CHAPMAN, COSTIN AND THE VANWALL.<\/strong><\/p>\n

Introduction<\/strong><\/p>\n

The achievement of Tony Vandervell and the Vanwall are difficult to quantify with the passage of time. This article will attempt to reflect on its relative achievement and magnitude. It will attempt this with a wider appreciation of the technology base prevalent at the time.
\nThe establishment of British motor sport and domination in during the 1960\u2019s can be attributed to the inspiration of Vanwall. Much of the creative and winning advantage being supplied by Chapman and Costin.
\nIn many respects Chapman and Lotus would inherit the mantle and represent Britain in International competition.<\/p>\n

The editors had hoped to be able to present some new material as a result of research at Acton and Ealing [West London, UK] where the Vanwall was produced in the 1950\u2019s. Sadly dramatic new archive or photographs have not been found. However research has thrown up at least a different perspective on the Vanwall achievements that have perhaps not been expressed previously.<\/p>\n

Motor sport in an engineering and science lead sport. This emerged early in the motor car development, accelerated between the wars with the refinement of aerodynamic theory and again post war with adoption and extrapolation of scientific thinking more thoroughly integrated with the likes of Costin and Chapman. Here we witness the \u201cAppliance of Science\u201d<\/p>\n

This science and level of technology is not cheap and hence the interesting comparison and competition between the major manufacturers and private independents with their respective budgets. The \u201cDavid v Goliath\u201d. The Continental Manufacturers v the British amateur constructor [\u201cgaragisters\u201d]
\nIn this article we will examine an interaction of the best of both through the Vanwall. A fuller a clearer appreciation of the subject matter might be achieved by our subscribers if they care to look at the A&R articles on our biography on Frank Costin; \u201cThe Works\u201d and \u201cLocation and Evolution\u201d of motor sport organizations and companies.<\/p>\n

The Vanwall story is substantially British and reflects much of the engineering preeminence that was located in West London and particularly in Park Royal.<\/p>\n

The Magnitude of the Vanwall Achievement.<\/strong><\/p>\n

It\u2019s difficult for one generation to look back and understand the magnitude of achievement because of the difficulty in making relative comparison. The editors might suggest the recent success of Brawn.
\nTony Vandervell with the Vanwall overcame a massive psychological barrier in relation to British motor sport. There had been Continental domination for 30 years.<\/p>\n

Up until the Vanwall taking the World Championship in 1958 the previous pattern had been:
\nContinental Champions\/Contenders British Challengers
\nAlfa Romeo ERA
\nLago Talbot BRM
\nFerrari Frazer Nash
\nMaserati HWM
\nSimca Gordini Cooper Bristol
\nGordini Connaught
\nMercedes Benz Cooper Alta
\nLanca Cooper Climax
\nLancia Ferrari i Lotus Climax
\nPorsche<\/p>\n

<\/strong>Tony Vandervell made a very significant investment in the Thin Wall Bearing factory and the Vanwall programme. There is a suggestion that the patent, land, building and tooling cost in the region of \u00a3400,000 c 1935-1944. It\u2019s possible that much of the cost of the Vanwall was wrapped within this. The fact remains that technology and success did not come cheap. Every indication is that it must bear some comparison with a modern FI team. Venables emphasizes this point when he notes \u201c it was a fitting reward for all the resources which Tony Vandervell had put into the Vanwall, whose cars were built to exquisite tool room standard\u201d
\nVandervell was definitely not a \u201cgaragister\u201d<\/p>\n

This investment was a made during a period of considerable economic uncertainty. Much of Britain\u2019s resources were depleted during the Second World War. There was rationing for a period afterwards.<\/p>\n

It was an immense achievement for the Vanwall to win the World championship in 1958.
\nIt\u2019s believed that the Vanwall won 6 out 0f 9 Grand Prix\u2019s to take the Championship.
\nThis must be understood in the context of the internal economic position and that of the continuity and confidence of the Continental opposition. However Britain had flair and technology extrapolated from wartime.<\/p>\n

It\u2019s perhaps important to note it was possibly one of the last of the front-engined generation.<\/p>\n

It could not have been achieved with out the specialist craftsmen and companies conveniently located in London and distributed throughout the UK and beyond.<\/p>\n

Guy Anthony [Tony] Vandervell<\/strong><\/p>\n

Tony Vandervell born in 1898 was quite a remarkable man. An industrialist\/ entrepreneur, a patriot, motorcycle rider in his youth [he rode in trials and in the Senior Manx TT in 1921] .He is also believed to have raced at Brooklands c 1921-24. He fought for his country during the war. He took on the might of the Continent and after some failure and development was able to win when assistance was provided from Chapman and Costin.
\nIt would seem to that he was a man of considerable vision [seeing, anticipating potential and possibly projections to future growth opportunities] mixed with determination. The evidence suggests that he was correct as shortly after their introduction the thin wall bearing was\u201d used almost universally throughout the British and car and aircraft industries\u201d<\/p>\n

