1966 Le Mans Morgan +4

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Re: 1966 Le Mans Morgan +4

Postby Andy Downes » Thu May 24, 2018 11:06 pm

A little more information on this subject.

Yesterday I spoke to Len Bridge at Goodwood, Len worked with Chris Lawrence at LawrenceTune in the early 1960s. He was a key member of the 1962 Le Mans Team (spending the race in the Mulsanne signalling pits if I remember correctly).

I asked him about subsequent Le Mans entries following TOK in 1962 - apart from Chris returning with the Deep Sandersons in 1963/64 etc he said there were none with the +4. I suggested that the entry we 'found' for 1966 might have been with the +4 SLR, he agreed it would have made a lot of sense but didn't think it happened and certainly wasn't aware of it.

When asked about working with Chris Lawrence he said it was hard work, long hours, could be difficult, was exhilarating, frustrating, but most of all exciting and a lot of fun. Apparently the whole team would be busy trying to keep up with demand and multiple 'projects' - when Chris would fetch up and announce out of the blue "I've agreed with so and so that we'll do this by then", throwing the already flat-out employees into another period of the seemingly impossible. So it's perfectly possible that Chris had set something up with Peter Morgan and hadn't dropped the bombshell on his ususpecting workforce - making an entry (in early 1966) of course is not the same thing as getting accepted and actually turning up with a race car.

Andy 8-)
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Re: 1966 Le Mans Morgan +4

Postby John Clarke » Fri Jun 01, 2018 8:38 am

Hi Andy
I am pleased you met up with Len Bridge at Goodwood. I had a number of telephone conversations with Len as I was going to do a short biog for my book but I just ran out of time.

The remaining Le Mans guys are all getting on now and their recollections will soon be lost. These are my notes from my conversation with Len that were not included in my book. The ‘66 entry wasn’t mentioned but then again, I didn’t ask.

Early History: Len was born in 1934 and recalled going to Crystal Palace as a boy where he saw his first motor race. Len did his National Service in the Fleet Air Arm, training to be a pilot on Fairey Fireflys. He missed going to Korea and by 1956 had a job at Rotax – the aircraft part of Lucas. He was a Technical Author in the turbine laboratory where CJL and Les Fagg were working on large starter motors (6 inch diameter) for big turbine engines. At various times Len was running either a pre war 3 ½ litre Jaguar drop head coupe, a Vale Special (with Singer Le Mans engine) or an Austin 7. Any thoughts of motor racing were a fantasy.

At Westerham Motors: In ’59, Len left Rotax responding to CJL’s plea of being “snowed under”. Work had increased dramatically largely from the publicity generated from winning the Freddie Dixon Trophy. CJL and Len were the only engineers, the other employee’s, Les Fagg (ex Merchant Navy) and John Harvey were assigned general work and engine assembly respectively. Len also helped manage the business.

On the Deep Sanderson: By the summer of 1960, Len’s whole emphasis was the DS 101 (Morgan development was put to one side). Talk was around using the FIAT engine rather than the Ford 105E. CJL had designed a ‘trapezium’ chassis using VW front and rear suspension. Len recalled the cars were “hopelessly un competitive” in Formula Junior. They were very slow in practice at Goodwood when after two laps the throttle cable snapped (we didn’t put a ‘stop’ on the throttle) then the car became stuck on the tow rope! By the middle of the year, Len turned his attention to gaining his competition licence by competing regularly, sometimes doing double races at a weekend. But he admits, he was slow, sometimes getting lapped in 10 lap races. Then there was CJL’s desire to build a front engined (TR4) 2 seater sports car based on a tubular backbone chassis. After the chassis broke with 4 people standing on it, “it was mercilessly never finished”.

"CJL came up with three bright ideas a day but most were rubbish". Len considered CJL was a “forward looking dreamer”.

On Morgans: Len recalled coming back from the Morgan Factory after talking with PHG to supply a chassis for the 1000km Nurburgring race. They discussed having a stiffened chassis (triangular fillets), a strengthened front frame and improved camber angles….but nothing came of it.

On 61 Le Mans: “It was a farce”.

On 62 Nurburgring: I was driving DS301 when the steering broke and I crashed. The steering arm was of poor design and manufacture. I was team manager for 4 Morgans and the DS. It was hard work.

On 62 Le Mans: MMC did the homologation papers. The Morgan race car had a standard crank but lightened flywheel, racing 87mm pistons, uprated bearings, and improved oil seals.

The rest of my notes have been incorporated in my book and I hoped to visit him in Dorset at some time as he was full of stories and anecdotes. I was unable to verify a lot that was said and I took it at face value.

Image
Len racing the ill fated DS 301 at the Nurburgring in 1962

Not of any great use to the thread's topic, but some may find it interesting.

cheers

john
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