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Briggs Cunningham and his huge entourage of racers, technicians, pantechnicons and Caddies arrive in France for the 1954 Le Mans classic- ‘The Eagle Has Landed’!…

The racers are two Cunningham C4R’s whilst on the trailer is a Ferrari 375MM, the shot above was taken at the village of Bolbec, 35 km from the port of Le Havre where the team and all of the equipment above arrived from the United States on the ship ‘Mauretania’.

This article is about Briggs, his Cunninghams and the team’s 1954 assault on the event. In researching the C4R I discovered this fantastic website about all things Cunningham, so rather than using copious amounts of it here, take the time to explore, it is exceptional;

http://www.briggscunningham.com/home/cunningham-c4r-continuation/

This piece comprises a bit of context about Cunningham, some background on his cars and the main game which is the 1954 event. There are other images of the race but I have stuck as much as possible to the Getty Archive to keep the flavour of the shots similar, this Maurice Jarnoux chappie, whose work I am becoming increasingly familiar with, is a bit of an artiste.

Briggs Cunningham…

Lived a life surrounded by extraordinary wealth and also one of considerable sporting achievement as both a yachtsman and racer, this slightly truncated obituary is as good a place as any to start.

‘Briggs Swift Cunningham II, a sportsman whose affinity for yachts and cars drew him to sailboat racing as an America’s Cup skipper and to auto racing as the creator and driver of his custom sports car, died Wednesday 2 July 2003 at his home in Las Vegas. He was 96. Cunningham sailed in the 1958 Cup races off Newport, R.I., as skipper of the 12-meter sloop Columbia, successfully defending the America’s Cup against the British challenger, the 12-meter yacht Sceptre.

”Briggs was like a fine violinist with boats,” said Victor Romagna, who sailed with Cunningham in the competition. ”He would need someone to do the tuning, as one might with a Stradivarius, but afterwards, we would hand the boat back to Briggs. Then he would play the instrument absolutely perfectly.”

Cunningham was born Jan. 19, 1907, in Cincinnati. His family helped finance railways, telecommunications, meat-packing and commercial real estate and his father was the chief financier of two young men who had developed a bath soap that floated. Their names were William Cooper Procter and James Norris Gamble.

Briggs spent his summers in the Northeast and learned to sail by the time he was 6. His family moved to Southport, Conn., when he was a teenager. At age 17, Cunningham joined the Star Class racing fleet at the Pequot Yacht Club in Southport. The venture was the beginning of his 30 years of sailboat racing on Long Island Sound.

He attended Yale for two years, then left in 1929 to marry Lucy Bedford, daughter of a Standard Oil heir, Fred Bedford. It was during this period that he entered into sport as a way of life.

As a member of the New York Yacht Club, he continued to sail the Columbia in club races through the 1960′s. He also developed ‘The Cunningham’, a common device on sailboats that adjusts sail tension.

Cunningham’s interest in racecars began in 1939 when he participated in the New York World’s Fair.

After World War II, he began competing in the 24-hour auto races at Le Mans, France, and in 1951 he showed up with the Cunningham C-4R, a racecar he had designed and built. Made with a sleek, hand-hammered aluminum body and Chrysler’s newly introduced V-8 engine, the Cunningham has been called America’s first sports car. A year later, Cunningham and his partner, Bill Spear, placed fourth with the car at Le Mans, averaging 88 miles an hour.

”Cunningham himself was never particularly interested in short races,” Road and Track magazine said in 1979. ”What he liked to do was get out and drive and drive and drive, which was why Le Mans was so fascinating to him.”

Having raced his sports car for the last time in 1955, Cunningham began competing on a Jaguar team and became a Jaguar distributor in New England. After moving to California in 1962, he bought several vintage powerboats and, in 1964, opened the Briggs Cunningham Automotive Museum in Costa Mesa, Calif., which has since changed ownership and was moved to a private museum in Florida.

In 1993, he was inducted into the America’s Cup Hall of Fame at the Herreshoff Marine Museum in Bristol, R.I. Earlier this year, he was inducted into the Motor Sports Hall of Fame.

