LEMANS CLASSIC, 2010

Few races are as storied as the 24 Hours of LeMans.  Auto constructors have battled it out on this track in central France since 1923, in the oldest endurance race in the world.  Conceived initially not so much as a test of speed, but of reliability, efficiency, handling, economy, and safety, the innovations developed for a win at LeMans have eventually made their way into standard production cars.

The rules have changed over the decades; the famous 'LeMans Start', where lined-up drivers ran across the track to their cars at the drop of the flag, was dropped in the 1970s as too many injuries accrued from hasty unharnessed pilots on lap 1.  Limits on the amount of fuel have been adopted and dropped, as have the requirement for a passenger seat, a mechanic, etc.

The full circuit is 13km, with two long straights; the famous 'Mulsanne Straight' is one of the longest of any race circuit at 5km, with speeds of 250mph recorded during the race before a chicane was added to slow things down.  The aerodynamic experiments on LeMans cars began in the 1920s, with the Bugatti 'Tanks', and in general the cars look completely different to F1 or GP racers.  Parts of circuit are on public roads, meaning the surface isn't pristine, so LeMans cars need to cope with changes in pavement.

The race was made most famous perhaps by Steve McQueen, whose 'LeMans' was actually filmed during the race, with cameras on-board cars purchased from Porsche (917), Ferrari (512), and Lola (T70).  Due to the need to change film reels, the cars did finish the race, but not within an acceptable distance.

Since 2002, LeMans Classic has become a bi-annual sporting event to rival Goodwood in England, with many thousands of classic cars filling special parking areas around the track, and a 'dress code' in place to encourage period dress.  In 2008, the Porsche club alone brought over 1000 cars around the track in a demonstration parade.

This year, over 100,000 visitors were expected, and I managed to snag some passes for Friday's practice sessions, before the place was completely overrun with customers.  As a dedicated gearhead, the prospect of looking under the hood of a supercharged Bugatti was impossible to resist.

It was oppressively hot in central France, but I didn't see any helmeted drivers in their Nomex suits passed out on the grass while waiting for their track time.  The endless grass parking areas for classic car clubs were only part full, but it was clear how many were expected as every club had a space roped off.

While motorcycles have been raced on LeMans tracks in the distant past, they have never participated in the 24 Hour race, and are in short supply at the Classic, although of course, plenty of 'car people' love/own bikes, and I spotted a few.  A welcome change from the endless array of vintage Bentleys and Bugattis, Delahayes and Facel Vegas (a favorite of mine - sexy French body, big Yank v8), and row upon row of aerodynamic cars post-1960, Matchbox models of which are still packed in boxes from my boyhood!

Artcurial holds an auction of vintage cars on Friday afternoon, and while the tent was underventilated, the place was packed.  One motorcycle was included in the lineup, and the staff is hoping to have more next year - LeMans Classic was their first car auction, their next is Retromobile, for which they are lining up motorcycles already.

As at Goodwood, those caught out in modern duds can find something appropriate at one of the many vintage clothing vendors, or have a bespoke suit made, or have their hair done up in period style at one of the many coiffueriers on site.  Plenty of beer and champagne tents dot 'the Village', and of course, this being France, the food vendors are first-rate.  I ate well, if expensively.  Would I return?  Yes, but bring plenty of ice and shade.  I understand the sunrise with vintage cars blasting down the Mulsanne is really quite a sight.

MONTLHERY 2011

It appears that motorsports activity hasn't entirely died at the Circuit du Linas Montlhéry, just south of Paris.  This is the most historic race track in the world, which is still intact and functional (Brooklands is too far gone, Daytona is too new, and Indianapolis only had ONE motorcycle race in the 20th Century - 1909).  Finished in October 1924, the fully banked oval is 2.5km long, and two longer 'road courses' using only one end of the banking were also laid out, although the much longer circuit through the adjoining forest is no longer in use.

