Untitled Document

The Dream.
Graham you may recall we talked in the bar at the Tiger Club Dinner last year about Motoring Cavalcades plan to run a Le Mans Legends race in 2001 and whether Tony Eckford would be interested in taking the No8 Tiger down to Le Mans. Well after that dinner I spoke to Cavalcades and it was clear that priority would be given to authentic 'Le Mans cars' running under FIA regs.

Soon afterwards I spoke to Keith Hampson who put me in touch with Tony and that led to me visiting Tony's home to meet him and see the car. Whilst, at first, I felt uncomfortable with meeting Tony for the first time and asking to borrow his Tiger to take to Le Mans, you will see as the story unfolds that Tony would have felt exactly the same had the situation been reversed. He made me very welcome and spent time that he didn't have, since he was due to leave the country on business, talking to me about the car and the 'Legends' idea. This was followed by my first experience in the No8 Le Mans Tiger and a rip up and down the streets of Marlow! The dream was beginning to become reality!

An invitation to the Motoring Cavalcades press launch at the RAC Club in the Spring was the first chance to come to grips with what they were planning with the Automobile Club de l'Quest (ACO). There we learned together with Keith Hampson that his Le Mans Alpine and No8 had both been accepted for the event, along with Sir Stirling Moss who would drive a Jaguar C Type! To quote Ray Wiltshire, Chairman of Cavalcades " Motoring Cavalcades is working closely with the ACO to ensure that these races become a staple part of the Le Mans spectators' weekend. Both organisations are immensely encouraged by the spontaneous reaction of the historic motor racing world to news of the series."
Some days after that Tony called to ask if I would like to take his car down to Le Mans to take part in the Legends race. Jumping at the chance understates my feelings then. To have the opportunity to go and race in an historic motor race at Le Mans on the day the 24Heures in the No8 Tiger is truly the stuff that dreams are made of.

Preparation and Testing.
Over the next few weeks, the technical regulations were issued and the car was checked to ensure it complied. The car was registered for FIA papers and arrangements made for hotels and transporting the car down to Le Mans. Tony then entered the "Chasestead Sunbeam Challenge" at Brands Hatch (See CW59 and this issue. Ed), where apart from one unscheduled rotation, it ran well and Tony picked up 3rd Place in the Handicap result.

We then transported the car up to Leicester to prepare it for Le Mans. First on the agenda was a visit to Bruntingthorpe to put it through its paces on the aerodrome where there is plenty of room and a long straight where we hoped we could simulate the Mulsanne so as to ensure that the car was correctly geared. John Finnemore carried out a nut and bolt inspection and also installed a fire extinguisher system and made one or two minor alterations for ease of driving. Notably fitting a high offset steering wheel to allow me, being 6' 2" and slightly taller than Tony, to get into the Tiger. The Dunlop M Vintage tyres were put onto the rims and the car was now set for Bruntingthorpe.
Lucky for us, the evening we chose was a nice summer evening, warm and dry. So after filling the tanks full of petrol to ensure we had the maximum weight across the rear axle (a trick learnt with our own Tiger), all was set. This was the first chance we had to drive the Tiger in anger and put it through its paces. I had my doubts about the vintage tyres though. They could best be described as a profile you would expect to see on a milk float with only 4" of tread actually on the tarmac.

After a few circuits to bring the car nicely up to temperature and get a feel for it, the car was progressively pushed harder and harder. I was pleasantly surprised at the way it handled, braked and accelerated. The top end appeared to be around 135mph within the rev limit, which we felt would be sufficient for the Mulsanne Straight now chicaned in two places.
How wrong that opinion was going to be proved later on !

We then entered the Lotus Road Sport Series and British Sports Car Race on 9th June at Donnington Park, where we eventually finished in 11th place in front of a fellow Legends competitor, Duncan McKay's Lotus 23B. A good result considering the car was running on vintage tyres.

