Sunbeam cars in a motor racing event
Sunbeam Works Racing cars participated in the 1922 XVI Grand Prix de l'A.C.F. in Strasbourg. The race took place on 15 July 1922 and was run to a formula stipulating that maximum engine capacity should not exceed 2 litres and that the cars should be two-seaters weighing not less than 650 kg. The formula was to remain in force for four years producing "fields of brilliance to be unequalled for many years" it was the first rolling massed start in the history of Grand Prix motor-racing.
Three Ernest Henry-designed team cars were constructed for the event preceded by a similar prototype which served as a test, practice and spare car. When H.O.D. Segrave's assigned team car's engine was ruined by fire during practice he adopted the prototype instead as his race car. During the race the engines in all three Sunbeam cars failed and none finished.
After the Grand Prix one of the Sunbeam cars was entered in a Brooklands race, which it won. All four cars were subsequently sold to privateers and entered in various events with varied levels of success. Rarely for a complete British Works team of the Vintage era, all four cars survive. However, only one - chassis No 2 - can be considered original, while the other three embody genuine and original components and possess continuous histories 
The course.
The course near the French city of Strasbourg was roughly a triangular of unpaved public roads with three near straights and three sharp corners. The start line where elaborate viewing tribunes and fronting ‘pits’ were built was at Duppigheim, first corner was at Entzheim, second at Innenheim, and final corner at Duttlenheim. It was long, requiring 60 laps to complete the .
The 1922 Grand Prix de l’ACF.
In practice it became clear that the Fiat team had superior speed; Sunbeam axle ratio were lowered to improve speed. In the race, the Sunbeams could not match the performance of the Fiats, safe engine revolutions were exceeded and the inlet valves fractured; the Sunbeams were ‘put out of running’. Jean Chassagne in car No.9, the team leader and winner of that year's IoM T.T. with a modified 1921 Grand Prix Sunbeam retired after only five laps as did K. Lee Guinness in car No.16.
Segrave, in car No.21, the junior team member, in his second ever Grand Prix lasted ‘approximately half the full distance’. He was later to remember this event as ‘sheer misery’ (not least due to chemical fuel burns on his backside sustained by fuel spillage, the result of a hurried and untidy refuelling); he did hold a fourth place behind the Fiats for most of his race.
1922 Brooklands.
On 30 September 1922 the Essex M.C. put over a series of Speed Championships. The 2-litre 8.5mile event was won in one of the Grand Prix Sunbeams by H.O.D. Segrave at 92.81 mph, fastest lap 99.81 mph. This was the only success these cars obtained for Sunbeam.
Aftermath.
The failure of the cars did irreparable damage to their designer Ernest Henry's previously shining reputation and career. Despite the mechanical weakness of its rear axle, the performance of the Fiat 804 convinced Louis Coatalen, Sunbeam's general manager, to use the design as inspiration for his winning series of Grand Prix cars between 1923 -1925.
The 1922 Sunbeam engines which failed during the race were repaired, the advanced servo operated brake systems were removed and installed in the 1923 Grand Prix Sunbeams. The gear lever was repositioned to the centre of the cockpit. A few years later after a ‘cooling period’ the cars were sold into private hands. All four 1922 team cars - including the prototype - survive today; a rare survival of a complete Grand Prix team of the vintage era. However, only one is original (Sunbeam No 2); the other three are genuine, authentic and resurrected (Sunbeam No 1, No 3 and No 4 respectively).
Design.
Designed by Ernest Henry in Suresnes, with input from Louis Coatalen and the Sunbeam Experimental Department Wolverhampton. Jean Chassagne was liaising and also in charge of testing.
Before the Great War Ernest Henry was a part of the successful and innovative ‘Charlatans’ who designed the first ever double overhead cams four valve Grand Prix engines for the 1912 Peugeot; the 1922 Sunbeam design follows similar principles. The aluminum body was the latest in streamlining and is typical of the Post Great War Henry design with the spare wheel carried longitudinally in the tail and braced by the large fuel tank.
