After the torrential rain most of the day in the area on Tuesday it was heart lifting to hear that Goodwood should remain dry for the entire meeting, though at times a trifle windy.  Amongst the early birds was Vern Williamson with the Scorpion-Ford arriving Wednesday morning from Scotland.  The vast majority of Juniors arrived on Thursday and joined the slow crawl to the Paddock amongst the huge car transporters of the professional race preparers, with the marshals valiantly trying to keep the traffic moving.  At last everything was in place and the traditional Schnapps & Herring party started at noon with Mair and Duncan ensuring the FJ yearly tradition was upheld.  A quick visit to the Driver’s Club for soup, roll and soft drink before wending one’s way to the annual drivers cricket match in front of Goodwood house, either by car or in one of the period coaches thoughtfully provided by Lord March.  Time to chat with old friends and make new ones whilst keeping one eye on the match and one hand on the Pimms! This was followed by tea before Richard Attwood; captain of the Duke of Richmond & Gordon’s XI led his team to a well deserved victory over The Earl of March & Kinara’s XI, captained by Derek Bell.

This year it was the turn of the front-engined cars to contest the Chichester Cup at Lord March’s superb festival of historic motor racing, although a major change, with corporate hospitality decimated by the recession, was that competitors were invited to make a strictly voluntary “contribution to the costs” – nothing so common as an entry fee at Goodwood!

And so it was that yet again, the event was favoured by the weather Gods; Friday was a bit grey and chilly to start with, but by late afternoon when the Juniors were to practice the sun had come out and it was quite warm. For Saturday and Sunday, the weather played its part to the full and we enjoyed virtually perfect days of early autumn sunshine.

The entry list contained two cars making their debut, both after superb restorations; Michael Waller had acquired the ex-Howard Banaszak PM Poggi from Dr Mark Green and undertaken the most thorough rebuild, whilst retaining almost every original part, although a new engine had been required.  With only three other of these Tec Mec built cars known, (Manfred Holzner, Gerd Neuser and one in Italy) it is a rare beast indeed – and a pleasure to see it racing again.  In contrast, the Worplesdon, Surrey built Condor S II of Keith Roach was only finished on Wednesday morning: this - one of two built, has resided in Switzerland for some 25 years or so since being raced by Mike Woolley and then Bill Ness in Monoposto type events, and required some new panelling, and a more extensive rebuild, although both original tail and nose section were retained. The new correct engine came from a MkI Cortina Estate! Also new to Europe was the ex-Tony Caldersmith Gemini-Ford MkII of English born Australian, Roger Ealand, well known as the organiser of “Speed-on-Tweed”.  This car has been in Australia for most of its life, so it’s surprising that the rose joints had escaped CAMS scrutiny!

Friday was qualifying and all thirty front engine cars took to the track to post a time for Sunday’s grid position in the twenty-five minute race.  With such a large speed differential of over twenty mph between the fastest and slowest cars, drivers were anxious to put in a fast lap to secure their slot. These days there are no longer separate practice and qualifying sessions, so newcomers to Goodwood had only about 15 minutes to learn the lines for this deceptively tricky course and set a representative time. In fact it turned out to be even shorter than that, as the Stirling Moss 80th birthday parade had massively overrun with 80 cars to follow the Maestro, including the Merrick Taylor Kieft CK52 driven by Tony Steele and the Cooper 500’s of Shirley Monro (an actual Stirling Moss car), Steven Jones, Richard Bishop-Miller and Mike Fowler (Mk V).  It was all in fact so rushed that the first Junior’s were being ushered onto the track before the tail end of the 30 runners had even reached the collecting area, so many were one or even two laps down before they were let out.  Even then, time constraints brought the session to an early close. Best time, for pole position, went to Mark Gillies, fooling everyone by driving Ned Spieker’s Lola 2, with 1’33.859”,  almost a second quicker than Derek Walker with the familiar orange Terrier (the commentator’s favourite, as it was so recognisable from a distance), with Mark Woodhouse another 0.37” down in the Elva usually piloted by son Jack. Following these on the grid sheet were Sir John Chisholm (Gemini II), Joe Colasacco (Stanguellini) and John Monson (BMC Mk1). FJs oldest driver in David Stevenson, at 81 had placed the Mallock-Ford Mk2 seventh on the grid.  Duncan in the Alexis HF1 was running in new tyres and spun at St Mary’s trying to keep up with Crispian Besley (Elva 100).