Cunningham was married 40 years to his second wife, the former Laura Cramer. He is survived by his wife; a son, Briggs Cunningham III of Danville, Ky.; two daughters, Lucie McKinney of Green Farms, Conn., and Cythlen Maddock of Palm Beach, Fla.; two stepsons; 19 grandchildren and 31 great-grandchildren’.

 

Cunningham Cars…

Briggs first came to international attention with his Cadillac entry for Le Mans in 1950.

There were two cars, one looked standard, the other had somewhat bizarre streamlined open bodywork and was immediately nick-named Le Monstre by the Frenchies. Cunningham was encouraged by the results when the coupé finished tenth and the streamliner eleventh.

Cunningham’s original plan was a Cadillac-engined Ford, a high-power, low-weight recipe concepted by Phil Walters in the States, but the ACO turned it down.

In a path that became well travelled, Briggs was convinced that a strong, simple American V8 with an equally sound, simple chassis would produce a competitive car to go head to head with European marques of more exotic specification.

Three specially-built sport-racers with Chrysler engines started the 1951 Le Mans classic. Two crashed, the third had engine bearing problems but finished eighteenth. Before its contretemps with the scenery one of the C2s was running in second place, a significant achievement for a new marque.

‘For 1952, less weight and more power were the goals. By now, having noted the C2’s promise (it had won at Watkins Glen and Elkhart Lake) Chrysler itself was tacitly backing the team’s attempt to defeat the Europeans on their home ground. The Detroit giant now had a standard engine with real performance potential, and the sales impact of victory was tempting. The ‘hemi’ V8 engine used lateral push-rods to operate splayed valves from the single camshaft in the Vee. This gave it the advantage of hemispherical combustion chambers with less complexity than using twin cams, and the stock output was somewhere around 180bhp’, said MotorSport.

Extensive engine development included ‘all the usual bag of hot-rodders tricks’- valve-gear lightening, needle-bearing roller rockers and cam followers, solid lifters instead of wheezy hydraulic components, special crankshafts and hi-lift cams. Four Zenith carbs fed the beast which used a compression ratio variously quoted from 7.5:1 to 8.6:1. The engine’s capacity was 331cid or 5425cc, power quoted was between 300 and 340 bhp and torque some 312Ib ft at only 2000rpm.

The big cast-iron, 625 pound plus lump with its two-inch overhead valves was understressed- down the decades this formula of worked Detroit V8’s was very successful as long as the limitations of the inherent layout and design specification were not exceeded. The big step forward for American V8s’ from a racing perspective was the small-block Chevy with its (relatively) lightweight thin-wall casting techniques, but the Chrysler, pound for pound was a competitive unit ‘in period’, the 283 Chev was still a few years away in 1954.

 

The chassis was a period typical ladder frame comprising two pairs of steel tubes joined vertically by tubing and gussets which carried the big bent eight.

Suspension up front comprised coil springs and double wishbones, a coil-sprung rigid axle replaced the De Dion set-up of the C2 at the rear, it was well located by trailing arms and a Panhard rod. Hydraulic tubular shock absorbers were used front and rear.

Chrysler engineers were involved in sorting the suspension geometry, spring rates and shock absorber settings together with Cunningham’s team of Phil Walters, Jack Donaldson and Briggs Weaver.

A stock or even modified Chrysler transmission did not offer the number of ratios required let alone the strength with all that torque tearing away at it. It took a truck unit to cope- an Italian Siata gearbox was used containing four ratios in a light aluminium case, it proved to be sweet shifting and great to use over long distances.

Sexy alloy Halibrand (as used at Indy and on America’s sprintcars and midgets) 7 X 16 inch wheels were used with big, 13 inch, finned drum brakes but they were not really up to the task. The brakes had to be used sympathetically in the manner of the day, albeit by 1953 Jaguar was pioneering the disc brake paradigm shift, an advantage they would press home to the end of the decade, especially at Le Mans.

The cars track was 4ft 6in front and rear, its wheelbase 100 inches and weight circa 2410 pounds, not a lightweight but much less bulky than the ‘pork-chop’ C2.

 

Three C4Rs were built. One was a Kamm-tailed coupé the other two slab sided spyders designed by Bob Blake.

