Racing cars could have been so different

For this post I delve into the pages of “The English Mechanic and World of Science” magazine again. The magazine is a rich resource of material, it’s hard to resist the temptation to visit its pages once in a while.

The latest in racing car proposals in 1902

It is March 1902, there is no organized motor racing in England. The first proper “race” in the UK at Bexhill-on-Sea is still a few months away. It is on the mainland of Europe that road racing has taken off. Races between major cities are the rage and the famous Gordon Bennett Trophy is now well established. These races on the continent were being won by continental drivers, much to the chagrin of English Mechanic reader, and letter writer, D.W. Gawn who proposed this design of car to compete with the Europeans and win.
The car as described is certainly quite unlike anything else on the road back then, with its futuristic angular lines and streamlining. But what is really sets it apart is the driving position. The driver and mechanic lie down on their fronts on a padded, inclined couch protected on three sides and above by a cab. This brought to my mind parts of the late Sir Peter Ustinovs classic satirical recording "The Grand Prix of Gibraltar"
As the designer states in his letter to the editor. “The car would, behind the bonnet be of a wedge formation, thus reducing windage and vacuum troubles to a minimum”. He seems to know something about the concept of streamlining. The cab area would certainly offer protection from the buffeting winds the speeds would create, and if you required further protection from the elements, a canvas sheet would be drawn across the rear from the cab roof to the end of the car. He surmised that all this protection would make things more comfortable for the crew as they would not have to wear heavy coats, gloves and hats to keep them warm.
What about the pedals? How would you operate this novel vehicle? This is where things get a little vague, Mr Gawn only goes so far as to suggest that slots would be cut into the couch that the driver lies on. He considered that the area below the dashboard would be left open to the engine so that the driver and mechanic could keep an eye on things during running. Perhaps small adjustments and running repairs could be made too. This may well have resulted in quite the noisy cockpit at high speeds and high engine revs though.
As for the engine. What would power this car to victory? A four cylinder 50 HP unit is suggested in the letter. Horsepower to engine size calculations are complicated and way beyond my knowledge to work out. But a 1902 Napier Grand Prix car was said to develop 45 HP from a six and a half litre engine. I think it's fair to assume that the engine would need to be about 7 litres or 427 cubic inches at a minimum. Our designer wanted the power plant to be transversely mounted, with flywheels at each end of the crankcase, claiming that this would lead to greater stability than a similar car with a longitudinally mounted engine. Drive to the transmission, and wheels would be by chain.
The writer even says that he has shown this design to David J. Smith, supplier of parts for the English Mechanic cars. Smith was often referred to in the pages of the “English Mechanic” and was answering questions on the subject of car construction nearly every week. Clearly, he was seen as some kind of expert on the manufacture of early automobiles. Apparently Mr. Smith conceded that the idea had some merit and may well be a “goer” if a working pedal operation can be arranged, but the idea may be ahead of its time. Which in some aspects it is. The streamlined look and driving cab is like nothing else around then. But why Gawn chose to have the driver lay down on his front instead of reclining in a seat is beyond me. But this is the early days of the automobile and anything goes.
In closing, he asked for peoples opinions of the design, but I have yet to find a reply from any other readers of the magazine in the following issues.
The temptation to visualise what the vehicle may have looked like was too much for me, so I decided to dust off my iPad drawing skills and give it a go. The sketches are nothing but conjecture and a little bit of fun.

Artists impression showing the cockpit. Complete with padded couch.

Artist’s impression of the car at speed.

My home town's place in Motorsport history

This panoramic view of the beach north of Mablethorpe hasn't changed since the days of the race in 1905

Anyone who was born and raised in the Lincolnshire seaside town of Mablethorpe, like me. Will tell you that the beach has probably the finest stretch of sand in the entire United Kingdom. A fact that did not go unnoticed by early Motor racing enthusiasts. 
Though the draconian “red flag” act that had limited a cars speed to 4mph with a man carrying  a red flag walking in front of a car had been repealed, the speeds on public roads were still limited to 14 Miles per hour and many motorists desired places to stretch the legs of their vehicles. 
When, in July 1905 the Lincolnshire Automobile club (itself the first motor club in England) announced in Autocar magazine their intention to hold a race on the wonderful Mablethorpe sands, there was great interest.
 Remember, that at this time, there were no motor racing circuits. Brooklands, the very first purpose built circuit, wasn’t completed until 1907. So enterprising “speed kings” had to resort to racing on private estates or, as in this case, the beach.There was to be two events, one over a flying kilometer (1,094 yards) and the other over a standing kilometer. It’s interesting to note that even at the height of the British Empire, the event was held over the “continental” kilometer distance rather than the imperial mile. The sands at Mablethorpe could certainly support the longer run. 
The races were to be handicapped to give all entrants a fair chance.The Mablethorpe Amusements committee put up prizes totalling 25 guineas, Including a 10 guineas cup for each race winner. The incentives must have worked because 28 competitors entered for both of the events. 
Perhaps they, and the spectators that lined the sands, were also there to rub shoulders with the famous Selwyn Francis (SF) Edge (1868-1940) He was a Lewis Hamilton of his day. Born in Australia, he came to England with his parents when he was three. He grew to be a talented sports man and businessman. He was a member of the team that won the Paris-Bordeaux cycling race in 1891 and ran a car importing and improvement business before moving on to motor racing. 
By the time of the Mablethorpe event he had already won the famous Gordon Bennett trophy race and was something of a star. When he announced his intention to attempt a speed record on our sands, a huge crowd was assured, with the Great Northern Railway laying on extra trains in expectation. 