In previous years there has usually been a Friday night cocktail party at Goodwood House, but for this year we forgathered at the nearby “underground” Rolls Royce factory for a most illuminating evening. Apart from the fact that the food was non stop and of the highest quality, the trip round the Rolls Royce works was amazing. Lord March is commended for his attention to detail, but his tenants have surely taken a leaf from his book!! We saw every stage of construction, for a car that still appears to be selling without problem in the great Recession and without the mass orders from Brunei that used to sustain these supercar manufacturers.

With no track activity for the Juniors on Saturday and the race being the penultimate event on Sunday, drivers were able to relax and enjoy the unique Goodwood atmosphere as well as the varied programme of races and displays put on by the Goodwood team. For scribe Richard, one of the highlights was the way German touring car driver Frank Stippler hustled Burkhard von Schenk’s Maserati 250F around, just losing out in the Richmond Trophy to Richard Attwood’s more modern Ferrari.

The paddocks held a plethora of cars worth many millions of pounds and yet mechanics and drivers could be seen fettling the cars almost up to assembly regardless of worth.  For the aero enthusiasts a viewing of the Freddie March Spirit of Aviation planes was a must and eyes skywards for the air display, but even the non-aviation buffs could not fail to miss the thunderous, unique sound of the Vulcan bomber as it swooped and soared overhead. 

The fashionisters were able to see perfect reincarnations of fashion of the 40’s, 50’s and this years main theme alongside 50 year’s of the mini, the 60’s plus any combination that the wearer thought appropriate. A trip to the trade stands saw visitors fossicking amongst the period clothes stands possibly not to feel left out or to choose something for 2010. FJ took the spirit of the meeting to heart and there were many excellent costumes amongst our midst.  Maybe there could be a FJ prize for the best dressed lady and or couple next year?

Throughout the venue there were little vinaigrettes playing from ‘Dad’s Army’ to ‘A Digging for Britain Allotment’ outside the Driver’s Club’ also the well known Road menders Gang plus many more.  Visitors could sit down and listen to a wide variety of period music scattered throughout the grounds or watch the Carnaby Street area dancers.  For the younger visitor a visit to the funfair could not be missed.

The Saturday evening Ball for participants and Guests is, for those who have never previously participated, simply “out of this World”. Spitfires land at the venue entrance, champagne is served on arrival, the Theme of the evening  this year, Spanish, was evident in both the “actors” and the massed guests, and all around, but it does not end there … An INDOOR firework display, a one off performance by guest, Mark Knopfler, tremendous food and wines, and dancing into the night.

Sunday dawned, the open air Church service with Canon Lionel Webber, always attended by Lord March and his equerry, and as the time to assembly grew ever nearer more and more drivers appeared in the FJ paddock to warm up their cars.   The tannoy system called cars for the Chichester Cup and a flurry of activity saw all make it in time to assembly.  Straps tightened and away for the formation lap to the grid by the lollipop holding 60’s clad ‘dolly birds’. 