Big grille and cutaway wings channelled huge swags of air to the radiator and finned, iron brake drums. Rear wing scoops cooled the tyres, neat slots in the trailing edges of the rear wings kept the flow going. For the spyders, instead of siting the oil-cooler low, where it would be vulnerable to stones, the team adopted a distinctive cylindrical aircraft-style unit mounted high up on the cars scuttle.

The C4R’s race debut was at Bridgehampton early in 1952. For thirteen laps Phil Walters led, then a tail-pipe came loose and he was black-flagged. It was a minor disappointment but the team’s spirits were lifted for Le Mans.

Cunningham entered a spyder for himself and Bill Spears, another for John Fitch and George Rice, while Phil Walters and Duane Carter handled the coupé. By Saturday night, Carter had stuck his car in the sand, and Fitch and Rice had retired with valve problems. But they had been quick, and Briggs Cunningham drove solo in the remaining car for nearly 20 hours before letting Spear cruise home fourth. It was an amazing, gritty performance by the American sportsman.

The following year, 1953, a new streamlined Cunningham, the C5 raced, the winning Jag D’s top speed reaching 154mph on Mulsanne. The Coventry team’s Dunlop disc brakes were the difference between the cars. The C5 was third, the C4R spyder seventh, and the coupé tenth.

 

Strong progress was being made on chassis, aerodynamics and engine by both Cunningham and Chrysler, but Briggs’ personal desire to win Le Mans was tempting him from Detroit to Maranello.

A string of national and international successes in the States ought to have been supremely satisfying, since the blue and white cars were beating the twin-cam Europeans handsomely there. Best of all was a hard-fought win against the works Aston Martin team at Sebring in 1953.

Two of the new DB3Ss, crewed by Reg Parnell/George Abecassis and Peter Collins/Geoff Duke, traded positions with Fitch and Walters from the start. After Duke collided with another car, the other Aston couldn’t close the small gap- at the end of 12 hours racing the Cunningham scored by 3 1/2-minutes’, the car won from the Parnell/Abecassis Aston Martin DB3 with the Johnston/Wilder Jaguar C Type in third.

And so, lets look at the 1954 Le Mans classic.

Jaguar raced three new works Jaguar D-Types driven by Peter Walker and Stirling Moss, Peter Whitehead and Ken Wharton and Duncan Hamilton paired with Tony Rolt- the winning combination aboard a C Type the year before.

Jaguar HQ before the off- its all happening.

The #12 Moss/Walker car DNF brakes 12th hour, #15 Whitehead/Wharton D Type DNF ‘box 13th hour and the #16 Laurent/Swaters Ecurie Francorchamps C Type 4th place- see the spare bonnet for the C upstairs. The un-numbered car is a spare or the #14 Hamilton/Rolt car.

Ferrari, Maserati and Osca entered cars, Ferrari’s challenger was the V12 375 Plus to be driven by Umberto Maglioli and Paolo Marzotto/Froilan Gonzalez and Maurice Trintignant/Robert Manzon.

At the endurance racing seasons opening round, Sebring on 7 March the Lloyd/Moss Osca MT4 1450 triumphed over the might of the Aston Martin and Ferrari teams. Now Briggs wanted a Ferrari engine for Le Mans!

To achieve this he needed to buy a car, so John Fitch and Phil Walters accordingly arrived at Le Mans with the 375MM pictured on the quayside above.

The new Cunningham C6 was not ready, the fast but unstable C5 had been destroyed at Reims the year before, so the two C4R spiders were again entered as well as the Ferrari. The C4R Spyders were driven by Bill Spear and Sherwood Johnston with Briggs and John Gordon-Bennett in the other car.

 

The pre-start Le Mans panorama with the #54 BG Le Mans Renault of Brevil/Py 18th, #51 DB HBR Renault Louis DNF and #55 Monopole X84 of Hemard/Flahault thirteenth in focus. Amazing just how well these sub-one litre buzz-boxes place.

The cars were lined up in order of engine capacity from largest to smallest- the 5482cc Cunninghams at the head of the queue- above the two C4R’s of Cunningham/Gordon-Bennett and Spear/Johnston and the three works Ferrari 375 Plus of Maglioli/Marzotto, Gonzalez/Trintignant and Manzon/Rosier.

