Tag Archives: Scott

GP Winning Record Breaker – Delage 15 S8

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In 1925 the Association Internationale des Automobile Clubs Reconnus (AIACR), an international association of motor clubs founded in 1904, organised the first World Manufacturers’ Championship with four qualifying events, the Indianapolis 500, Belgian Grand Prix at Spa, French Grand Prix at Montlhéry and Italian Grand Prix run at Monza.

For the 1925 season Delage were running 2LCV V12 2 litre / 122 cui powered cars designed by Charles Planchon who after the cars initial failure in 1923 was replaced by Albert Lory who added twin superchargers and developed sufficiently for Robert Benoist and Louis Wagner to finish first and second in the 1925 French Grand Prix.

Delage 15 S8, Goodwood Festival of Speed,

The inaugural World Manufacturers’ Championship was claimed by Alfa Romeo with wins for Antonio Ascari and Gastone Brilli-Peri in Belgium and Italy respectively, both driving Alfa Romeo P2’s.

For 1926 the rules for the second World Manufacturers’ Championship mandated a down size to 1500 cc / 91.5 cui engine’s for which Albert Lory designed the 170hp twin supercharged 15 S8 with a straight 8 engine and five speed gearbox.

Delage 15 S8, Brooklands Double Twelve

Bugatti won the 1926 championship, Jules Goux winning the French Grand Prix and Spanish Grand Prix with Louis Charavel also driving a Type 39A to victory in Italy.

A Delage 15 S8 driven by Robert Sénéchal shared with Louis Chiron won the first Royal Automobile Club Grand Prix run at Brooklands in 1926.

Delage 15 S8, Goodwood Festival of Speed,

For 1927 Delage entered their 15 S8 models modified to run with a single super charger in all four European rounds of the World Manufacturers’ Championship.

Delage won all four races to secure what turned out to be the last World Manufacturers’ Championship to be awarded by the AIACR.

Delage 15 S8, Goodwood Festival of Speed,

Remarkably Robert Benoist was at the wheel of the winning car in France, Spain, Italy and finally at Brooklands, where he drove today’s featured chassis No.2 to victory lane.

By the end of 1927 Delage was virtually bankrupt and the company had to re focus it’s attention on building road cars and abandon racing in a works capacity.

Delage 15 S8, Brooklands Double Twelve

In 1936 a young Richard Seaman made a name for himslef driving a carefully rebuilt 10 year old 15 D8 to numerous victories over new models from ERA and Maserati.

Chassis No.2 seen here was bought by Malcolm Campbell in 1929 who sold it on to W B ‘Bummer’ Scott who set Class F 24 Hour World Record and 200 Mile World Records respectively at Montlhéry in 1931 and Brooklands in 1933.

Delage 15 S8, Goodwood Festival of Speed,

Prince Chula of Siam, cousin and entrant of “B Bira” was the next owner of the car from 1936 to 1939, hoping to emulate the fortunes of Richard Seaman the White Mouse Racing attempted an ultimately unsuccessful modernisation.

Alan V Burnard acquired No.2 in 1964 and was responsible for restoring it to it’s current condition having temporarily fitted an ERA engine and ENV pre selector gearbox.

After sourcing and rebuilding a correct type 15 S8 the ERA engine was replaced but the ENV gearbox remained, Alan Burnard generously bequeathed No.2 to the Brooklands Museum, where the car is seen in the 2nd and 5th photographs, upon his death in 2012.

Thanks for joining me on this “GP Winning Record Breaking” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Rising Rate Improvements – Lola T400 #HU5

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After the successes of the Lola T332 model which was driven to to two Formula 5000 Championshp victories in the United States by Brian Redman, in the UK by Bob Evans, in Australia with Max Stewart in a year old T330 and loosing only the Tasman Series to Peter Gethin’s Chevron B24 and the New Zealand Series to David Oxton in the Begg FM5 in 1974, Lola looked to be the manufacturer to go with in 1975.

The Lola T400 was designed with superior aerodynamics and rising rate suspension to the previous years T332 for the 1975 Formula F5000 season.

