wills, New Zealand (via R F Fuggle UK)

1926 February 15, Muriwai Beach, New Zealand Motor Cup, Mathew Wills (riding mechanic Ian Jones), race No. 8, 2nd

1927 February, Muriwai Beach, New Zealand Motor Cup, Mathew Wills (riding mechanic Ian Jones), race No. 156, DNS

1927 George Henning, New Zealand

1928 February, Muriwai Beach, New Zealand Motor Cup, George Henning, race No. 9, DNF

1928 Dick Messenger, Auckland, New Zealand

1933 January 2, Helensville Hill Climb, New Zealand, Dick Messenger

1946 Ken Hemus, Auckland, New Zealand

1947 Roy Cowan, Wellington, New Zealand

1948 New Zealand Sprint Championship, Roy Cowan, race No. 8, 3rd in Class

1949 Paekakariki, New Zealand, Roy Cowan, under 3 Litre Class Record

1950 January 2, Inaugural Tahuna Nelson Beach Race, New Zealand, Roy Cowan, race No. 15, 1st (Unlimited Handicap)

1951 Rob Shand, Strathconan, Fairlie, New Zealand (founder member of the Vintage Car Club of New Zealand)

1974 -1988 Queenstown Motor Museum - Permanent Exhibit (on loan)

1989 Tom Wheatcroft, Donington Grand Prix Collection (restored and exhibited from 1992)

1992 Donington Grand Prix Collection – Permanent Exhibit (no.7)

1997 Cartier Concours

2003 Hanson Collection

2005 Laguna Seca, USA, Phil Hill, 1st in class

2005 Pebble Beach Concours, Beaulieu Trophy and second place in the Concours d’Elegance.

2006 Goodwood Revival, Stanley Mann

2006 Ennstal Classic, Austria, John Hanson

2008 Cholmondeley Pageant of Power, Brian Redman

2008 Veteran Car Club Centenary Isle of Man Tourist Trophy Exhibition ‘T.T. 100’

2008 Brooklands Double Twelve

2009 Private Collection

2009 The ‘Welsh’ VSCC, Presteigne,

2014 Hampton Court Concours

2014 Royal Automobile Club Rotunda Display

2015 Manx Classic

Sunbeam IV (Campbell’s ‘Blue Bird’)

Chassis: No.4.

Engine: 3lt straight 8; 1922 Coppa Florio- in-line 6cyl 1916 4.9lt; 1931- replacement 3lt straight 8; 1933 – the ‘Gold Star’ Vauxhall 30/98; 1988 - 3lt straight 8 no.2.

Body: Standard T.T.; 1924 - pointed (non-G.P.) tail; 1989 - T.T. style two seater.

Livery: 1922 T.T.- dreadnought grey; 1922 Coppa Florio- dreadnought grey liveried ‘Sunbeam’; 1924 - ‘Blue Bird Blue’ with "Blue Bird" liveried on bonnet; 1925 - liveried ‘Firefly I’; 1926 - red with black wheels; 1933 -‘Primrose’; 1934 - blue; 1989 - British Racing Green liveried no.1; 2014 - British Racing Green liveried no.4

After success in the 1922 Coppa Florio as S.T.D. Works Team car, the history of this car is bound with speed ace Malcolm Campbell and is one of his ‘Blue Bird’ cars. During his two-season ownership, Campbell used the car in a variety of speed events achieving many Brooklands and Hill Climb firsts. ‘Blue Bird’ was then sold to Dunlop and driven by racing driver Paul Dutoit, erstwhile riding mechanic to H.O.D. Segrave, in Brooklands for one season, tyres testing together with another illustrious Brooklands racing car – the 200 mile Alvis; the cars nicknamed ‘Firefly I’ and ‘Firefly II’ respectively.

New ownership in 1926 has given the aging racing car a second lease of life and launched it onto years of remarkable Brooklands racing success, described by William Boddy as "the best run of success by any Brooklands’ car in such a period". Racing success continued well into the 1930s when with a replacement engine it became known first as ‘the Munday Special’ and later in 1934 ‘the Bainton Special’. It was dismantled in the 1950s and later in 1988 resurrected as a 1922 Sunbeam T.T. no.1 and displayed at the Donnington Grand Prix Collection from where it passed to private collections.