The programme was running about 30 minutes late (for no very obvious reason) by the time the Chichester Cup came round. Derek Walker made the best start to lead at the end of lap one, tailed by Joe Colasacco (Stanguellini-Fiat) and Mark Woodhouse (Elva-BMC 100) and Gillies was down in 6th after a slow start off the grid, but the safety car boards were out as Andrew Tart (Bond) had pulled off the circuit with a broken drive-shaft and was considered to be in a dangerous place. Happily only one lap was spent behind the safety car and on the restart Walker led from Colasacco, who had had a stunning first lap; Colasacco jumped him on the line but was immediately retaken.  Gillies bounced up to third from Woodhouse, Chisholm and Monson, these already showing a gap to the next group of Crispian Besley, David Stevenson and Tony Steele. Walker, Colasacco and Gillies were battling nose to tail, the Stanguellini displaying remarkable speed down the Lavant Straight to keep up with Walker, and late-braking Gillies bravely closing up at Woodcote. At half distance these three had a three second gap to Chisholm, who had passed Woodhouse on lap four. Monson was now about 1.5” behind this pair then there was a 10” gap to Besley. Colasacco had the best of Walker at Lavant on lap 7 but his lead was short-lived as Walker retook under breaking into Woodcote.  Gillies found some extra power and moved into second at St. Mary’s and this leading trio of Walker, Gillies and Colasacco continued to pull away from Chisholm and Woodhouse who had been battling for fourth.
The lead battle continued throughout the race, all three drivers putting on a superb display of neat but fast driving. Gillies took the lead on lap 11 (the penultimate of the 20 minute race) but realised he had done so under yellow flags so quickly conceded the place back to Walker, then made a determined but ultimately unsuccessful effort out of Lavant on the last lap.  So, after 12 laps of excellent racing, Walker won by 0.19” and another 0.17” ahead of Colasacco. Woodhouse took Chisholm but then had to retire on the last lap with a broken throttle spring, so Chisholm was a comfortable fourth from Monson, Besley and Steele, who had a quick spin at Woodcote on lap 10. Simon Diffey made the beautiful EFAC go quickly, taking 9th, battling behind Bill Grimshaw (Moorland). German visitor Heinz Stege’s black Elva 100 went well to be 11th and the Condor was 18th. 81 year old David Stevenson (U2) had been a strong 8th but fell to 15th after a last lap spin to end up behind a great dice that had originally comprised Paul Dixon (Gemini II Ford), Heinz Stege, Erik Justesen (U2) and Duncan.  Eric had then pulled off with engine electrical problems, and Daniele Salodini had later joined battle with his fast Taraschi.  Michael Waller’s PM Poggi was wrongly geared and finished a couple of laps down. Mention should also be made of the Apache of Franco Beolchi, a “mini Indianapolis Roadster” and of Gilbert Lenoir’s Monopole-Panhard Oliveira which, although inevitably bringing up the tail, added a pleasing splash of French racing blue to the field.

Joe Colasacco set fastest lap at 1’32.504” although Gillies was only 0.065” slower. Colasacco, Gillies, Walker, Chisholm and Woodhouse all lapped faster than the unofficial front-engined lap record set by Derek in 2003 of 1’34.031”   

After reliving the race in the paddock the drivers and their teams started making preparations for departure.  Prior to that many watched the parade of all race podium cars followed by the prize presentations and for some the not to be missed champagne and cake in the pit straight.  All in all a super weekend and FJ can hold its head high.

It had been heart warming to see both Ned and Carol Spieker at the track on Thursday and Friday, Ned still somewhat delicate after his serious cycling accident near Carmel earlier this year, and sadly returning to California for further medical attention, ahead of Mark Gillies’ stirring performance in his Lola.

At FJ post race scrutineering, Joe Colosacco and Laurence Auriana agreed to remove the cylinder head on their Stanguellini, so that the scrutineers could measure the cylinder capacity (this was not obligatory). After inspection, the scrutineers confirmed that the capacity was absolutely correct, (68mm bore, 75mm stroke). The gearbox was confirmed as a 4 speed only unit.
Mark Gillies’ Lola was also checked, as had been Bill Grimshaw’s Moorland after practice and both had also been found to be OK, and Derek Walker was happy to have his engine in the Terrier checked at the end of the season, as it was inconvenient for him to remove the cylinder head at the event. 
Included in the scrutineers’ checks over the weekend was a test for limited slip differentials, all six cars checked were found to comply with the FJHRA regulations, i.e; no limited slip differentials were found in the cars checked.

Richard Page/ DCPR/ Jill Carter