Off to Le Mans.
The car was taken away from there, everybody quietly confident, for another inspection and final preparation for its trip to Le Mans. Polished and ready to go, the No 8 Tiger was loaded up on Tuesday 12th June and transported down to Portsmouth for an early Wednesday morning crossing to France. That was a long day travelling. On arrival we made our way to the Maison Blanche paddock where the Legend entries were assembling. To our amazement the circuit was absolutely packed as Practice for the 24Heures was in session. However, it was nice to bump into a face we knew. That was Tim Hassle who generally is Clerk of the Course for the AMOC series and was there on official duties with Motoring Cavalcades.The Tiger was unloaded and placed in its secure parking and we went off to our hotel in Chateaux du Loire for some dinner and refreshments.

The Parade and Scrutineering.
Thursday morning was bright and sunny and the reality of what we were here to do was starting to sink in. I had a few butterflies, which I suspect were clearly evident. After an early breakfast we ran back to the circuit to prepare the car for its run into Le Mans town where there was to be a parade and presentation to onlookers on a starting stage much like those used at international rally's.
Tony took the wheel and I stood with the rest in amazement watching the 63 Legends entries from the 50's and 60's thunder out of the circuit led by a police escort and proceed through the town to the Town Hall. The cars were parked in orderly fashion in the grounds of the Town Hall for spectators to view, a really quite impressive sight. Each car was individually presented to the public whilst the commentator explained each car's history and ownership. The TV and other media people were there and as you might imagine most of the attention was focussed on Sir Sterling Moss and Jaguar. All was pretty chaotic with crowds pressing up to the cars and drivers. It could almost have been 37 years ago.

The Parade was followed by scrutineering. We stood in anticipation as the scrutineer made his way across to the No 8 car expecting a grilling. How surprised we were to find that all he did was to look at the overalls and helmet, kick the tyres, point to the fire extinguisher, make some comments - in French and promptly stuck a sticker on the car signifying it had passed. No enquiries after FIA papers or anything else!

Qualifying and Practice.
Later that afternoon, we drove back to the circuit in preparation for our qualifying and practice, which was timetabled to begin at 18.00 hrs. The drivers' brief was held at 15.30 and at 17.30 we were all assembled on the edge of the circuit ready to go out for time practice. Having visited the race for the last 14 years and spent many hours studying the track map I was quite confident I would know my way around fairly quickly - how wrong I was!

It was on Lap 3 at the end of the Mulsanne straight when a problem developed. The engine overheated very quickly and went Bang! Having pulled over to the side I waited for practice to finish to be taken back to the pits. Fortunately I had my mobile with me and was able to call Tony and John and reassure Tony that the car was undamaged bar a major mechanical failure! Once back at the pits John soon diagnosed a big end had gone - terminally.
(Sounds familiar? Run the clock back to 15th July 1964. First day of practice during lap 2 No8 ran its main bearings and that Shelby 'Cobra' 260 was to all intents and purposes terminal! Ed.)

The dream was suddenly over, mine of driving at Le Mans, and Tony's of seeing his No 8 Tiger finish a Le Mans race…

Pause for Thought.
Jaguar had generously put on a reception that evening in the Legends Marquee, a grand affair with several courses of food and fine wine. As we slowly drowned our sorrows, we began to persuade ourselves that all was not lost and that we should drop the sump and examine the damage more closely to see if there was any thing that could be done. We were considering all things, flying out parts, rebuilding engines and so forth. It was then that we decided we would change the engine. The only one among the four of us who had any practical experience of doing do was John, and he of course realised the challenge this presented. Having convinced him it was the thing to do we telephoned Stevie Beighton in Le Havre. He and his road going Tiger was with a large party of 'enthusiasts' including several STOC Tigers who had just disembarked from the ferry and were taking a late nightcap at their hotel. Stevie B quickly and heroically agreed to lend us his tweaked 260 and to set off at first light for Arnage. (Leaving the rest to their slumbers and a leisurely start the next morning. Ed)

