Speed Events at the Chateau

Set in 140 acres of rolling, English, Worcestershire countryside—with its own lakes, waterfalls and ornamental garden—Chateau Impney, or Impney Hall as it was originally known, was constructed 140 years ago by industrialist, philanthropist and Liberal Member of Parliament, John Corbett. Designed in the style of a French chateau, it was his effort to ease his Parisian wife’s incessant bouts of homesickness. Since completion, the story of this building is as checkered as the flag that will fall at the end of each flying run of the new hill-climb event planned for July this year. It has been a family home, lain unoccupied for many years throughout its history, it was once purchased by one of the original builders, requisitioned by the War Office during WW2, restored to become a restaurant, became the first UK disco venue in the 1960s, held live pop performances for artists including The Drifters, Joe Cocker and Fleetwood Mac and now currently fully refurbished as a luxury hotel, wedding venue, conference and exhibition center, to mention but a few.

Being built at the dawn of the motoring era, Chateau Impney has also flirted with motorsport events too, including speed trials and Concours d’Elegance meetings, particularly in the 1950s through to the latter part of the 1960s. This July  sees a return to a competitive hillclimb staged around what was described in 1957 by Autosport magazine as “Easily the most picturesque of this country’s sprint and hillclimb venues.” Prior to this revival event, Vintage Racecar traces the motoring past through the eyes of some of those who took part or observed the events of a bygone era.

Early Motor Racing in the UK

The first motor race held in the UK took part at Bexhill-on-Sea in 1902. It was part of a publicity campaign to lure visitors to a new and fashionable seaside resort. The event attracted over 200 competitors and thousands of spectators. This was the birth of British motor racing, although our European neighbors, France, were already in full flow.

In 1905, just a few miles along the south coast, Brighton became another venue for speed trial events. Today, enthusiasts still flock to Madeira Drive, a private road on Brighton’s sea front, hoping to set that elusive Fastest Time of the Day (FTD). As the horseless carriage dominated the beginning of the 20th Century, motor racing gripped the imagination of the public. Many of these meetings were held on public roads, the landed gentry in many areas giving permission, or arranging police to close roads for competition. It was all a bit “ad hoc;” there were many grey areas of the legalities of such events being held on public roads, spectator safety being of foremost importance. Given the financial clout of the participants, a blind eye was turned. Private venues included Shelsley Walsh, which also held its first hillclimb in 1905 and Brooklands, built in 1907, which opened the UK’s door to circuit racing—until its closure in 1939.

Competition on public roads in the UK came to an abrupt halt on March 25, 1925, when a spectator was injured due to the errant driving of Francis Giveen, a Cambridge University undergraduate and protégée of Raymond Mays, in his Brescia Bugatti “Cordon Bleu” and the unwillingness of a spectator to move from the edge of the course. This incident was the “straw that broke the camel’s back” rather than an isolated incident responsible for the ban. Over a period of many decades, moves have been muted to reintroduce road racing in the UK, the necessary Act of Parliament has yet to be drawn up for its regulation and approval. As a result, private land owners, along with post-war disused airfields became the only options for car clubs to organize speed trials, road racing, trials and hillclimbs.

Hagley & District Light Car Club

Chateau Impney was the venue of such speed trials organized by the Hagley & District Light Car Club. The HDLCC was formed in 1935 by a number of enthusiasts who met regularly at “The Woodman” public house (now the French Hen PH), at Clent, to the south of Stourbridge in the West Midlands, for a “Noggin and Natter” and arranging speed trials in the area. After the interlude of WW2, the club continued with regular trials and speed events taking place under their guidance even though, in the UK, petrol was still on ration until 1950. Members of the HDLCC included famous drivers like Peter Collins and Ken Wharton both of whom rose to the very top of the sport in Grand Prix and sports car racing. Max Trimble was another notable member; he campaigned with an Austin-Healey and both C- and D-Type Jaguars until an unfortunate accident at Spa, in 1957, which nearly cost him his life. Another leading name, Tony Marsh, who won the Formula Two championship in 1957 and became a multiple British hillclimb champion, was also a member. Today, the HDLCC leases Loton Park near Shrewsbury, and has regularly held events there since the 1970s, as well as at a number of other locations.

One of the first events the HDLCC held at Chateau Impney followed the tragic loss of member Ken Wharton, in January 1957. A Wharton Memorial Driving Test was established and runs annually to this day, although at differing venues. Wharton was a prolific driver and competed in all disciplines of the sport including car tests. These tests were pure concentration of driver and car working in harmony, negotiating well-defined courses marked by black and white pylons. Starting, stopping, slalom, points where the car changed direction at high speed, all at split-second timing were all parts of the program. Vehicles used included a special, a sports car and a sedan. Drivers were split into teams and the team with the fastest time and fewest penalties won the prize. There was a significant appetite for events like these from spectators and participants alike—even BBC television sent crews to cover events. The first of these was held at the Chateau in April 1957. Max Trimble took part but was unable to attend the Speed Trials due to injuries sustained at Spa, although he did compete in later events.