01 Lola T400_8734sc

That at least was the theory although when customers like Richard Oaten Racing, van der Straten (VDS) and McKechnie Racing Organisation took delivery of theirs they found the rising rate suspension, designed to get stiffer the more the suspension traveled, was not so easy to set up, because they did not realise that the spring rates originally chosen were not stiff enough, infact the opposite they thought the spring rates were too hard and made the handling worse by attempting to rectify the problem with softer springs that reduced the contact patch of particularly the rear tyres with the road even further.

Despite being invoiced for today’s featured T400 chassis #HU5 on February 17th 1975 Richard Oaten Racing’s driver Ian Ashley started the first two races of the 1975, British based, European Formula 5000 championship driving the two year old Lola T330 chassis #HU17.

Lola Chevrolet T400, Lance Robinson, Silverstone Classic Press Day,

Ian won with the 2 year old car at Brands Hatch from 4th on the grid and crashed out at Oulton Park, not for the last time, on the opening lap again from fourth on the grid.

Two weeks later back Brands with the T330 not repaired sufficiently after it’s accident at Oulton Park Ian had little option but to drive today’s featured T400 #HU5 from the back of the grid to 7th in a race noted for being the first to be won by David Purley in his one off Chevron B30 powered by the 3.4 litre Ford GAA V6.

Lola Chevrolet T400, Silverstone Classic Press Day,

By Silverstone the Oaten T330 had been repaired with much new metal in the form of a new T332 tub fitted with T330 suspension and a mixture of T330, T332 and T400 body work with which Ian qualified 2nd and finished 5th in a race that became notorious when the good old Auntie British Broadcasting Corporation refused to televise it because of the presence of Richard Scotts T400 #HU8 which was sponsored by prophylactic brand Durex. Richard won the race in #HU8 after it had been fitted with the older type T332 suspension after future Williams design guru Patrick Head was consulted about the T400 handling issues.

Ian’s second and final public appearance in #HU5 was at Zolder after gearbox damage to the repaired T330/332 #HU17 forced Ian in to the T400 with which he qualified 5th behind 3 other T400’s and was classified 2nd behind the van der Straten VDS T400 chassis #HU4 driven by Peter Gethin.

Lola Chevrolet T400, Silverstone Classic Press Day,

#HU5 is then said to have been abandoned as uncompetitive before the next race at Zandvoort where Ian returned to the wheel the T330 HU17 and retired with a broken big end on lap 3 after starting from pole.

The T400’s of Peter Gethin in the VDS #HU4 his team mate Teddy Pelitte in the VDS #HU11 and Richard Scott in the McKechnie Racing Durex sponsored chassis #HU8 finished that race in the top three showing uncompetitiveness was not an issue for the new T400 model once fitted with the modifications first seen on Richards #HU8 at Silverstone.

Lola Chevrolet T400, Silverstone Classic Press Day,

Ian driving the repaired T330/T332 beat Teddy Pilette’s VDS T400 at Thruxton, but did not feature in the top three again while Teddy Pilette driving his VDS T400 went on to win four of the remaining nine races on his way to securing the 1975 European F5000 Championship.

As I understand it Ian latter crashed #HU5 in testing and at the end of the season Lola rebuilt it to the same specification as Teddy Pilette’s championship winning VDS car before it was shipped to the United States where it remained until 2008.

Lola Chevrolet T400, Silverstone Classic Press Day,

Canadian Hamish Somerville drove #HU5 in New Zealand in 2011 and the car is seen above with former Prosport LM3000 driver Lance Robinson at the wheel during a Silverstone Classic Press Day.

#HU5 is currently nearing completion after a rebuild necessitated by the accident Lance had in the car during testing on the day before 2013 Silverstone Classic meeting according to Kevin McLurg.

My thanks to Kevin McLurg of Facebook, Ray Bell, Lee Nicole, kingswood, Tim Murray, Allen Brown, Mallory Dan and MCS at The Nostalgia Forum for their help

Thanks for joining me on this “Rising Rate Improvements” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow for Mercedes Monday. Don’t forget to come back now.

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Ian’s Great Escape – Oulton Park Gold Cup

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At the weekend I took a break from attending the Gold Cup on Monday as in recent years and went on the Sunday, my decision was influenced by slightly larger grids for the races and slightly better weather, I was rewarded with a short lie in and a great day’s racing which kicked off when Tim Murray and I visited the press office where we were greeted with a warm welcome and great cup of coffee by friends made over several years on The Nostalgia Forum.