Peugeot come to the rescue.
The next morning we were back at the circuit at the crack of dawn and located a Peugeot garage in Arnage. We explained our situation and how we were to compete in the Legends and asked whether we could borrow one of their hydraulic ramps. Tony produced his history file for the proprietor and Monsieur Baudon most generously agreed to give us access to his facilities and a mechanic or two. By 10.am the 289 was out of No8 and we sat back and waited 'patiently' for the arrival of Stevie B. At 1pm he pulled into Monsieur Baudon's garage and his 260 promptly removed and installed in No8 with all done and completely wrapped up by 7pm. During this time several Club Tigers turned up and we were all grateful for some timely tips from Brian Postle. (The collective sigh of relief from the STOC members in the bar next door could have been heard a mile away. Ed)

Having witnessed at first hand the complexities involved in changing the engine and transmission of a Tiger, I fully realised why John was reluctant to attempt this in the paddock marquee, without ramps, proper lights and power tools. The fact that he did what he did in that time amazes me.

We now really did have a true Le Mans Legend, as it was specced and prepared in 1964; with a 260, 2 bolt main engine, standard brakes, tyres and running gear etc. I would argue it was one of the only cars, if not the only one, that in truth was the same as it was in 1964. After making a small donation to a 'charity' of Monsieur Baudon's choice, sticking some of his decals on the car and much Gallic hand shaking, the car was road tested and shipped back to the circuit - cleaned and polished - and put in it's secure parking area ready for the big day!

THE day.
Anticipation and expectation amongst all of us, by now some 20+ strong, was high. We were due to assemble in the paddock at 8.30 on Saturday morning and be ready to enter the circuit at 9.50 for a 10.05 warm up lap and a rolling start at 10.15. Fortunately the race was delayed due to a last practice and qualifying session for the 24Hrs event and that gave us just enough time to go for one more performance change!

Earlier in the morning we had agreed that it would be better for us were the car to run on L series tyres, which have a higher profile and a larger rolling circumference, to overcome some of the shortfall in top end speed (10/15mph). Tony and I trawled the Paddock looking for tyres and wheels. A tricky thing to be doing at that late stage and neither of us felt comfortable about stepping forward and asking. Anyhow we finally saw the right tyres on a large articulated vehicle with all sorts of other kit on it. So I asked the chap working on top of the pile whether we could use a set of his L series tyres. He kindly agreed and what's more he reshod the rims for us using the truck hydraulic ram. I hadn't realised then that this chap was Gary Pearson who was about to drive a Lister Jaguar and lead the race for 7 laps before succumbing to mechanical failure. He was stripped to the waist, covered in dirt and dust changing our tyres only minutes before the assembly time. A marvellous act of camaraderie.

THE Race
We were led out of our pit area along the track and down through the Ford curves at the beginning of the start/finish straight and lined up in the traditional chevron style opposite the main pit garages ready to recreate the historic Le Mans start. Having parked No8 in practise times order up at the top of the field, I placed the seat belts in an easily accessible position put the car in first gear and joined the other drivers on the opposite side of the track to await the start.

The grandstands were full by now and the atmosphere was incredible. The TV camera crews were crawling all over Sir Stirling Moss who was dressed in his traditional light blue cotton overalls and white Dunlop helmet. (They were eventually scattered by the leading cars at the start! Ed)

As the Union Jack was dropped we sped across the track. The No8 car started and as it fired the clutch was released and we moved across the tarmac onto the outside of the track and were one of the first competitors away. Sadly, as this first lap was only a "deManstration", the cars were using it to sort out their grid positions. We were gridded up outside our pit area just before the start/finish straight ready for the rolling start.

Once all the drivers were in grid position the green flag was dropped and everyone was off rolling waiting for the green lights. As we entered the start/finishing straight the lights turned green and off we roared. The moment I had waited for for so long was upon me but my first concern was to fulfil Tony's wish to see No8 complete the race.