Obviously cultured and a sportsman in widest sense of the British tradition.<\/p>\n

Tony Vandervell was a supporter of the BRM project [this would be natural accepting his competition interest and status as engineering \/ component manufacturer.]
\nTony Vandervell is presented as hard but fair man. Possibly too an enlightened autocrat he probably saw the excessive and misguided committee structure at BRM as a handicap and drag on progress. He nonetheless generously supported motor racing.
\nHe realistically acquired a Ferrari c 1948 for research and evaluation. This was [technically, economically, competitively and commercially] a very sensible approach. It would improve the learning curve and provide momentum. A second Ferrari was acquired and raced as the \u201cThin Wall Special\u201d This must have provided the Vandervell Co. with useful publicity.
\nVenables records that Tony Vandervell \u201c ambition was to build a successful Grand Prix car. He set his staff working on a design for the 1952-53 2-0-litre Formula 2.\u201d<\/p>\n

Ultimately he had the confidence and determination to commit to winning.
\nHe was modest and generous in sharing success and referred to achievements as a \u201cTeam Effort\u201d
\nFor the winning 1958 season Tony Vandervell secured the services of Moss, Brooks and Lewis-Evans.
\nIts possible that following the death of Lewis-Evans, and more competitive opposition Tony Vandervell decided to withdraw from racing in 1959. Vandervell did briefly experiment with a rear-engined car; the VW14 but the full GP team was not in operation.<\/p>\n

Tony Vandervell died in 1967.Venables comments and makes the assessment
\n\u201cHis dedication and determination had put Britain on the map in Grand Prix racing. Vanwall started a run of success for British Racing Green which has been maintained ever since\u201d<\/p>\n

He also had the courage to commission Chapman and Costin. We ought understand this in the context that he was a very wealthy and significant powerful industrialist who had formed his own team. He must have had considerable faith and belief in Chapman and Costin. [Admittedly they both had track record but Lotus was under a decade old and had not yet entered FI] They were possibly well recommended but Tony Vandervell can be measured by his openness and determination to win in commissioning these two men. It\u2019s also possibly consistent as s successful businessman that he was able to make calculated decisions regarding investments and outcomes.
\nThe fact that they were London based and easily accessible was possibly a major contributory factor. The patronage must have lifted their esteem and confidence.<\/p>\n

The Context and Brief History.<\/strong><\/p>\n

The interwar period was characterized by extreme swings in the world economies and of wealth and poverty. It was period also dominated by advances in technology, science and speed was both a physical reality but also an expression or motif of the era.
\nAirlines, flight technology and civil airship programmes expanded and with it the world shrank. Lindbergh in 1927 and Malcolm Campbell were heroes of speed and record breaking
\nIn America we had the introduction of mass production of the motorcar as exemplified by Henry Ford who possible fore- sore the potential of a mass market following the production practice and capacity of the First World War. Complementary was the thinking of Frederick Winslow Taylor.
\nCounterbalanced against this progress was the 1926 General Strike in the Britain the 1929 Wall Street crash in 1929, the Depression in both America and Britain and as the shadow of war hung over Europe with the 1936 Jarrow March. On both sides of the Atlantic measures were attempted to alleviate some of the social extremes. America adopted the New Deal in 1935 and Tennessee Valley Authority established in 1939 and with it came mass electrification and the potential for economic growth.
\nDuring the 1930\u2019s significant work was done relating to he atom.<\/p>\n

In Britain during the 1930\u2019s there were considerable economic and technological changes taking place. In fact he older Industrial Revolution with its locational patterns and manufacturing practice were being replaced.
\nIn Britain and particularly in London the requirement for bigger plants and production methods [see above] and commensurate distribution systems demanded new locations and networks. This along with electrification and the house-building programme prompted what we know as \u201cMetro Land\u201d. The structural change in industry required an outwards movement from the older centers and in London towards the West and the larger mass production plants in the West Midlands.
\nTwo major arteries\/ corridors were created running out from Central London. Both ran through Middlesex. They were the Great West Road [particularly significant in Brentford [see A&R article on Motor sport locations] and Western Avenue running out through Acton and Perivale and most significantly alongside Park Royal. These combined with the rail connections gave access to the West, sources of skilled labour, distribution and markets.<\/p>\n