Chateau Impney Speed Trials 1957

Various successful Rallies and Concours d’Elegance meetings by car clubs such as the Aston Martin Owners Club and the Morgan Three-Wheeler Club were held at Chateau starting in the early 1950s. The HDLCC tried, unsuccessfully, for many years to get permission from various agencies and authorities, both in motor sport and social forms, to hold a regular speed event in the grounds. Eventually, all came to fruition when agreement was made for the running of a sprint hillclimb. A date was made on the racing calendar for this inaugural meeting, with its first practice being held on Saturday, September 28, and final runs on Sunday, September 29, 1957.

The track, of some 550 yards, would take in the striking surroundings already mentioned and, although short, would require the skill and ingenuity of each and every driver to win the ultimate Best Time of the Day (BTD). Starting beside a lake, the course followed an access road, sufficiently wide enough for the purpose, to the chateau. It was initially a 150-yard straight, with a left and right bend over a stone bridge, then another 150 yards of left sweeping corner, after negotiating this there was a 100-yard straight followed by a sharp right turn through the shrubbery to the finish line.

Spectators flocked to get a glimpse of the action that took place in the fine late summer sunshine. It was a huge social event and sparked the imagination of locals and many others from far and wide. The entry was oversubscribed too; only the first 100 and a handful of reserves were able to take part. The meeting was split into various classes of competition, with the competition divided into nine classes (three each of sports car, racing car and sports racing car classes), giving a truly eclectic mixture of cars; from a Morris Minor Special to C-Type Jaguars. The driver line up was a virtual “Who’s Who” of the hillclimb fraternity of the day, luminaries like Phil Scragg, David Good and Tony Marsh. There were two qualifying runs on practice day—the best to count, followed by similar runs on the Sunday for final results. The star of that first meeting was David Good setting a time of 24.64 seconds, driving immaculately in his Cooper.

1958

The cream of the Rally World used Chateau Impney as a stage on the 1958 RAC Rally. Converging at the nearby Prescott Hillclimb, from starting points in Hastings and Blackpool, competitors made their way to the Chateau for a maneuvering test. England was in the grip of winter that made driving challenging to say the least. At the finish, the Harper/Deane Series II Sunbeam Rapier won. The ladies prize was awarded to Pat Moss and Ann Wisdom. In among the competitors was another lady, Patsy Burt, at the wheel of an Alfa Romeo Giulietta SV who was to shine brightly at the Chateau later in the year.

Patsy Burt’s father, Eric, had raced at Brooklands pre-war, and she had been a member of the Junior Car Club. After the war the young Miss Burt got back into the motoring groove at the wheel of her Jowett Javelin in sprint, trial and rally events. So good was she, that she was offered drives from works teams such as BMC, Triumph and Ford. She was spurred on by successfully competing in what was principally a man’s domain and changed from sedan to formula racing and hillclimbs.

With one successful meeting under its belt, HDLCC looked forward to building upon the first year’s achievement. The late September weather had other thoughts, though, and it was a case of drivers doing their best on a wet, but drying course. Patsy Burt really gave the men a run for their money. 1958 was one of her first seasons in a Cooper T43-Climax F2 car winning the Stapleford National Hill-climb and narrowly missing out on the best time of the day at Chateau Impney. Tony Marsh and David Boshier-Jones made it a three-way split with Marsh posting a final time of 24.65 seconds—just one hundredths off of the record, despite the inclement weather. Boshier-Jones was second with 25.22 seconds and Patsy Burt’s time, set in the Formula Libre category, was a shade slower at 25.38 seconds.

1959

In contrast to the squally rain just 12 months previous, the sun truly had its hat on and smiled on the throng of competitors and spectators. Great weather was conducive to record times being set. David Good beat his course record setting a new BTD of 23.76 seconds. Phil Scragg, who had won the Miller Cup for fastest sports car in the previous two years, made it a hat trick as his guided his HWM-Jaguar, SPC 982, to post a time of 25.68 seconds. The combination was prolific throughout the 1959 season as Scragg, who had competed for around 10 years and was an accomplished driver of the era, marched on to become British Sports Car Hillclimb champion. Sadly, many drivers who compete on a national, rather than an international level are soon forgotten and do not command the notoriety deserved.