The car performed very well and the only sticky moments were at the back of the circuit around Indianapolis and Arnage down to the Porsche curves where the circuit was now wet as it had started to rain after the second lap. It was though very frustrating sitting there running down the Mulsanne for what seemed an eternity with the car at 5,000rpm since that was the limit of the 260 that was now in the car. However, the race was exhilarating and whilst few cars were driven flat out and the quick late cars soon began lapping the fifties racecars, this was distinctly a competition with most cars driven hard and more than few falling of the circuit. The lead changed several times and David Piper driving a Ferrari 250LM in which he won the 1963 24Hrs came in the eventual winner. (Chris's description of the circuit is on the next page. Ed)

The No8 Le Mans Sunbeam Tiger reached the chequered flag after a 37 year wait in 24th place and words fail me to descibe how I felt. Having had this opportunity to drive No8 on the Le Mans circuit and finish in all of the circumstances of the previous days, I felt justice had been done and the record set straighter. And not the least that all of the recent hard work had been repaid!

When Tony returned to the pits it was clear to see on his face that his own hopes and wishes had been fulfilled in every way. As we shook hands with vigour and congratulated one another we were both overcome by the enormity of the situation and event…and what had been achieved.

So Graham in conclusion that little bar room chat over a few beers led to me having the opportunity to experience a once in a life time situation and meet a great friend in Tony Eckford.

I can only add that the STOC party sitting on top of the ACO building were elated, delighted and emotionally drained. Not simply for ourselves but in the knowledge that Chris, Tony and John with much help from Stevie B and Martin and a few others had done something that would, I imagine, offset a bit of the frustration and disappointment of the works team and the factory in 1964; and what's more done more than a little repair work to the historic competition reputation of the Sunbeam Tiger as well. On behalf of the Sunbeam Tiger Owners Club….I salute you. Graham

The No8LM Tiger
Firstly the characteristics of the No8LM Tiger. The car accelerated a lot quicker with the 289. We felt that we had probably got the right ratio set up for the Mulsanne Straight but we were clearly wrong. The Mulsanne was spent at maximum rpm waiting for the chicanes. We totally misunderstood the Mulsanne, as did a lot of other cars. I believe that with the 289 ci we would have been looking at a top speed around 170mph rather than the 130mph we had this time.

The brakes were extremely good. We were running the original callipers and discs but had fitted the Carpotec pads we use on our racecar. These pads don't grab and allow late progressive braking even on tyres with as little contact with the road as M & L Series Dunlops. The general handling was very forgiving and accurate with no over or under steer. The car just tended to drift through lack of adhesion once on its limit. It was though very easy to drive.

The LM Circuit
I will begin at the start/finish straight. The first thing that strikes you is the enormity of the circuit, the grandstands and the surrounding area. The noise is awesome as it echoes around the grandstands.

The first corner, a right-hander as you disappear from the start/finish straight approaching Dunlop, is flat out. A little scary as by now the car is approaching its top speed. The idea at this point is to hold the outside line of the circuit and remain on the left-hand side for the first part of the Dunlop chicane. The Dunlop chicane requires firm braking with a smooth turning, as it is a 3rd gear corner. It is important at this corner to keep the car settled to allow you to get the power on early. Although some caution was needed on the exit apex because more often than not there was gravel on the track where drivers had overshot into the kitty litter.

Under the Dunlop Bridge, 4th gear down to "S" De La Foret, which is a very fast left hand bend and deceiving. It could be taken almost flat out but in doing so you had to take a deep breath and hang on as the car drifted towards the curb on the exit. Continuing downhill to Terre Rouge which needed firm braking, again a fast corner with a fast exit, 3rd gear and grabbing 4th as the car settled on the exit.