The sprint has begun above.

The 375’s of González/Trintignant, Manzon/Rosier and Maglioli/Marzotto led almost from the start, but Moss kept the D-Type in touch with them and Rolt was not too far behind. In its early stages the race looked like a 10 lap sprint rather than a 24 hour grind. At the end of the first hour, González led with Moss, the best placed Jag in third.

Merde! or words to that effect.

The beached Chinetti Ferrari 375 Berlinetta of Rubirosa/Baggio, DNF after 5 laps, not a great return on a significant investment.

Problems with blocked fuel filters delayed the Jags during the third hour. As darkness descended González and Trintignant led, the 375 Plus Ferrari of Maglioli and Marzotto had dropped out with transmission failure.

A large number of cars had fallen out of the race during the initial hours. By the seventh hour the number of retirements increased including the Shelby/Frere Aston DB3S and the Behra/Simon Gordini T24S.

The Lagonda was out during the seventh hour as well, having completed 25 or 26 laps after which Eric Thompson spun into the bank at the Esses. I wrote an article about this car and incident a while back, click here to read it; https://primotipo.com/2016/08/12/dyer-want-the-good-news-first/

So too, seven hours in, Ian Stewart rolled his Aston Martin DB3S on the fast stretch between Arnage and White House corners, destroying it with Stewart severely injuring his arm.

The slinky, aerodynamic, XK engined D-types steadily moved up the field. By midnight Whitehead and Wharton were second, two laps behind the leading Ferrari. Manzon/Rosier were third, ahead of Rolt and Hamilton, with the Aston Martins of Parnell/Salvadori and Collins/Bira completing the top six.

The #9 Talbot-Lago T26GS above of Rosier/Megrat DNF,  ahead of the eighth placed Bristol 450 of Wisdom/Fairman.

In an amazing team performance the three Bristol 450’s finished seventh, eighth and ninth. Seventh were Wilson/Mayes and ninth Keen/Line. I’m not sure who that is beside the road, Eric Thompson perhaps.

Early on Sunday morning, Walker/Whitehead and Rosier/Manzon retired, both the Jaguar and Ferrari had shagged gearboxes. The Moss/Walker D succumbed to braking problems on Saturday evening. By the time dawn arrived the battle at the front was between a car from Coventry and Maranello apiece.

What’s more, as the clouds built up and rain became a threat, the Ferrari power advantage would be negated by the conditions- by breakfast it was raining heavily. González and Trintignant could afford to ease back a bit but any problems would place them into peril, as the rain intensified, the remaining Hamilton/Rolt D-type applied the pressure with nothing to lose.

The works Reg Parnell/Roy Salvadori supercharged Aston Martin DB3S ahead of the winning works Ferrari 375 Plus of Froilan Gonzalez and Maurice Trintignant. The Aston retired during the twenty-first hour with head gasket failure.

The two Brits, Rolt and Hamilton threw caution to the wind and raced their D-type hard. On one lap Rolt glanced the bank out of Arnage and stopped for a bout of impromptu aluminium panel beating. He had been forced off line by a slower car.

The rain eased, allowing the Ferrari to put its horses to the road and use its power to better effect but the Jag kept on coming, the rain intensified again and the Jaguar drivers began to close the gap further.

With two hours to run, González and Trintignant were still nearly two laps ahead of the Jag, with ninety minutes to run Trintignant brought the Ferrari in for a routine stop. González took over, but the big V12 refused to fire. Gonzalez jumped out whilst the mechanics fumbled with the plugs.

Rolt was now in sight, the Englishman intent on stopping for new goggles, but his crew waved him on now that the XKD was on the same lap as the leader

The Scuderia Ferrari mechanics fiddled beneath the bonnet, they knew the engine was strong given its perfect state prior to the stop. The car sat for seven minutes, then suddenly burst back to life, González jumped aboard and accelerated away barely ninety seconds ahead of the chasing Rolt, but now his V12 sounded less healthy than it had before.

With thunder and lightning assaulting the circuit and an hour to run, Rolt handed over to Hamilton for the final stint.