1960

A resurfaced course at the Chateau once again meant records fell at the HDLCC Speed Trials. Engineer and proficient driver Reg Phillips took full advantage, setting an unbelievable time of 22.08 secs aboard his home-made Fairley Climax Special—one of a number of competition cars named after Fairley Steels, the company he chaired. Phillips had been part of the 500 scene, post WW2, using an Austin 7 chassis to build his first Fairley 500, powered by a Norton engine. In 1950, he turned his back on circuit racing to concentrate on hillclimbing. He embraced the discipline and became a stalwart of the movement for many years, still competing and described as “indecently quick” even into the mid-2000s.

1961

In 1961, local man, but international competitor, Tony Marsh took the winner’s spoils in his F1 Lotus 18-Climax, newly acquired for the 1961 season. During the season, Marsh had entered to drive the car in various races including the F1 World Championship Belgian, British and German GPs. One of his best results was at the non-championship Brussels GP, where he finished 3rd on aggregate. Marsh set a best time of the meeting of 23.02 seconds, but couldn’t beat the course record, even with modern F1 machinery.

1962

Poor track conditions, due to oil spillage on the Saturday and heavy overnight rain on the Sunday, ensured all previous course records would stand for another year. Although the sun shone brightly throughout the Sunday afternoon, it was far too late to dry out the surface completely. Bill Bradley was entered to drive a Cooper MkIII-Ford Junior entered by the Midland Racing Partnership and took best time of the day, set on his first run. Believing he would be seriously challenged by Mike Hatton (Cooper 1100), Bradley tried a little too hard as he lost control and demolished a large portion of the fencing just after the bridge on his second attempt. Hatton failed to take victory by the smallest of margins, just 0.07 seconds.

1963

While the speed trials at the Chateau were keen social events, as well as a competition held in a relaxed atmosphere, the headlines of the 1963 event were more “off track” than on. As a sign of the times, it was a knife-brandishing “teddy boy” threatening another spectator who stopped proceedings for some 20 minutes until detained by the police, allowing serious competition to continue. Period press reports suggest this event was by far the best supported in its seven-year history. The recently purchased ex-Graham Hill BRM P48 Formula One car, now in the capable hands of Tony Griffiths, was on the pace and took the best time of the day —although not the course record. Other notable drivers taking silverware were; John Handley in his Mini Cooper S, Ralph Broad in another Mini Cooper, Phil Scragg in an E-Type Jaguar, David Good in a Cooper-Daimler and Tony Marsh, now in his Marsh-Climax.

1964

Crashes, spins and incidents reminding both the public and drivers that “Motor Racing is Dangerous” littered the weekend, with no less than 13 drivers involved in accidents of some shape or form, leaving spectators leaping for their lives. By far the worst incidents involved an Austin-Healey 3000 driven by S. Alexander. On his second run, as he entered Bridge Corner too fast and lost control, he hit the parapet and cracked the foot-thick brickwork. Hardly slowed by this, the car continued out of control into protective bales, showering the car and adjacent spectators in straw confetti.

Following his success in 1963, Tony Griffiths’ BRM P48 F1 car was now on full song. In his first run he not only recorded the best time of the day, but took the long-standing course record with a time of 22.07 seconds—a time that still stands today.

1965

The Ninth Annual Speed Trials at the Chateau were blighted again by inclement weather; heavy rain affecting practice on the Saturday and the start of the official timed runs on the Sunday. Competitors and spectators alike assumed the racing cars would fare better under the conditions and set the fastest times. They were both to be proved wrong as the Mini Cooper Ss of John Handley, Steve Neal and J. Wales took silverware, and although significantly slower than the record, Handley took best time of the day. The front-wheel-drive Minis held the surface better than the rear-wheel-drive cars that struggled for adhesion.

1966

Nearby Malvern manufacturer Morgan was the car to have in 1966. Ray Meredith drove his Morgan Plus 4 (XOV 555) to the best time of the day. Meredith had had success in previous years, especially 1960-’62, winning the road-going sports car class. Prize money in those events was modest even by period standards, just £3! Although his car wasn’t tuned to Super Sports standard, Meredith did have Chris Lawrence, synonymous with the marque, to look over his car throughout.

1967

The curtain finally came down on the Speed Trials following another damp and dismal wet meeting, although at the time competitors were unaware of the demise of the event during the weekend. An 80-car field vied for various trophies and the ultimate best time of the day. Mike Hawley at the wheel of his Brabham BT23B-Climax faired better than anyone else posting a time of 25.47 seconds—not a course record, but the last fastest time set at the Chateau. So, the end of an era of Speed Trials at what had become a delightful social event on the local motoring calendar. It would appear that Hagley & District Light Car Club were in no way responsible for this ending, simply the financial failure of the custodians of the Chateau. Since the Speed Trials closed, the Chateau once again held non-speed motoring events such as car club rallies and concours d’elegance when the opportunity allowed.