History

1922

June IoM TT Sunbeam straight Eight three litre

November 19 Coppa Florio 268.5 miles (4laps) T.T. body 4.9Lt, race no. 5, 8:15:7 (32.5 mph), H O D Segrave, 2nd

1923

June 23 Fanoe Island Denmark Speed Trials, 6-litre Class two-way (fs) mean speed 100 mph, M. Campbell registration no. XO3716, 1st

September 8 Shelsley Walsh, T.T. body 4.9lt, race no 35, M. Campbell, reg no XO3716, 54.8sec, 1st (3-litre class)

1924

April 21 Brooklands Easter Meeting Lightening Long Handicap, T.T. body 4.9lt, in ‘Blue Bird Blue’ with "Blue Bird" on bonnet, M. Campbell XO3716 race 5 no.5, race 10 no.6, 1st (100.5 mph), lapping 111.67 mph

June 9 Brooklands, T.T. body 4.9lt, M. Campbell registration XO3716 race 3 – car no 2; race 7 – car no 1

June 28 Spread Eagle Hill-Climb, T.T. body 4.9lt, M. Campbell, reg no. XO3716, 2nd fastest time of day 39.8s

June Porthcawl one mile sand course, pointed tail (non G.P.) 4.9lt, M. Campbell, XO3716, ftd 47.4s crossing at 110 mph

August 4 Brooklands August Meeting 26th lightening Long & Short Handicap, pointed tail 4.9lt, M. Campbell XO3716, no.3, 1st in both events (107.5 & 103.25 respectively) lapping 112.93 mph

1925

Dunlop Tyre testing at Brooklands liveried ‘Firefly I’

1926

Captain (later) Sir A G Miller for £355

April 5 Brooklands Easter Meeting Private competitors Handicap bright red with black wheels & new shock absorbers, A G Miller, 1st 91.75 mph

April 24 Brooklands Surbiton MC Meeting Surrey Senior Short handicap, A G Miller; 2nd, 99.5 mph Kaye Don in another race

May 24 Brooklands Whitson Gold Vase Handicap A G Miller from Kaye Don on Viper, 1st at 102.7 mph lapping at 114.23 mph

May 28 Brooklands International Class C Records 1 km (ss) & 1 mile (ss) (68.59 mph & 78.19 mph respectively unconfirmed), A G Miller

June 23 Brooklands Essex MC Senior Long & Lightening Long Handicap, A G Miller, 3rd & 2nd respectively,

July 3 Brooklands Summer 34th Lightening Short Handicap, A G Miller, 1st 102.12 mph,

August 2 Brooklands August Bank Holiday Meeting 50th 100 mph Handicap, 35th Lightening Sort Handicap, $9th 100 mph Long Handicap, Kaye Don, 3rd, 1st (102.65 mph) and 2nd respectively

August 14 Brooklands Essex MC Senior long Handicap & Lightening Long Handicap, Kaye Don, 2 & 3rd respectively

September 11 Brooklands BARC 36th Lightening Short Handicap, Kaye Don, 2nd

1927

April 18 Brooklands Easter Meetings Founder’s, 100 mph Long Handicap, Lightening Long Handicap, Kaye Don entrant H Wright 1st, 1st & 2nd (105.03, 107.87) respectively

April 23 Surbiton MC Senior Short Handicap, Senior Long Handicap, All Comers, Kaye Don entrant H Wright 3rd, 2nd & 3rd respectively

1928

E L Bouts for £240 painted red with pointed tail 4.9lt overhauled by T & T but then maintained by him. Initially shared drives with Kaye Don (lapped 116.65 mph) & Jack Dunfee (lapped 117.46 mph), lapping at 113.71 mph, top speed about 130 mph at Brooklands Club days & Bank holidays. First car W Boddy has photographed in Brooklands as a child.

April 9, 1928 Brooklands Easter 100 mph Long & Short Handicap, Kaye Don & J Dunfee, 2nd & 2nd

May 28 Brooklands Whitsun Meeting Gold Star & Founder’s Gold Vase, 55th 100 mph Long Handicap, J Dunfee, E L Bouts & J Dunfee 3rd, 2nd, & 1st

September 1 Brooklands Surbiton MC Junior Long Handicap, E L Bouts 1st (102.27mh)

September 22 Brooklands 100 mph Long Handicap & Taylor Cup Sprint Race, E L Bouts, 2nd & 1 dead heat respectively

1929

May 20 Brooklands 59th 100 mph Long Handicap, E L Bouts 2nd

August 5 Brooklands August Meeting 65th 100 mph Short & 46th Lightening Long Handicap, E L Bouts 3rd & 1st (105.83 mph)

1930

March 22 Brooklands Opening Meeting Surrey Short Handicap, E L Bouts, 3rd

1931

March 14 Brooklands Spring Meeting Lincoln Short & Long Handicap, E L Bouts, 2nd & 1st (101.42 mph)

From April 1926 it achieved 12 first places, 15-second places and nine thirds. According to William Boddy "the best run of success by any Brooklands’ car in such a period".