Edwardian Motoring hero Selwyn Francis Edge.

Edge was a big attraction and many photographers, (or snapshotists as a contemporary journal described them) were trying to get pictures of him at the event. 
Edge had been joined on the sands by his cousin Cecil, who would ride as his mechanic during record attempts, and his good friend Clifford Earp, another well known motor ace of the day. In the end the weather conditions were against the attempt and it didn’t take place. Though Mr Earp expressed an interest in coming back to attempt some records at a later date.

Mr. Clifford Earp at the wheel of his Napier.

Though there could be no record breaking attempts that day, the racing went ahead on Saturday August 19th. The sands were described in all the automotive journals of the day as being in perfect condition, aside from a small patch at the start where a stream had run through the sands making for a small hollow spot. With 28 competitors, cars were run in pairs, in a head to head elimination format like modern drag racing, until they got down to three cars for the finals.

Dr. Gilpin's Richard-Brasier, is seen here easily beating Mr. Crow's Rexette which being a three wheeler got stuck in the sand. Note the huge crowd lining the entire length of the race course.

The cars were handicapped based on the published performances of the vehicles, the big 30/40 HP Daimler of Capt. H E Newsum and the 24 HP Wolsey of Sir H B Bacon the only 2 cars running from scratch in either event. In the standing kilometre Newsum would give up 400 yards of the 1,076 yard strip to some slower competitors. In one heat he gave a 250 yard start to  Mr. T M Winch in his 10HP Century beating him by over 500 yards according to one report. In the “flying” race Newsum gave up 32 seconds to some competitors. But it didn’t matter, Captain Newsum was an accomplished motorist and comfortably ran out winner. He bested Mr. C W Pennell in a Martini and Dr. E Crabb in his Baby Peugeot, in the standing kilometer final. While in the flying kilometer he got the better of Mr. W E Wadsley on his Orient Buckboard and Dr. Gilpin in his Richard-Brasier. But as the competition committee had written a meeting rule that the same person could not win both trophies, the prize for this race went to Mr. Wadsley. 

Mr. Wadsley's Orient Buckboard, leads home Mr. N. Isle's 8HP Rover. The size of crowd is amazing.

With such a successful meeting you would think that a future would be assured for this event. But the next year the meeting scheduled for Saturday July 21st 1906 only received 12 entries. So the committee reluctantly cancelled the meeting and it was never repeated. Wether it was because SF Edge and Clifford Earp would not be there or the competitors didn’t want to be beaten easily by Capt. Newsum we won’t ever know. But a letter to the editor of The Motor Car Journal from a person with the nom-de-plume “Mablethorpe” wrote extolling the virtues of Mablethorpe over Skegness as a year round resort and Motorsport centre. So the organizing committee were working hard to drum up support to run a second event. But it just didn’t work out.

"Mablethorpe" writes to the editor of "The Motor Car Journal"

What became of the Lincolnshire Automobile club, the first car club in the country? It’s still around and active, with it’s headquarters not so far away from our seaside town. With a slight change of name it is now known as the Lincolnshire Louth Automobile club.
All this history gives rise to a great what-if in English motor racing. What if SF Edge had been able to set a new speed record at Mablethorpe on that August day? Or what if Mr Earp if had come back and broke the hour record here instead of at Daytona Beach? Would people have come to the Lincolnshire coast for their attempts on Motorsport speed records? Perhaps the Mablethorpe sea front today would have memorials to those early racers on it. We can only wonder.

A Daimler 30/40HP of the type driven to victory by Capt. H E Newsum

The Orient Buckboard, similar to the one driven by Mr. Wadsley. Note the tiller steering.