While Brooklands was built 'the old fashioned way', by piling up earthen mounds and digging out the track near the river Wye at Weybridge (see some historic photos here), Montlhéry was designed and built as a modern piece of engineering, using a lattice of reinforced concrete beams and pillars to support the high banking. The near-vertical top section of the track was designed to withstand use by racing cars up to 1,000 kilos (2,200lbs) moving at 140mph (220km/h).  Motorcycles present no such hazard to the infrastructure!

Having walked the complete circuit and raced on the track,  I encourage anyone with a passport and an appreciation of racing history to make a pilgrimage next May 8/9, 2011, and see the place for yourself.  The facilities are a bit crude, but it's possible to camp in the forest inside the circuit, which has a grubby charm, as many of the competitors are camped as well, with their vehicles - a relaxed opportunity for a conversation.

If you have the opportunity to enter a racing motorcycle, I can imagine few opportunities to sample an extant Vintage track, on which an incredible legacy of speed events was laid.  Every long-distance speed event, from 1, 12, or 24 hours, was held post-war at Montlhéry, from the Velocette 24hr/100mph record, to the less successful attempts by Vincent at 24hrs, Norton's streamliners, plus a host of European factory attempts.  (For a video of several ex-record breakers on the banking, click here)

My own experience of the circuit is sadly limited to one weekend in 2000, where I was invited to ride a '49 MkVIII Velocette KTT by my friend Rob Drury.  While camping conditions were primitive, my personal hygiene was forgotten once I was underway in a pack of racers in my class.  The Velo seemed perfectly matched with a Mondial 250cc racer with full dustbin fairings, and we always seemed to round the hairpin on the 'road' section at the same time, his lithe machine undercutting the much heavier Velo every time!  Frustratingly fun.

Riding the banked track is an acquired taste, and most riders preferred to keep fairly low on the track and their speed down.  You won't get up above the top white line at less than 100mph, at which point you're literally perpendicular to the slower riders below.  I've passed other motorcycles from every vantage point - inside, outside, crossways - but never while looking at the top of their helmet!  Disorienting at first, but after a few laps it became really enjoyable and the chicane set up to slow riders down mid-bank was ignored by the lustiest riders, without censure from the organizers I might add.

The surface of the track brings to mind the many descriptions of Brooklands in the 1920s onward, as the plates of concrete paving began to settle and shift.  Bumpy!  But still better than most California backroads... although I imagine riders took quite a pounding after a few hours at full chat.

The future of the Montlhéry track always seems uncertain; the Coupes Moto Legende hasn't been held there for almost 10 years, so a weekend at the track will be welcome in 2011.  There are consistent rumors that the track will be torn down, as the proximity of this large plot of acreage to Paris makes the land worth billions.  But, what price history?

ADDENDUM:  Below is a note from the organizers..

“VINTAGE REVIVAL” AT MONTLHERY

Plans are well advanced for a vintage gathering next year at Montlhéry, the dates being 7^th and 8^th May 2011. Many will remember the tremendous atmosphere of the events a decade ago and it is hoped to recreate this spirit in 2011.

Organisation is in the hands of two French clubs, “Vintage Revival” (of which Mrs. Jacqueline Potherat is honorary chairman) and “Patrimoine Sportif et Mécanique”.

Pre-1940 sports and racing cars and sporting motorcycles will be able to circulate on the famous banked circuit, as will racing bicycles with vintage motorcycle pacers. The less sporting vehicles of the same era will be equally welcome to attend and will be able to drive the circuit at their own pace at the end of the weekend. There will be provision for commercial and club stands.

Enthusiasts, clubs and businesses wishing to be kept informed are encouraged to register their interest by e-mail to Vincent Chamon at vintage-revival@voila.fr.

The website is at http://vintage.revival.free.fr

1. Supplementary information can be obtained from Gyles Cooper, the UK representative of Vintage Revival (020 8883 1024, gpc@belette.co.uk ).