Morgan, Kivlochan, Ginetta, Ward Booth, Lotus, Barter, Ginetta Boland, Gold Cup, Oulton Park,

After a quick visit of the pit area we made our way to Deer Leap for the 10 lap Oni Plc Historic Road Sports race which was led on the opening lap by front row starter Kevin Kivlochan in the #98 Morgan Plus 8 seen above already in second place on lap two. Pole starter Julian Barter driving the #51 Lotus Elan S4 completed the opening lap in 4th but recovered to relieve the races second leader Roger Waite in another Lotus Elan on lap 5, the red #32 Ginetta G4 driven by Patrick Ward Booth finished 3rd ahead of Kevin’s Morgan and the blue #27 Ginetta G4 driven by Dave Boland.

Lightening Envoyette, Peter Moreton, Lotus 22 Andy Hibberd, Gold Cup, Oulton Park,

We moved to the inside of Lodge for the next couple of races. Above Peter Moreton had an electric opening lap in the first of the two Silverline Historic Formula Junior races leading the field from 4th on the grid in his #75 Lightening Envoyette, front row starter Andrew Hibberd in the #179 Lotus 22 completed the opening lap in third and is seen above lining up to relieve Peter of the lead for good at the end of lap 3, John Fyda driving a Brabham BT6 finished second ahead of Peter with less than 6 seconds covering the top three after 20 mins of close racing.

TVR Griffith, Gardner/Cox, Mike Whitaker, Gold Cup, Oulton Park,

Mike Gardiner and Dave Cox qualified their #77 TVR Griffith on pole for the HSCC Guards Trophy supported by Dunlop Tyres GT Race but there was no stopping Mike Whitaker in the similar #46 TVR seen above about to take the lead at the end of the 2nd lap which he would hold onto until pitting on lap 11 handing over the lead to the similarly Ford 289 powered AC Cobra driven by Robert Bremner. After the pit stops had cycled through Mike Whitaker led until the end of the race ahead of the Gardiner / Cox TVR and Robert in the over steering (loose) AC.

Brabham BT21, March 703 Simon Armer, Gold Cup, Oulton Park,

By the end of the 40 min GT race Tim and I had made our way over to the inside of Old Hall from whence we watched the start of the first of two The Cubicle Centre Historic Formula 3 races. Fourth place starter Steve Seaman in his #26 Brabham BT21 nipped through to lead the opening 4 laps of this race from pole man Simon Armer driving the #22 March 703 who is seen above about to pass Steve to claim the lead which he held onto to take the flag a gnats over 17 seconds ahead of Micheal Scott’s Brabham BT28. Steve came home forth behind clear championship leader Leif Bosson driving another Brabham BT28.

Chevron B37, Neil Glover, March 742, Mark Dwyer, Gold Cup, Oulton Park,

One of the highlights of the weekend was seeing Neil Glover driving the one off 5 litre / 302 cui 1976 Chevron, celebrating it’s fiftieth anniversary this year, B37 F5000 car which he qualified second for the first of the weekends Derek Bell Trophy races behind the 2 litre / 122 cui 1974 March 742 Formula 2 car driven by Mark Dwyer. Neil snatched the lead for the opening 3 laps of the race with Mark snapping at his heals in the nimble March who finally grabbed the lead on the third lap and pulled out a nearly six second advantage when a major incident between Denton’s and Cascades required the red flag to be shown on the 8th lap.

Ian Ashley, Derek Bell Trophy, Gold Cup, Oulton Park,

5th place starter 67 year old former Grand Prix driver Ian Ashley driving the #188 Lola T300 Formula 5000 car came down the chute between Denton’s and Cascades for the 8th time in 4th place behind the Clubmans Mallock driven by Mike Charteris when he came across a hapless lapped Brian Cullen driving a 1970 1600 cc Formula 2 spec #18 Crosslé 19F. Just after the Denton’s right hand kink Ian clipped the left rear wheel of the Crosslé with his right front and went flying down the track until his rear end hit the retaining barriers which sent the car into a barrel roll before landing on it’s right side and then came to rest miraculously the right way up. Fortunately Ian was able to release himself from the remains of his Lola unaided and gave spectators a thumbs up to a good dose of applause, neither driver suffered any injury that I know of.