2015

It is now nearly 50 years since a competition was last held at this extraordinary venue. Thanks to the current owners’ hard work, dedication and ability to negotiate with the relevant authorities, vintage, classic and competition cars will again vie for trophies as the new, or rather revived, Chateau Impney Hillclimb is once again added to the motorsport calendar. Once again the surroundings of the Chateau will echo to the sound of engines revving and tires screaming as drivers negotiate the new 1000-yard course to get the elusive BTD, while spectators, hopefully, bask in the sun as they soak up the ambiance of the occasion.

Many of the cars that competed in period will again be seen, some with their original drivers, some with descendants of those competitors, others with their new owners. The event will also welcome some of those who took part in period like David Good, who set the original best time of the day, Max Trimble (now Vice Chair of the HDLCC), and Tony Griffiths who still holds the original course record set way back in 1964. Shirley Monro, who visited that first event with her father, will compete with her ex-Stirling Moss Cooper 500.

Sadly, with the passage of time, those who once conquered the course like Tony Marsh, Phil Scragg and Patsy Burt, to mention but three, are no longer with us, however their spirit will live on in this new era. New times will be posted and records set for future drivers to challenge and beat. Chateau Impney will again become the social event it once was and marked on every enthusiast’s calendar.­

Hugh Miller – Photographer

Many of the photographs used in our feature are previously unpublished images taken by Hugh Miller and his friend Roy Cottrill, just schoolboys at the time. The two young local photographers are entwined in the history of the Chateau Impney Speed Trials and other motorsport events of the early to mid-1960s. The boys were huge motor racing fans and lived in Bromsgrove, in the West Midlands of England, just a few miles from the Chateau. Although in their early teens, they were an enterprising pair and formed their own photographic company, “Speed Photo of Bromsgrove,” designing and printing formal notepaper that added to their credence and professionalism. Speaking to Hugh Miller, he said, “We were mad keen motor racing fans and photographers wanting to get a little nearer to the action than a normal spectator ticket would allow. We sent letters to car clubs asking for photographer press passes to achieve our goal. Many of the clubs we approached simply sent the tickets.” In those days the accreditation process was not scrutinized as it is now.

The pair set off to many venues by bike and included local meetings at Prescott, but also took in Silverstone—a round trip of some 120 miles! No mean feat. However, the boys were charged on by youthful exuberance, enthusiasm, their love of motor racing and the ability to capture significant photos of the period. Miller explained, “We would return to our base in Bromsgrove, develop, print and select suitable images for publication. Next, it was a trip on the bus to Birmingham New Street railway station, midnight Sunday, to courier the photos to the Autosport offices in London, ensuring we’d make the press deadline. Usually we’d make it, but once we didn’t, totally missing the copy deadline. I also remember an occasion when I completely ruined a roll of film. In my haste to process the images, I mistakenly put the film into a fixative bath rather than developer—not good, the images were lost. In the main, we did a good job and were paid for our efforts, which we plowed back into our business. We purchased Russian-made Zenith single lens reflex cameras and lenses to replace our original fixed lens cameras; this improved the quality of the images and service we provided. Although, I must admit, they were the poor man’s SLR. Sometimes, the light would get into the film or the mirror would jam, but despite this it was still a good investment. Later Roy got a Messerschmitt two-seater vehicle, which he was able to drive once he was 16 years old. This opened up other venues including Mallory Park and Oulton Park.”

The MG Car Club was one of those that sent accreditation passes to the boys, and their first visit to Chateau Impney was to cover the club’s Driving Tests. Although they preferred hillclimbs and circuit meetings, these were still good for their CV. Photos from the event were sent to Autosport and later that year, they were commissioned by the publication to cover the Hagley & District Light Car Club Speed Trials at the Chateau, which they did.

“I submitted one of my photographs as an entry into a national competition organised by the Photographic Information Councils’ Junior Photographer of the Year for 1963. Although I didn’t win I was Highly Commended.” Unfortunately, the boys’ enterprise came to an abrupt halt when Mike Kettlewell from Autosport called to speak to Hugh. “My mother answered the phone and told Kettlewell I was at school. I think he was taken aback by this, believing both Roy and I were professional adults. In fairness, I don’t believe it was just our age that sullied the relationship and halted our access to events. By that time, I was off to University to continue my education. Having spent my career as a University Lecturer, now in my retirement, I’ve returned to my love of photography, but looking at other subjects rather than motorsport. They were fun days, remembered with great affection.”