In a fierce sprint to the finish, Hamilton cut the lead down to 1 minute 26 seconds, but as the track began to dry for the last few laps, González sped away to win by just under three minutes.

González and Trintignant had driven their Ferrari 375 Plus to victory, covering a distance of 2,523.486 miles over 302 laps, averaging 105.145 mph. Rolt and Hamilton were second in their very hard worked D-Type, one lap behind at the finish. Third were the American Cunningham duo of Bill Spear and Sherwood Johnston on 283 laps 19 laps (over 157 miles) behind the winners.

Three years before, in the 1951 British Grand Prix González scored Scuderia Ferrari’s first Championship F1 victory in a Ferrari 375 at Silverstone, in his last appearance at La Sarthe he won Scuderia Ferrari’s first Le Mans, a unique Ferrari double. The Lord Selsdon entered 166M took the first Ferrari victory at Le Mans in 1949 when he and Luigi Chinetti won the race having covered 235 laps in the 2 litre V12 engine car.

In terms of the overall performance of the two outright contenders the Jaguars were faster due to a much more slippery shape (Moss was timed at 154.44 mph/278kph), but the Ferrari was said to have superior acceleration and brakes, which is counter-intuitive given the new-fangled discs fitted to the Jags.

Whilst finishing third and fifth, the Cunninghams were unable to match the pace of the leaders, giving Briggs and his team plenty to focus on for 1955. None of the Astons lasted the distance and of course Jaguar would be back, and Mercedes Benz…

 

Etcetera Le Mans 1954…

 

Jaguar works cars all lined up all ready to rock and roll.

The Moss/Walker, Hamilton/Rolt and Whitehead/Wharton D Types with the Laurent/Swaters C Type at the rear.

Moss, lightning fast always from these run and jump starts, en-route to the #12 XKD, #14 crewed by Hamilton/Rolt and #8 is the supercharged Aston Martin DB3S raced by Reg Parnell and Roy Salvadori- DNF after 222 laps in the twenty-first hour with head gasket failure.

The Eric Thompson/Dennis Poore Lagonda DP115 4.5 litre V12 heading towards White House early in the race- a famous Louis Klemantaski photograph, before its fateful spin in The Esses.

Thompson, after his lose, manoeuvres the car to a safer position below, before working out how to get it back to the pits.

 

OKV 1. Duncan Hamilton aboard the works second placed D Type, by the look of the car its early in the race before nightfall. The machine was well and truly tested to its limits by its intrepid pilots especially in the final stages of the race.

The twelfth placed Claes/Stasse Porsche 550 Spyder leads the 3 litre Aston Martin DB2/4 Vignale of Colas/da Silva Ramos which retired with gearbox failure in the fourteenth hour. None of the six Aston Martins or Lagonda which started the event finished it.

Moss chasing the works Maglioli/Marzotto Ferrari 375 Plus early in the race- the beached Chinetti entered 375 MM in the background. The works 5 litre car retired with gearbox trouble in the eighth hour

Spin.

Even if you don’t win there is a clever marketing angle to be communicated- Jaguar press ad 1954.

And yes, the results do rather tend to speak for themselves!

Happy Scuderia Ferrari crew gather around the winning 4954cc V12 375 Plus of Gonzalez/Trintignant. Car looks rather good, I suspect this is before the off.

Briggs Cunningham and his team staged a campaign of military scale, organisation and precision- the only thing missing was the kitchen sink and a car with just a smidge more speed.

What a marvellous Le Mans it would have been to witness in 1954?

Bibliography…

Briggs Cunningham website- briggscunningham.com, MotorSport magazine, Wikipedia, Team Dan, F2Index, thanks to ‘The Nostalgia Forum’ boys work on the ‘Then and Now’ thread for great work in identifying the dockside and travelling photograph locations

Credits…

Getty Images, Louis Klemantaski, Tom Sangen, briggscunningham.com, Bob Tronolone Collection, Bernard Cahier, LAT, MotorSport, Stephen Dalton Collection

Tailpieces…

Apart from anything else Briggs Cunninham was a sportsman who just loved to compete.

Here he looks forward to his week in France, dockside with his family and team.

Finito…