In the 2004 London to Sydney ‘The Clowes Cup’

The Clowes Cup is designed for those who don’t have a competition licence but enjoy the challenge of spirted driving. It’s a regularity competition where competitors try to attain a set average speed over demanding roads. Open to classics and 4x4s.

It all sounded fine in the planning but by Thursday 3rd June it was time for scrutineering and sorting out all the documents at the Renaissance Hotel, Heathrow. Packing was complete and all our previous lists had been double-checked. Ian and the boys in the MGOC workshop had replaced or tightened every component of the car and we passed scrutineering with flying colours. Our Brantz (trip meter) had been re-calibrated to the measured mile. On Friday 4th we took part in special briefings, final good-byes and 12.59pm on Saturday was set to be our start time. The morning passed in a blur of activity with checking and double-checking of everything in the car. Friends arrived to say good luck, of course my wife Trish invited thirty over for lunch and with the assembly of the fan club the time just flew by. In no time at all we found that our great moment had arrived and we were the next car to start behind a brand new air-conditioned factory prepared Subaru Imprezza. Had we chosen the right car? Of course we had, this is the adventure we’d planned two years ago and the reason behind re-building the BGT.

At 12.59 precisely we set off to our first special stage on gravel set in forestry near Basingstoke and then on to a second stage in Sussex. This was an opportunity for us to practice ‘regulatory’ or the art of combining speed tables, distance covered on the Brantz and stopwatches for time elapsed. The objective was to achieve an even average speed over the stage, the desired speed is given to us at the start. Both stages were in the 30-35 mph range which meant that we were close to our limit on road tyres over the ‘Elgin Marbles’.

London to Sydney Marathon MGB GT

1977 MG BGT with light modifications for ‘The Clowes Cup’

Substantial roll bar and comfortable seats are essential

Then it was on to Portsmouth for our St Malo Ferry but first there was to be an assembly of all the cars and a visit to the HMS Victory. We had a time control at 5.45pm and were given a reminder to check our passports and tickets. Bob looked once then twice but guess what, none of our tickets and documents are on board! Onto the mobile phone to Trish, the plastic wallet was still on the bench in the garage in Chalfont but thank goodness that Charlotte and Richard could still leave and reach us at the ferry for a 7.45 check in. What a start!

The journey through France took us out on special tarmac stages with closed villages as the order of each day. Generally there were to be two stages per day of 20kms each with time controls, and we were to cover over an average 700kms per day. We stayed overnight in Poitiers at the Astro Park (not inspiring!) and the BGT began to suffer with a pinking engine and very white plugs. So we decided to retard the timing by three degrees and fit new plugs and then off to Gorge Du Tarn via Millau (the viaduct is spectacular and opens in 2005). We stayed in Gapp at the Peroert Hotel which was not quite the 5 star accommodation promised by the organisers but adequate. South toward Monte Carlo via Provence and every road sign posted Lucca. The tunnels along to the Italian Mediterranean coast were awful in the B whether the Webasto sunroof was open or closed.

Dash features Brantz trip meter and map light

Comprehensive kit of spares in the spare wheel well

Kenlowe fan had to work overtime

Almost standard engine bay, note extra coils

Skid plate to protect vulnerable fuel tank

Our overnight stop at Ilogiccio was an unnecessary climb up and down at the end of a stressful day and it took us no nearer to Sydney. We had two days of classic Tuscany with a police escort to welcome us to then overnight in Arello (11th century church and seminary). Even pensioners were ordered to stop to allow us past. The following day brought a flat out dash of 800kms to Ancona which brought our first problem when the engine began running on only three cylinders. However this was quickly diagnosed as number 2 plug lead shorting out on the dip stick. Bob bent it outwards and we were soon off on our way again. A tip even at this stage is to use Octane fuel booster with every tank of petrol. We made Ancona in time even with the special sections and even had the opportunity to dine on fantastic Dover Soles at the ferry terminus. The Greek ferry to Igonomitza was very comfortable but a nightmare to board, the BGT had to be reversed down two decks with the engine temperature just in the red. The Kenlowe fan coped well.

The Greek special stages were very steep and the gravel surfaces slippery. Roads were very rough with poor signage to Thessaloniki. Most villages seemed to know we were coming so there were lots of spectators and directions. We found it very difficult to hold a consistent 43kph on long hill climb stages and penalties started to mount, by this time we were we 19th overall and four minutes behind the leading Porche Cayenna (4 litre aircon 4 wheel drive with full average speed computers).

Next day we covered 800 kms to Alexandrenopolis, then over the Turkish border. This section was easier than we expected because the roads were in reasonable shape. We visited the well cared for war cemetery at Gallipoli which was moving. Here 400,000 soldiers lost their lives in the world war during the protracted battle for control of the Gallipoli peninsular overlooking the Dardanelles. After this we joined a barbeque with the local motor club and then caught our ferry across the Gardonelli en route for Bursa.

Then it was another 800kms day to Ancona through spectacular mountain passes but the Kenlowe fan only just kept us off the red (outside it has been 35° and over 100° in the car every day for the last week). At Ancona we stayed in the usual Russian built conference hotel complete with the requiste broken down swimming park. Turkey has some catching up to do with the rest of Europe for its E.U. entry. The cars were all loaded up into a pair of huge cargo planes for the next stage of the rally. The Antonov cargo plane is enormous and loading the MG up on to the top deck was a dramatic experience for all of us.

Now we are off to India.

David Miller

David Miller’s first hand account of the 2004 London to Sydney Marathon will be continued in next month’s EMG.