The film which is due out on 13th September 2013 focusses on the rivalry between Hunt and Lauda and the battle for the 1976 World Championship.

Hunt, played by Chris Hemsworth (The Avengers) and Lauda played by Daniel Bruhl (Inglorious Basterds), both look the part.

The film, which is directed by Ron Howard looks to be well worth the wait.

The trailer can be viewed below:

You can find out more about the film here: http://www.rushmovie.com/

More about the Hunt vs Lauda rivalry can be viewed in the BBC video below:

The historic banking was also being used with the three wheel Morgans looking well suited to the high banking. Two beautiful Bugatti Brescias were also doing well at the event, with Edmund Burgess winning the standard sports car class and taking best performance overall in his 1924 T13 version.

Favourites included the Wolseley Airess Special and the Sunbeam Coupe D Auto (both of which can be seen in the picture gallery below). No visit to Brooklands would be complete without a visit to the Campbell sheds and assorted aircraft hangers. The Concorde Experience is also well worth the effort. A pint and a chance to thaw out in the club house wrapped up a thoroughly enjoyable day.

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The car was originally fitted with a Cosworth 109e engine and was raced successfully until 1973 when racing at Silverstone it spun at Copse causing damage to the chassis after hitting an advertising board.

The then owner sold the engine gearbox and front suspension separately with the damaged body and chassis being sold to another driver who was going to restore it for his son to race. This never happened and the car has sat in storage ever since.

Speaking to friend who restores Lotus sevens, he told me that in reality only about 20% of the car would be saveable and to build a new one from scratch would be a cheaper option. But as this is a known car that has history, the best option would be to integrate the salvaged parts into a new chassis and include all the special features that were part of the car originally.

Details of the car can be viewed below.

http://www.coys.co.uk/auction.php?itemID=2436&auctionID=28

I applied for the Wings and Wheels event held at Dunsfold a few months before. Thinking again that I was going to miss out, the tickets arrived just a week before the event.

As this was my first event I got there early just in case we had problems along the way, which thankfully there were none other than getting lost a few times. After unloading the car we headed to the tent to sign on and get our number. On our return the paddock was starting to fill. The Napier Railton was there as were other aero engined cars. Bentleys, Bugattis and other interesting machinery started to arrive and soon the paddock was full.

The brief was to wait your turn in the holding paddock before you could start your run. You then drove onto the runway and up to the line before you were flagged away by the Marshall. You then drove as fast as you could down the runway, where a mile further down the road you were greeted by another Marshall waving a chequered flag You then trundled back up the perimeter road before attempting another run.

In the paddock I was given the nod to get the car into the holding paddock. I started the car and joined the queue. My main worry being the on and off nature of the competition clutch and how much of a fool I would look if I kept stalling it or kangaroo’d it through the paddock. All that worry fell away when I put my crash helmet on and actually found it easier to concentrate. The crash helmet blocked out much of the external noise and I found it easier to listen to the rise and fall of the revs. This was it I thought; finally I’m going to get to drive my car. Then my vision blurred as the Lola T70 parked next to me and all of its un-silenced 500+bhp of small block Chevy burst into life. In all the confusion I stalled the car. I prodded the starter but the engine would not catch. Waving frantically at my friend to come over and help just resulted in an excited wave back! I tried again and this time it caught. I drove straight to the line and was flagged off by the Marshall. All worries evaporated when I floored the accelerator. The car squatted down, I could feel the wheels spin as the front of the car rose and I was flung down the runway. Before I knew it I was in fourth gear the rev counter reading 6100rpm everything happened too quickly for my senses to work out what had just happened, it had been a blur and before I knew it I was at the end of the runway and heading back up the perimeter road. The car felt great, but through the gears the car seemed to bog down and stutter just slightly. This happened again on the second run and I was convinced it was the foam covers on the carburettor intake trumpets that were causing the issue.