The contemporary Wolverhampton Motor Car Registry records the prototype car being road-registered before three intended race cars followed as a batch. Each of the latter trio was finalised around its intended driver's requirements and preferences. The asymmetrically inclined valves (inlet 20 degrees and outlet 40 degrees from vertical) were a significant departure for Henry and may be attributable to Sunbeam and Coatalen whose interest in desaxé configuration dated to 1911. Another unusual detail was the engine mounted directly on the chassis frame similarly to the 1921 'invincible Talbot-Darracq'.
Following prototype testing at Brooklands and on the Isle of Man prior to the Grand Prix, modifications were instigated to the tail support bracket. Different carburetor configurations and different tyre types were tried, axle ratios experimented with, aero screens and mudguards were installed or removed as required.
Colour / trim.
Body in British Racing Green, black wheels and black leather trim (fluted for team cars, flat panel prototype car).
History of individual cars.
The Sunbeam Works records showing chassis and engine numbers, against a team driver did not survive; however, some records of chassis numbers raced at Brooklands did survive. Research of the history of individual cars derived from analysis of photographs and related period documents was carried out and published by historian William (Bill) Boddy, team car owner Neville Webb and Sunbeam specialist historian Bruce Dowell with varying conclusions. Works history is incomplete and therefore in some instances deduced. The post Works history and race record of the cars is generally agreed upon.
A prototype test car was constructed, tested and modified after which three team cars were assembled at the Sunbeam Wolverhapmpton Experimental Department. For the purpose of the Grand Prix the three Works team cars were designated Sunbeam I, II and III for Jean Chassagne (riding mechanic Robert Laly), Major H.O.D. Segrave (riding mechanic Jules Moriceau), K. Lee Guinness (riding mechanic Bill Perkins) respectively. The prototype test car became the Strasbourg team spare and was driven in practice by all three team members; "Guinness, Chassagne and myself [Segrave] put any amount of time on the course".
Chassis stamped 'No 1:22'.
This was the prototype test car completed early in 1922 and on which the team gained experience subsequently built into the subsequent batch of three assigned 'team cars' intended to compete at Strasbourg.
This Chassis was previously thought to have been team car No.4 from the serial stamped prominently on cockpit and bulkhead plaques but not into the frame itself. In the 1970s an original number stamp was found on the front dumbirons, matching stamps on the other three frames. This read No.1.22 in matching original Sunbeam type face and 21st century forensic metallurgical examination of this stamping found no evidence of any alternative stamping in that position. Engine is stamped No.4 over-stamped 1. Identity plates attached to the firewall and cockpit stamped ‘Engine No.1’ and ‘Chassis No. 1’ were applied in the 1970s, after the car's original identity had been uncovered.
Registration number DA6436.
The first car to be built; unpainted it was tested by J Chassagne the liaison officer for the project at Brooklands; this resulted in variety of modifications notably re-configuring of the support bracket for the tail. It was shipped to the Isle of Man registered DA6436 and was tested again during practice for the 1922 Tourist Trophy and was found comparable to the 1922 3-litre Tourist Trophy Grand Prix Sunbeams. Later that year in Strasbourg, it was used by all three Team drivers for practice. When H.O.D. Segrave's assigned Team car was damaged by engine fire during practice, this spare car was race-prepared and driven by him in the Grand Prix. Post-works, it was found fire damaged; works and modifications to engine and body ensued and private entries in speed events were made before the war. In 1941 the engine was removed and Riley engine and ENV gearbox used, a year later the body was replaced with a new full width two-seater body. Post war it passed through several hands and in the early 1970s it was rebuilt and rebodied with a 1922 Strasbourg style body as an authentic example. "(See footnote below.)"
Chassis stamped 'No 2.22'.
Nicknamed by some ‘The Time Warp Car’. Chassis stamped no.2.22. Engine brass plate stamped no.2. Registration DA6468.
1922 Strasbourg Grand Prix race no.21 for Major H.O.D. Segrave (riding mechanic Jules Moriceau). damaged in practice fire and set aside, Segrave using spare prototype test car instead on race day. Segrave may have then used this car for the 1922 Brooklands Essex M.C. Speed Championships, which he won – the only Works success of any Strasbourg car. Subsequent pre-war history is largely unknown - photographed in the 1920s with Fred Caswell at the Works and may have been subsequently owned by him. Postwar it was owned by predominantly three long term owners and participated in occasional V.S.C.C. events; it thus remains exceptionally original and complete retaining all its components including body, leather seats and of course all running gear. "(See footnote below.)"