The 4.9lt engine fails and scraped by E L Bouts

Advertised by T&T for sale for £180

Geoffrey Daybell

R J Munday (with replacement 3Lt straight 8 engine)

1933

R J Munday with the "Gold Star" Vauxhall 30/98 engine painted Primrose (The Munday Special)

1934

Alan G Bainton with Vauxhall 30/98 engine painted Blue (The Bainton Special)

1935

Painted blue

Post War

John Howell with Vauxhall 30/98 engine & radiator sold to Sir Ralph Millais in 1957 together with one complete Straight 8 3lt engine, a second one with missing bottom and cracked block. Both missing the side panels, two gearboxes and sundry other parts including crankshaft.

1959 sold to Rob Shand (New Zealand) as a bare chassis with many straight eight three litre engine parts ex John Howell and A S Heal for £125.

1988 the bare chassis was fitted with a spare straight eight 3-litre engine by Ian Jones (Fairlie, New Zealand) for Rob Shand

1989 sold to Tom Wheatcroft and resurrected into a 1922 T.T. configuration race no.1 by Auto-Restoration of Christchurch, New Zealand and subsequently placed on permanent display at the Donnigton Grand Prix Collection, UK

2011 sold to the Sielecki Collection, Argentine via Martin Chisholm

2014 sold via Hall & Hall

"The invincible" Talbot-Darracq

In 1921 three light cars were constructed at the S.T.D. Suresnes Works for the 1,500 Voiturettes class. These were in effect a smaller version of the Sunbeam 3-litre Grand Prix cars - their near identical engines built around one of the two blocks used by the G.P. cars with similar though shorter chassis. Painted blue and entered in the premium events for their class, these cars continued to dominate Voiturette racing for six years, winning every race and earning the appellation "The invincible Talbot-Darracq".

In a sensational debut in the 1921 French Grand Prix des Voiturettes held at Le mans they finished first, second and third – the second time in Voiturettes racing history this has happened (the first occasion having been Sunbeam in the 1912 Coupe de l’Auto). During 1921 and 1922 these ultra-reliable cars run in six races and won every one of them, regularly finishing 1-2-3. In 1923 they were fitted with a V. Bertarione designed engine in which form with some modifications they continued to compete in eleven further events to 1926 again winning all of them.

None of the three cars is known to survive.

Chassis

Wheelbase 8; 0", track 3’ 7"; four speed gearbox; four wheel brake; differential-less rear axle; dry weight 1,456 lbs.; Hawker- built streamline bodies for the 1921 Brooklands J.C.C. 200-mile Race.

Engine

The 1,486cc engine was half a 3-litre G.P. engine (for full specification see 3-litre engine above). Compression was 6.4 to 1 producing 53b.h.p. at 4,000r.p.m. Unlike the Grand Prix engine, this engine was directly mounted on the chassis at four points with no sub-frame. A single Claudel Hobson carburettor was used and later a single Solex. Ignition by coil fed by a battery. Maximum speed 95m.p.h.

Racing Record

1921

September 18, Coupe Internationale des Voiturettes Le Mans, 279 mile:

1) Rene Thomas (riding mechanic Albert Divo) 3:52:16, 72.1m.p.h.

2) K Lee Guinness (riding mechanic B Perkins)

3) H.O.D. Segrave (riding mechanic J Moriceau)

October 22, Brooklands J.C.C. 200-mile Race, 201mile:

1)H.O.D. Segrave 2:16:26, 88.82m.p.h., fastest lap 97.65m.p.h.

2)K. Lee Guinness

3)M. Campbell

1922

June 22, Isle of Man ‘International 1,500 Trophy’ ran simultaneously with the Tourist Trophy, 226mile:

1)A. Lee Guinness 4:14:56, 53.3m.p.h.

2)Albert Divo 52.75m.p.h

August 19, Brooklands J.C.C. 200-mile Race, 199mile:

1)K. Lee Guinness 2:07:37, 88.1m.p.h.

3)H.O.D. Segrave 85.55m.p.h.

September 16, Coupe Internationale des Voiturettes Le Mans, 375mile:

1)K. Lee Guinness 5:12:07, 72.1m.p.h.

2)Albert Divo

3)H.O.D. Segrave

November 5, Grand Prix de la Penya Rhin, Villafranca circuit, Barcelona, Spain, 331mile:

1) K Lee Guinness 4:55:46, 65.4m.p.h.

4) H.O.D. Segrave