Four Small Wheels 6/2004

The lightweight HRG by David Blumlein
SLM has produced kits and hand builts of the Lightweight HRGs, a refreshing change for Le Mans collectors and they are worthy of some background study. The HRG sports car was the creation of three enthusiasts, Halford, Robins and Godfrey, all previously involved with cars, Halford with the Vale Specials, Robins the extraordinary Trojan and Godfrey the 'G' of the GN cyclecars on which he worked with Archie Frazer-Nash. No wonder therefore that the HRG had a beam front-axle reminiscent of the GN, while the car itself resembled something of a re-engineered Frazer-Nash, but with a "diff" in place of the "cogs". It first appeared in public in November 1935, surprisingly vintage in character just when that era was coming to a close as a greater degree of sophistication was creeping into the next generation of sporting cars, epitomised by the BMW 328 and 2.9 Alfa Romeo. Yet the HRG was aimed at the club sportsman and was well able to serve not only as a road car but also as one which could tackle races, rallies and trials. This it did surprisingly well and as production slowly got underway in a new factory at Tolworth, Surrey, neighbouring the celebrated Fox and Nicholl racing workshops, steady improvements were incorporated such as a widening of chassis and body in 1937. The car started life with the famous Meadows 4ED four-cylinder O.H.V. that had found success in the Lea Francis and Frazer-Nash cars but by the late Thirties this unit was coming to the end of its development. HRG therefore started to experiment with the long-stroke overhead camshaft Singer engine as used in their Super Twelve model in 1938 and this engine had superceded the Meadows unit by 1939.	The war put paid to plans for a much more advanced chassis and body and the immediate post-war period brought about a car-starved market. 'Export or die' was the theme in those austere times and car makers could only obtain materials if they played this game. Sports cars were in particularly short supply and HRG, having benefited technically from war production, turned out more cars (albeit of pre-war design) at this time that at any other time in their history. They introduced the 'Aerodynamic' model as well but it has to be admitted that this, although attractive to look at, was not a success, only some thirty odd being built. Part of the problem was the cumbersome nature of the body which became unreliable in use and although it created better aerodynamics and therefore a higher top speed, the additional weight was an overall handicap. And its attraction for gentlemen motorists soon waned as they found the harsh ride not to their liking! Some success was scored in the Alpine Rally but they were not going to succeed at Le Mans! HRGs had in fact run at Le Mans in 1937-39 and a win in the 1 1/2-litre class in the last pre-war event had been a useful boost to its reputation. Come the resumption of the 24-hour race in 1949, and some owners led by Peter Clark were keen to cash in on further success. Having studied closely the regulations, they decided to convert two of the 'Aerodynamics' to slim cigar-like bodywork, while Eric Thompson was induced to purchase a third chassis, one that had lain unsold in dealer Charles Follett's for a year, to complete the team.


These cars were handed over to Monaco Motors in Watford which was being managed by John Wyer, the future Aston Martin team manager. Here they were very carefully trimmed and prepared for reliability, the slim cycle-winged machine turning the scales at 12 1/2 cwt, two down from the standard car. By this time, the short stroke Singer SM engine was being used and the three cars were turned out in an attractive pale green. Robin Richards, the broadcaster, had overturned Clark's car in private practice, breaking his arm, and this meant that the versatile Jack Fairman was co-opted into the team, his first experience of the car being on the drive down from Dover! Clark's car, race number 33, (SLM49033 kit/SLM49033M built) was shared by Mort Morris-Goodall, Jack Scott and Neville Gee had no.34(SLM49034 kit/SLM49034M built) and Eric Thompson and Fairman took no.35 (SLM49035 kit/SLM49035M built). Opposition in the class came from the two Citroën engined DBs, the faster of which was piloted by constructors Charles Deutsch and René Bonnet, and the modified MG TC of George Philips.	At the start, Thompson was embarrassed to find the engine flooded and made a late getaway but by the end of the first lap he was up with his team-mates. Within the first hour Clark's car was in trouble with its top radiator hose and, because the regulation forbade any replenishment until the stipulated laps were complete, the engine seized at Mulsanne; suddenly the other drivers found themselves carrying spare hoses in their overalls! Car 33 was sadly retired finally at 5.30pm. The Scott/Gee car suffered a cracked engine block in the early hours, but the remaining no. 35 carried on. The MG had suffered disqualification and by dawn the Deutsch/Bonnet DB had a six lap lead over the HRG which at midnight had managed to overtake the second DB. By lunchtime however the leading DB had stopped on the Mulsanne Straight and the HRG was brakeless, Fairman taking a trip down the escape road at Mulsanne. But the class was within their grasp and the green car kept going until the end, finishing a fine eighth overall and a second (and final) class win. Then the three race cars headed off for the Spa 24-hours where, backed by Ray Barrington Brock's Coupé Aerodynamic, they scooped the 1 1/2 litre class 1,2,3,4., the only class finishers and all of them in a rather sick state! But not bad for a vintage-type sports car!

Left, 1949 Delettrez Diesel - the 1st Diesel starter at Le Mans & right, M.A.P. 10 litre supercharged Diesel, Le Mans 1950.
See David Blumlein's letter on page 14 for more information. (Photos from 24 Heures du Mans 1923-1992 - Editions d'art J.P. Barthelemy)