GROSSGLOCKNER HILLCLIMB: RACE DAY

Started in 1935, this year's Grossglockner Hillclimb marks 75 years of going fast uphill in the Austrian Alps.  The photo below gives a pretty good idea why someone would choose this location for a timed race; lots of hairpins and bends, a constant climb, and spectacular scenery (well, when the clouds part). 

 It's a 15k run to the top from a toll booth entrance, and to be honest, most of the corners have low stone walls which wouldn't do much to catch a rider should things get out of hand.  In other words, better wear your parachute, as it's a looong way down in some spots.  But to give cliff-divers mercy, atop the stone walls are sharp vertical  rocks embedded every 5 meters, certain to knock one senseless before a fall.

Conditions the morning of the race were dry roads at the start and grey skies, with thick fog for the last 3km towards the summit, visibility about 10 meters.  Lousy for taking race photos, but I stationed myself at the finish line before the 'roads closed' time, and climbed down the mountain for the best vantage points, of which there was endless opportunity.  While moderate in the gorge below, the temperature up top was around 4degC, so I climbed around a lot!

One could hear the riders from 10km away, like angry bees and bears making their way up.  Making films in such conditions was mostly a long shot of white with noise, followed by 3 seconds of flashing motorcycle, then more noisy whiteness.  Pointless in other words, unless making an art film.

The weather gods smiled wanly mid-pack, and the spot I chose suddenly grew a full km of view, and I was able to photograph my Swiss hosts ('Team Greaser') as they sped past on their Vincents and Harley WR (Beat of Bixe.ch two shots up on the Harley WR,  Michael Bachmeier of Kraftstoffe on the Black Shadow above, Walo on the Black Lightning).   The wet ground and low visibility meant dampened race speeds, but it looked like big fun anyway, and some riders were down on the tank the whole way up, throttle wide.

Walo was really giving the Lightning some stick, and it sounded better than good, it was awesome.

While the fog slowed things down, it made for some great spooky ('geistlich') atmosphere shots at the summit.  The Moto Guzzi Condor below dates from '37, sounded great, looked stunning.

Below; Sunbeam on the edge of the world.  1927 Model 9 flat-tanker.

A couple of Big Twins; an MX100 Brough, ridden from England, and a '47 Indian Chief from Germany.  There were plenty of non-race machines moving up the pass, and all added something to the event.

As one might expect in Austria, a lot of BMWs filled the ranks, but from vintages rarely seen outside Europe.  The '28 R63 below keeps an R68 company...

Two Douglases (Douglii?) from the flat-tank era made a glorious ripping noise; low as ferrets, they have such panache on the road.  This SW5 came from England.

And a few other rarities for a Yank; This Triumph TWN hails from Germany; built under license from the English Triumph, they made models completely different than their namesake.  This prewar two-stroke racer is one example.

An Inter among us; always nice to see the late Featherbed models, which can be made to go very fast with some attention - this mid-50s example looks bone stock.

Fastest and loudest award went to the small flying squad of Morgan trikes which filled the sidecar class.  Every type of racer showed up, JAP KTOR and JTOR engines, specials with bronze crankcases and alloy heads, and this example, which would have originally housed a 4 cylinder Ford engine, but sounded far more interesting than that.

For color, you can't beat a Harley Panhead with risers and a sissy bar...

More BMWs; an R12 on the left, an R57 on the right, in their natural habitat.

Rivals at rest, looking more like friends these days.  Mid-30s Norton Inter with similar era Velocette MAC special.

The Smoking Section: lots of DKW two-stroke racers from the early 30s to the mid-60s, a glorious howl coming up the pass.

Truly local flavor: quite a few Swiss Motosacoche racers made the grid, sounding surprisingly loud and really moving out.  

Back at the bottom of the hill, and only 10 o'clock, the next race began at 5pm, so what to do?  Walo insisted I take the Black Lightning out on dry roads and up the pass.  So, a little gas, and she fired right up as always on the run-and-bump.  I offered to pay the ranger-frau at the tollgate, but it was 'no way no how no racing bike until 5pm!', or the German equivalent, complete with scowl and plugged ears (the BL is loud).  