Jaguar E-type, Micheal Wilkinson, Gold Cup, Oulton Park,

After the dramatic low’s and high’s of the incident the 40 min Jaguar Heritage race passed by in relative tranquility. The third place starting #50 E-type of Michael Wilkinson and John Bussel took over a commanding lead with 6 laps to go, when Martin O’Connel’s pole winning E-type retired 1 lap after his compulsory pit stop, to finish over a minuet and a half clear of Paul Castaldini who was just third placed pairing of Dave Coyne and Robert Gate who made it an all E-type podium as several of the cars struggled to the end with smoking brakes, exhausts and or transmissions.

Lenham P69 Waggitt/Needham, Gold Cup, Oulton Park

Normal service returned with the Guards Trophy supported by Dunlop Tyres Sports Racing cars race. On the opening lap 5th place starter Jon Waggitt was the man on the move with the #33 Lenham P69 seen here followed by the pole sitting and eventual winning #18 Elva Mk 7, driven by Maxim Bartel and Callum Grant, ready to pounce by the front row starting #6 Chevron B6 driven by Nick Thompson and Sean McClurg. Jon kept the lead for all of two laps before the #18 reasserted qualifying form and went on to win the 40 min race by over 8 seconds from the #33 Lenham that Jon shared with Peter Needham that finished a further 5 seconds ahead of the Chevron B8 driven by Charles Allison. In the back ground seventh place starter Marcus Mussa spins his #88 McLaren Elva M1B going into the Hislops chicane.

70's Road Sports, Gold Cup, Oulton Park

The 20 min 70’s Road Sports Bob Trotter Celebration Race may have been shorter than some, but provided the most closely contested victory as second place starter Jim Dean made the running over the first five laps in his little green #72 Lotus Europa, eventual winner, by just .089 of a second, was Charles Barter whose powerful blue #24 Datsun 240Z started 3rd but had to take to the escape road going into Hislops on the opening lap in order to avoid the spinning 5th place starting Lotus Elan driven by Iain Daniels. Jim finished 2nd just under 5 seconds ahead of the light green #1 TVR Tuscan driven by Peter Shaw.

March 703, Simon Armer, Gold Cup, Oulton Park,

The starting grid for the second Cubicle Centre Historic Formula 3 race was exactly the same as the first, unusually the finishing order of the first race played no part in the starting order for the second, once again it was third place starter Steve Seaman in the Brabham BT21 who went into the lead on the opening lap, but this time he held onto it until lap 6 before a determined Simon Armer found away past for the final two laps of the race which he finished just over half a second ahead of Steve and nearly 8 seconds ahead of Michael Scott.

Historic Formula Junior, Gold Cup, Oulton Park,

The grid for the final race of the day, second Silverline Historic Formula Junior race was determined by the finishing order of Junior race one, but pole sitter Andrew Hibberd finished the opening lap in third as the electric Peter Moreton again led with John Fyda between them. Andrew is seen above having just taken the lead from Peter who was demoted to third as John followed Andrew to take second on lap 3. The order remained the same until the end of the race with the top three again finishing less than six seconds apart with plenty of entertaining battles through the field to keep the results uncertain until the very end of a great day’s racing.

Thanks for joining me on this “Ian’s Great Escape” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be visiting the Rolex Monterey Motorsports Reunion. Don’t forget to come back now !

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Secretaries Turnkey Racer – Shelby G.T.350 R #SFM5R098

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Allegedly when Carroll Shelby first saw a Ford Mustang his original description was of a mere “secretary’s car”, but that did not stop him building a run of over 500 2 seat 350 G.T.350 variants to meet the Sports Car Club of America’s requirements and a special run of 34 G.T.350 R turnkey racers like today’s featured chassis #SFM5R098.

The 34 G.T.350 R cars were fitted with blue printed motors that produced up to 360hp, weight saving plexiglass side and rear window’s and Goodyear Blue Dot tyres mounted on American Racing 15″ x 7″ wheels.

Shelby G.T. 350 R, Concours On The Avenue, Carmel By The Sea,

Today’s featured G.T. 350 R, photographed by Geoffrey Horton at Concours On The Avenue, Carmel by the Sea, a couple of years ago is the 7th to have been built and the fifth to have been delivered to a paying customer in the form of Ned Owen.