The mid 1930\u2019s were not the most auspicious time for major investment. However this is bravely, confidently and perhaps with insight Tony Vandervell did.
\nThe architecture of the era was inspired by engineering and advances in production techniques. The leading school of thought at the time was the German Bauhaus. [See A&R article Industrial Designers] The electrified underground lines we have mentioned radiated out of London. Thee stations were strongly influenced by this modern style. One of the most representative is Park Royal serving the industrial heartland of London. Welsh and Lander designed this building under the influence of Charles Holden. It was and remains a significant landmark.
\nTony Vandervell chose to build his factory almost opposite the Park Royal station on the northern side of Western Avenue we believe. The suggestion is that Sir Aston Webb in 1935.Its believed the design the building has been demolished.<\/p>\n

Collaboration of actual location has proved difficult. Search of the Internet has not revealed any pictures of the building. The editor has only seen two photographs in Jenkinson and Posthumus. Reference to the large scale Ordinance Survey maps is inconclusive, although they do concur with Kemps directory of 1955. The editor believes that the building built in 1935 may have been extended [see Ordinance Survey sheet for both 1935 and 1956] and that a further factory or administration building might have been in close proximity. The editors deduction is that a two storey building in the modernist style with a central staircase \/ lift was approximately 180 -200 feet long approximately and ran parallel with the Western Avenue and was shoe horned between the main road and railway line to the north. The building seems to be finished in white smooth render and each of the symmetrical wings had lettering stating Vandervell Products Ltd. above the second storey windows and below the parapet. In one photograph the chimneys of the Guinness Brewery at Park Royal can be seen [or conversely the chimneys of the milk factory opposite]. The OS plan indicates there was a service road leading into the site from Western Avenue and a platform alongside the building suggests is function of efficient loading and delivery. There are others suggestions that a second Vendervell building might have been built c 1936\/37.<\/strong><\/p>\n

The Economic Geography and Technology in West London.<\/strong><\/p>\n

In our economic investigation we must make some estimations\/ extrapolations. However should the CCM&EC be established it would be hoped that much more detailed, and accurate research could be conducted particularly with regard to the cost of related projects and associated legal contracts.<\/p>\n

West London has a significant economic and technological history from the 19th century. This partly grew up around the Grand Junction canal.
\nAn early aerodrome was developed by London Aviation Co in the North Acton corner of Middlesex, West London. Ruffy, Arnell& Baumann made a plane c 1917 they were taken over by Alliance Areoplane Co.De Havilland tri-planes\/ biplanes were also made there c 1919. Renault made cars at a factory in Acton and skilled manufacture was intensified on the Park Royal complex .In 1952 Park Royal comprised 335 acres.
\nIt\u2019s therefore understandable why Charles and later Tony Vandervell would see such advantage in the area.<\/p>\n

Charles Anthony Vandervell moved his company [later known as CAV that made accumulators, electric lamps and switchboards] from Willesden to Warple Way, Acton Vale, and West London between 1904 and 1908 it\u2019s estimated.
\nIt\u2019s believed they were involved in general engineering, tool making and manufactured precision instruments. According to Venables they \u201csupplied electrical components to many manufacturers in the early British motor industry\u201d.
\nCharles Vandervell also had an interest in Norton the motorcycle manufacturer.
\nThe firm pioneered the dynamo charged battery and in 1911 produced the worlds first public service lighting system. Other items included vehicle electrics and aircraft magnetos. As the company and technology advanced they also made wireless components, fuel injection pumps for diesel industry and during the Second World War fuel systems for aircraft.
\nThe following employment details are recorded:
\n1916:600
\n1918:1000
\n1980: c3000
\nIts believed that in 1926 CAV was bought by Joseph Lucas and in the later stages before the factory closed in the late 1970\u2019s \/ 80\u2019s heavy duty electrical equipment for commercial vehicles were produced.<\/p>\n

Vandervell Products originated as O&S Oiless Bearings Co .It was bought in 1927 by Charles Vandervell whose son Tony was made director. The company acquired the American patent or licence from Cleveland Graphite Bronze for the revolutionary thin wall or shell engine bearing from 1935.
\nDuring the Second World War they made bearings for the Napier \u201cSaber\u201d aero engine.
\nIn 1967 the company was bought by GKN production was moved to Maidenhead in Berkshire and the Acton works closed in 1970<\/p>\n

Its believed that the Vanwall was constructed at the Vandervell works on Western Avenue. This was of course immediately adjacent to the Park Royal Industrial complex.
\nThe car was constructed at what was called the \u201cStable\u201d and twelve engineers\/ fitters craftsmen attended to them under Frank Davis. Klemantaski alludes to \u201cActon the Racing Department\u201d<\/p>\n

Western Avenue was only eight to ten miles from Hornsey and would be connected via the North Circular.<\/p>\n

Incidentally supporting the technical skill base were the following colleges in the immediate area;<\/p>\n