So, we turned around, and went the other way, as it was miles down a beautiful river gorge to the next village, the road was dry, we had encouragement from the owner to give the Lightning a good test run, the bike was raring to go, and so was I.  

Oh, the glory!  A fantastic and magical motorcycle, fast as all getout and the raucous bang reverberated down the stone walls of the road banks.  With the throttle twisted hard, she lunged forward with mountainous torque, and kept going faster.  Nobody not nothing was getting in my way, the bike shot past every car and bike on that twisty road, mad quick and handling impeccably, even the very short bars didn't slow cranking over into the turns.  Bumps didn't deflect the bike at all, it never got out of shape, even with a full handful of throttle while banked over in third gear.  This was by far the fastest Vincent I've ever ridden, and the best handling, no comparison, somebody did something right on this baby, it's pure magic, and we got along great.  The ride up the gorge was even better of course, and the sound of that engine wound out in second and third gear made me want to keep going all day, up and down that little road, lack of plates and lights be damned. 

But of course, I wasn't in freewheeling California, and one of the race organizers greeted my return with a frown, as it seemed my 100mph antics were 'endangering the whole event'; he gave Walo a talking to as well!  Gee, I thought this was a race meeting, my bad.  Strange that racers were flying up and down the gorge all day, but there was only one dressing-down... there is a deeper story here which I'll reveal only if you buy me a beer...

Racers with road registration were allowed to 'parade' into the village of Bruck, which looked and sounded more like an invasion with all the unsilenced machinery, narrow streets, and high stone buildings.  

The locals seemed to enjoy the thrum of visitors, and some brought out their own bikes to join us for a light lunch and drinks.  The Honda above became a genuine Cafe Racer!

Like a fine watch, the best Morgans have Complication: this Mog has two of everything, and a big JAP JTOR engine, packing a lot of Urge up front.

A genuine BSA Daytona Gold Star, so called as it was built by the factory to race on the sandy beach course in Florida.  What this gorgeous beast thought of the cold, rain, and (soon) snow, 'Where's the sun?  Where's the beach?'

A nice replica of a Works Honda, this one looked and sounded the part.  

 Hot stuff race tech in 1928, on this Velocette KSS: 'square' ML magneto, AMAC TT carb, ohc Velo engine with a real oil pump, and a positive-stop footshifter.  Ooh.

Hot stuff race tech, circa 1950: racerized Vincent Black Shadow, with twin TT carbs.  Fast and loud.

The Vintagent chats about Brough Superiors with the owner of an SS100...

The town square nicely filled.

It was a pleasure bumping into Hiro from Lewis Leathers, whose photographs have graced these pages before, on the Brough Superior launch page at Norton & Sons in London.  Thanks Hiro!

English Vs in Austria; two KSS Velos and a Vincent.

As the afternoon wore on, a light sprinkle became a shower, and I was offered a ride up the mountain on the racing Black Shadow, which of course I agreed to!  A borrowed rain suit, a pair of too-small boots, and a helmet, meant I was ready for anything, which included the rumor of snow at the summit.  Hey, I've never raced in snow, so let's give it a shot.  

With race number 131, a half hour would pass before my turn at the starting gate, as riders were flagged off every 30 seconds.  Some of the lucky ones had umbrellas, I just sat like a duck and got soaked to the skin.  Didn't mind a bit.

6 riders from my turn, the starter waved his flag frantically, calling off racing for the day, as the snow was accumulating quickly, and 6 inches were soon coating the ground.  The first riders had their own chance to experience snow technique...as apparently it isn't the getting up which was the problem, it was coming back down in icy conditions which was treacherous.  As far as I know, everybody got back ok.

Snow stops play in late June...but we were in the Alps, and had our fun, so no regrets.  Next year, the Klausenrennen!