Ned raced this car, which featured an Essex Wire Black stripe with orange pin stripe in SCCA class B Production races from 1965 to 1967 with Ford drivers Skip Scott and Ken Miles also said to have had one off drives in the car.

Shelby G.T. 350 R, Concours On The Avenue, Carmel By The Sea,

In 1967 #SFM5R098 was purchased by a Canadian who crashed it in 1969 after which it remained in an Ontario barn until it was bought unseen by Shelby aficionado Rick Kopec of Connecticut for $5,000.

Rick had #SFM5R098 restored to the condition it was in when bought new by Ned Owen only changing the race number from Owen’s customary #92 to #98 in deference to the cars chassis number.

My thanks to Geoffrey Horton for sharing today’s photographs.

Thanks for joining me on this “Secretaries Turnkey Racer” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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LWB Aero Engine Special – Peugeot Type 148 Hall Scott Special

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In 1913 Peugeot introduced the Types 145, 146 and 148 passenger cars which all shared the same 4,536 cc / 276 cui 35 hp 4 cylinder motors but had chassis with 3.3m / 10.8 ft, 3.48m / 11.4 ft and 3.61m / 11.8 ft wheelbases respectively.

Peugeot 148 , Clive Press, VSCC Loton Park

Today’s featured car is built on one the longer 1913 Type 148 chassis, one of just 83 built, but somewhere around 2001 appears to have been fitted with a 100hp 10 litre / 610 cui 4 cylinder Hall Scott A7 Aero engine, of the same type as fitted to William Hildyardís 1910 Th Schneider I looked at last week and Stewart Wilkies Fafnir I looked at some years ago.

Peugeot 148 , Clive Press, VSCC Prescott

The bodywork on Clive Press’s Peugeot seen in these photographs at Loton Park and Prescott respectively is styled on the 1913/14 era Peugeot EX3 racers that won the French Grand Prix and 1913 Indy 500.

Thanks for joining me on this “LWB Aero Engine Special” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be visiting Llandow. Don’t forget to come back now !

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Family Affair – GSM Delta

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In 1957 John Scott met South African Bob Van-Niekerk who had plans to build a sports car in South Africa. John told Bob that if he one of his cars won a race in Britain he would arrange to manufacture them in the UK.

GSM Delta, Prescott

Bob with fellow South African’s Willie Meissner and Verster de Wit who was responsible for the body styling produced a mould in the UK and sold the first body built in the UK in order to pay the cost of shipping the moulds to South Africa.

GSM Delta, Prescott

Above John Scott’s son Clive is seen standing next to his grand son, John’s great grandson, Ben behind the 1962 GSM Delta Clive purchased in 2009.

Bob went back to South Africa and set up GSM (Glass Sport Motors) with Willie Meissner and started production of their first vehicle which carried the Dart name.

GSM Delta, Prescott

Immediately competitive in South Africa, scoring 1-2 victory on it’s debut in a 4 hour race in Cape Town in 1958, by 1960 one of the GSM Dart’s found it’s way to the UK in 1960 and won first time out at Brands Hatch. True to his word John started a second production shop for the GSM in West Malling, Kent renaming the car Delta, as Daimler had already found out the Dart name was the property of Chrysler in the USA.

GSM Delta, Prescott

Power for the GSM Delta came from off the shelf Ford’s from 1 litre / 61 cui to 1.5 litres / 92 cui in size, the motor seen here is one of the larger pre crossflow Ford unit’s. Ford components were also used for the steering, brakes, gearbox and rear axle.

GSM Delta, Prescott

When Clive bought this car in 2009 he was surprised to find that he recognised his mothers handwriting in the log book.

GSM Delta, Prescott

Among the winners in the British built GSM Delta’s between 1960 and 1965 was Dutchman Jan van Niekerk, Jeff Uren, 1959 British Saloon Car Champion who is also known as the man behind the “Savage Cartina’s“, John Glyde Walker, Joe Krupwicz Americans Bob Clift, Bill Osband, Dave Johnson and Don Grohs.

GSM Delta, Prescott

Figures vary as to how many GSM Delta’s were built between 1960 and 1961, Clive puts the number at “approximately 40” of which he believes fewer than 10 remain. The car that Clive owns won the 2001 Paul Matty Challenge in 2001 and the 2006 Aldon / HSA Championship.