Next the start of the Mulsanne and quickly up to maximum rpm and a case of sitting and waiting for the braking point at the first chicane. Braking at the chicane was late then changing to 3rd carrying as much speed through the right hand Play Station chicane as possible to enable acceleration to be prompt on the exit. The secret of the chicanes was to keep the car smooth to ensure maximum adhesion on the tyres. Fourth gear was grabbed quickly after the exit of the chicane and again it was waiting for the 2nd chicane - Michelin, which is exactly the same as Play Station except that it is a left-hander. As the Mulsanne ends there is a kink to the right which was flat. Having straightened the car up after the right-hander, firm braking was demanded with a change in to 2nd for the Mulsanne corner. This was relatively slow with a slow entry but fast exit. After that the circuit runs down hill through two flat right hand bends that lead to Indianapolis.

Indianapolis is a fast left-hander taken in 3rd. On exiting it you have to be sure to get the car settled on the left hand side of the track ready for Arnage, a slow 2nd gear right-hander. If Indianapolis is taken too quickly the car will be thrown to the right hand side of the track and Arnage becomes almost impossible. Having exited Arnage there is a quick change to 3rd and 4th before the Porsche curves. The first two curves were taken practically flat out with the car drifting from the apex point to the far side of the track which is the apex of the 2nd and 3rd part of the S's. The 3rd part of the S's requires firm braking ahead of the right-hander taken in 3rd and then flat out to the Ford chicane. That part of the circuit has a concrete wall by you so you have to have it correct.

The Ford chicane is a 2nd gear corner before you flick on to the start/finish straight where is essential to get the power on early, which inevitably leads to a little bit of tank slapping with a loose back end because of gravel thrown on to the track by wayward drivers, and then full on with the power as No8 bellows down that glorious straight! This is best racing in the world and I can't wait to get back!!! CB

- No8: ADU 179B to be driven by Keith Ballisat and Claude Dubois
- No9: ADU 180B to be driven by Jimmy Blummer and Peter Procter

No8 retired with piston failure after managing a maximum speed of 161.6 mph down the Mulsanne.
Lasting 3 hours, its overall position ranged between 26th and 32nd.
No9 retired with a broken crankshaft after managing a maximum speed of 162.2 mph down the Mulsanne. Lasting nine hours and completing 123 laps at an average speed of around 107 mph, it reached 18th during its last hour.

Well Peter Procter kindly demonstrated the No8LM Tiger at TIGERS2000 and will be able to read this article at his home in Yorkshire. Jimmy Blummer has received a copy to read at home in Darlington..
Marcus Chambers, now in his 90th year and living in Oxfordshire has received a copy of this issue.
Keith Ballisat died in the mid nineties and presently I have no information about Claude Dubois.

The No8LM Tiger normally resides in Berkshire.
The No9LM Tiger normally resides in New York State along with Sid Silverman's other Lister cars. [Since writing No9 now resides in Southern California at the home of Darrell Mountjoy]
The LM Test Tiger normally resides in Southern California at the home of Dick Barker.

Feats of skill and determination were exhibited in equal measure by Keith Hampson and his support team in their battle to get Keith's 1963 works entry Alpine ready after mechanical failure in practice nearly prevented the LM Alpine getting to the starting grid.

Keith and his team of Andy Todd, Tristan Bradfield and Dave 'The Mechanic' went through a fair number of challenges as well, following head failure during practice. A call to the French SAOC produced a saviour in Caen, a 180 mile round trip away, which Tristan and Andy set out to speedily
collect on Friday afternoon. Whilst the donor Alpine had stood around for a bit, beggars can't be choosers, and so the head was promptly separated and brought back to the circuit to be refurbished and refitted by teatime!
After a late scrub up Keith and the team were able to join the parade in the Town and were untroubled by scrutineering.

Keith completed the race at an average speed of 121Kms but the donor head gave way on the last lap
and having lost some places as a result, finished in 53rd place.

I believe Keith can most justly be proud of this achievement and we should all take our hats off to Keith and the team. Well done!