John Grosscurth of Maidenhead.
Chassis stamped 'No 3.22'.
Chassis stamped no.1. Engine stamped no.1. Registration – not registered.
1922 Strasbourg Grand Prix race no.9 for Jean Chassagne (riding mechanic Robert Laly) was shipped in 1925 to Sydney Australia for the racing driver Hope Bartlett; it successfully competed in his and subsequent hands and continued to be developed; body was gradually altered and then removed by 1948; engine was replaced in 1940 with an Oldsmobile engine; other engine, axle and various components were fitted as needed. In 1964 recovery of original 1922 components and resurrection of the car commenced. "(See footnote below.)"
Chassis stamped 'No 4.22'.
Chassis stamped No. 3 (NS) also stamped 4.22 to both dumbirons; both stamps in Sunbeam Works typeface.
Engine stamped No.3 with a further No.4 both in Sunbeam Works typeface.
A period dashboard plate stamped chassis and engine No.3 visible in 1930s photographs. Oliver Heal and Bruce Dowell, as well as Neville Webb in his book on the Strasbourg Sunbeams identified this car as chassis no.3.
Registration – not currently registered
1922 Strasbourg Grand Prix race no.16 for K. Lee Guinness and riding mechanic Bill Perkins. It may have been H.O.D. Segrave car for the 1922 Brooklands Essex M.C. Speed Championships. It was sold by the Works and in private hands continued to race at Brooklands 1926 and 1930; subsequently used for touring; tail modified in 1936. In a few hands postwar before it was added in 1986 to the Evert Louwman National Dutch Motor Museum, Netherland and from there in 1994 to the Toyota Motor Museum, Japan where it remains a genuine example of the 1922 Strasbourg Sunbeams. "(See footnote below.)"
1922 Strasbourg Grand Prix Other Competitors.
Eighteen European cars positions set by ballot as follows:
Three Fiat 804 (Italy): 6 cylinder of 65mm x 100mm (1,991c.c.), twin o.h.c., Fiat carburettor; Scintilla magneto; giving 96 b.h.p. at 5,500 r.p.m. Wheelbase: 8’ 2.5". Track: 3’11". Unladen weight 1,489 lbs. Maximum speed: 105–110 m.p.h.
Four Bugatti Type 30 (France): standard modified chassis with 8 cylinder o.h.c. engine, bore and stroke: 60mm x 88mm (1,990c.c.), 3 valves per cylinder, 2 Zenith carburetors; Bosch magneto. Unladen weight: 1,624 lbs. Wheelbase: 8’4.5". Track: 3’11.25". Maximum
speed 98m.p.h. Two-seater barrel body.
Three Ballot 2LS (France): 4 cylinder, bore and stroke: 69.9mm x 130mm (1,986c.c.); twin o.h.c., 4 valves per cylinder, Zenith carburetor, Scintilla Magnetos; giving 90b.h.p. at 5,000rpm.
Wheelbase: 9’2". Track: 4’3". Unladen weight 1,848 lbs. Maximum speed 100–105 m.p.h.
Streamlined barrel-bodied.
Three Rolland Pilain A22 (France): 8 cylinder, bore and stroke: 59.2mm x 90mm (1,968c.c.); twin o.h.c., Zenith carburetor; Scintilla magneto, Wheelbase 8’2". Track: front 3’11", rear 3’7". Dry weight: 1,624 lb. Maximum speed 100 mph. Hydraulic font brakes; positively closed valve system. Left hand drive.
Two Aston Martin G.P. (Britain): 4 cylinder, bore and stroke: 65mm x 112mm (1,486c.c.); twin o.h.c., 4 valves per cylinder; giving 54b.h.p. at 4,500r.p.m. Claudel Hobson carburetor; Bosch magneto. Wheelbase: 8’0". Track: 4’3". Unladen weight: 1,456 lbs. Maximum speed 95m.p.h.
1922 Strasbourg Grand Prix Classification.
Fastest lap: Pietro Bordino Fiat 804 5:43
References.
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