My thanks to Clive for his help with today’s blog.

Thanks for joining me on this “Family Affair” edition of “Gettin’ a li’l psycho on tyres”, I hope you will join me again tomorrow. Don’t forget to come back now !

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Eminently Fit For Purpose – AEC Routemaster RML 2583 ER

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It used to be a right of passage for some lucky small boys and probably a few lucky small girls to receive a big red bus for Christmas some where between the ages of 2 and 4. It is an enormous thrill to share these photo’s on which by far the most popular of these toys was based, namely the iconic red Routemaster more commonly known as a ‘London Bus’ on the 12th and final day of Christmas.

On my way home from a visit to the dentist last month I thought I must have been given a few extra doses of painkiller when this wholly familiar, from my time spent in London variously in the 60’s, 70’s and 80’s, beautiful red bus came into view on a roundabout in Bristol.

The Routemaster was developed by A.A.M. Durrant, Colin Curtis and styled by Douglas Scott between 1947 and 1956 to replace London’s fleet of 1,891 trolley buses which themselves had started to replace London Trams in 1931.

The first Routemaster was exhibited at Earls Court in 1954 and in 1956 four prototypes went into service prior to full production getting underway from 1958 to 1968.

Routemasters were constructed by the Associated Equipment Company, AEC, in Southall, and were completely overhauled every 5 years at the Aldenham Works near Elstree in Hertfordshire up until 1986.

Novel features of the Routemaster, for buses, included the first use independent front suspension, power steering, a fully automatic gearbox and power assisted – hydraulic braking. The construction took its queues from methods of aircraft construction, also similar to the D and E type Jaguar (!), featuring an aluminium (English pronunciation) body with two steel sub frames, one on the front for the engine/suspension and steering gear and one on the rear for the rear suspension and axle.

115 hp for the Routemaster was originally provided by either the 9,600 cc / 586 cui AEC AV590 or 9,800 cc / 598 cui Leyland O.600 6 cylinder diesel engines. After the Routemaster had been in service 15 years longer than originally anticipated from 1992 to 1994 many of the AEC and Leyland engines were swapped for Iveco or Cummins units.

Routemasters came in two flavours standard 27′ 6″ RM or 30′ RML, designed to negotiate the narrow roads of London’s metropolis they are all only 8′ wide and 14′ 4 1/2″ high.

An example of how easy the RM / RML busses were to handle can be seen in this clip from a comedy film ‘On The Buses’ which includes stock footage from the London Transport driver training facility at Chiswick.

Longer wheel base RML’s are distinguishable by a half size window between the 2nd and 4th window’s of the bus.

While the official capacity for the long wheel base RML was 72 I have been on these buses when they were so packed getting one more sardine on board would have been impossible.

The bus conductor would signal his driver that it was safe to proceed with two rings of the bell operated by this button attached to an easily reached cord that runs the length of the lower deck of the bus. Passengers rang the bell ‘once’ to signal to the driver when they wished to alight at the next stop.

The beauty of having no doors to pass on entry and exit was that the bus would only need to be stationary for as long as it took for people to alight and board no time was wasted waiting for doors to open and close. The disadvantage of having no doors was that in could get a bit ‘parky’ riding on these buses with inclement weather.

On the 9th of December, 2005 after much trading of Routemasters back and forth between London and other regional operators, having outlasted its intended replacement the Daimler Fleetline by over 20 years these splendidly fit for purpose vehicles were finally withdrawn from service on all but a couple of ‘Heritage’ routes, not even the Mayor of London who said in 2001 that “only some sort of ghastly dehumanised moron would want to get rid of Routemasters” could save them.

Allegedly in October 2008 a Top Gear presenter destroyed a Routemaster in a publicity stunt, presumably to publicise what “ghastly dehumanised moron” he is.

Ding ! Ding ! Any more fares please !

Hope you have enjoyed my 12 vehicles of Christmas series concluding with todays ride on the Routemaster, and that you’ll join me again tomorrow when I’ll be upping the pace with a 200 mph vehicle named after a ferocious bull raised by the Duke of Veragua, famous for fighting an epic battle with ‘El Chicorro’ in Madrid. Don’t forget to come back now !

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