For the afternoon run I removed the trumpet covers and now feeling more confident edged out of the holding paddock and onto the start line. This time the acceleration was far better, no bogging down, just straight through the gears up to the 6500rpm limiter. There was however a problem. With the covers removed the twin 45’s spat out a fair amount of unburnt fuel which, as I am sat only a few feet behind the carbs meant that I was first in line to get covered in the stuff! It just smeared across my visor when I tried to wipe it off. I cleaned it sufficiently enough to start my second run. This time it was more of a rolling start and I got away much better, and was quickly up into fourth gear again on the limiter. I was more aware of my surroundings and what was going on, the front mudguards were flapping as the wind caught underneath and I could see the front wheels skitting slightly on parts of the surface that were uneven. Again it was over all too soon and I was back in the paddock.

So, this was a great way to break the seal as it were, but I was only driving in a straight line which did not involve any of the twisty stuff. Hopefully if my luck holds there are a few track days I can participate in later this year.

With the introduction of the new Mk3 Capri in late ‘73 it was decided to put the Capri into competition once again. Zakspeed with its knowledge of Group 5 racing with its Ford Escorts were given the brief by Ford and were asked to create a car capable of competing against the works Porsches and BMWs.

The Group 5 racing regulations stipulated that only the shape of the car above the wheel arches had to be recognisable, along with a production engine and the same suspension layout. Anything else was fair game and could be modified at will. This gave rise to the silhouette racers, Zakspeed being anything but conservative with the Capri’s design.

The chassis was of space frame design with welded in roll cage. The body was made mainly of Kevlar and Aramid plastic with huge front and rear wings. Massive wheel arches covered the 19 inch rears and 16 inch front wheels. The floor of the car was light weight alloy bonded into place, with air jacks being incorporated into the bodywork. Inside the drivers seat was set well back into the cabin to help with weight distribution.

The engine used was the 1600cc BDA unit reduced in size to 1427cc with KKK turbochargers, Garret intercoolers and Bosch fuel injection. The first engines were producing 380bhp. This rose to 450bhp and by the end of the race programme the cars in division 1 of the race series were running 1700cc engines with 600bhp and a speed of over 180mph! The cars were kept cool with twin radiators located in front of the rear wheel arches with large oil coolers being used for engine, gearbox and rear axle.

The excited German press dubbed the car “Wunderwagen” and in 1978 the cars did well when entered mid season. 1979 saw the cars take the title in division 2 of the race series after winning eight races. Klaus Ludwig drove the car in the division 1 title in the 1980 series and the car took the first two wins. A row over the size of the rear wing saw these wins being taken away and Porsche won the title despite Ludwig taking five more wins that season. Manfred Winklehock won in his “Killer Capri” in 1981 taking the division 1 title with Ludwig taking the division 2, this being Zakspeeds most successful year. The following year the race series changed allowing Group C prototype cars into the mix. Development on the cars stopped and despite a few podiums the cars were no longer competitive enough and racing stopped at the end of 1983.

This year over 1,000 entries and 24 races guaranteed a busy race schedule.

Looking down the pit lane from the top of Silverstone’s Wing complex as twenty three Grand Prix cars filtered out on to the track for the newly revived Daily Express International Grand Prix Masters race was indeed a sight to behold. Bill Coombs won the two Grand Prix races held over the weekend on aggregate in his Tyrrell 009 which was originally raced by Jean-Pierre Jarier in the 1979 season. Favourite car of the race was the six wheel Tyrrell P34 which was once driven by Patrick Depallier.

The Fujifilm Touring car Trophy 1970 – 2000 was another highlight. Over forty cars were entered including Jaguar XJC12, Ford Capri’s, BMW M3’s and the like, battled it out, whilst true to form the Jaguar XJC12 sadly only lasted a few laps. The winning car being that of Rick Pearson in a Nissan Primera.

Whilst the new Wing is great for the modern F1 teams, it all seems a bit out of character when the classic machinery arrives. The old paddock just after Woodcote feels much better suited and feels more laid back with a more clubby atmosphere this is probably helped by the type of cars there, Formula Juniors sharing space with Lotus Cortinas and mini coopers to the Aston Martins and Listers.

A few favourites from the event are included in the gallery.