A BRIEF LOOK AT ARMY MOTORSPORT 

Les Dalton, who served with the 11^th Hussars (PAO) and latterly the Royal Army Ordnance Corps, was involved in competition even before his service days, racing AJS and Matchless motorcycles.

First forays on four wheels came in 1965 whilst serving in Germany. This was with  an Austin Champ, Readers may well be aware that a Champ could be driven very quickly in reverse due to the five gears forward/five reverse transmission, not that has any relevance here.

The move to Land Rovers came a few years later in England when on a posting at the Driving and Maintenance School at Bovington, in Dorset. From then on any event that would admit a Land Rover was entered, from club events, to Army and NATO rallies, and to major international competition. One such affair was the Scottish, and the entry list reads like a who’s who of the period. Mikkola, Blomqvist, Waldegard, Roger Clark, and Jimmy McRae, father of Colin, to name but a few. There were fourteen Land Rovers entered in total. This number was about average for such an event, while up to 150 would appear in major military rallies.

Vehicles used in this period were Series threes, both the air portable, and the normal version, and were all soft top SWB models. Bearing in mind that the canvas frame would afford little roll-over protection, Les had a proper roll cage designed and built by 18 Command Workshops REME. If anyone wants to turn out their Land Rover in Army motorsport guise, he still has the original drawings.

In the first instance, no modifications were allowed,  but for civilian events efforts were made to extract a little more speed from the two and a quarter engine. First modifications were the fitting of twin two inch SU carburettors, and then a turbocharger. At the time this was the only turbo Land Rover in international competition, and on the  1979 Welsh Rally, the vehicle attracted more media coverage than the new Saab Turbo driven by Stig Blomqvist. An overdrive unit was also added, along with ¾ ton springs and wide wheels and tyres, these appropriated from the SAS Pinkies. Presumably the SAS didn’t come out one morning to find their vehicle on blocks.

With these changes to the standard vehicle, particularly the Alan Allard turbocharger, the military ½ ton would now career along at up to 90 mph in overdrive third, and 105 in top. Takes a bit of believing as you trundle along at a military 45 on your way to a show.

Service vehicles were always Land Rovers, and normally there were two to each competitor. This ensured that that was always a ready supply of spare parts, and not necessarily those carried in the back. The rear shock absorbers, for instance were nicked off one of the service vehicles during one particular rally. Breakdowns, if they occurred, were always fixed, and in Les’s case every rally entered was finished. He assures me that he began events steadily, and worked his way through the field as other drivers suffered misfortune through over enthusiasm. Knowing the gentleman as I do, I would think the word steady is not quite the right one, but I understand what he is saying.

One particular example of finishing an event came when the rear differential disintegrated, and the event was finished with front wheel drive only. A total of 370 miles were completed in this manner, and 84 of these were competitive stages. I am advised that driving a Land over at speed on rally stages with only front wheel drive is not for the fainthearted.

In all, Les competed in more than 130 rallies, 30 of which were of international status. The trophy cabinet is of large proportions, with over 100 cups, tankards and the like, which Mrs Dalton dutifully polishes once a week. If you believe that, you will believe anything!

So there you are, just a brief insight into Army Motorsport. My thanks to Les Dalton for his time and interest.

Lawson (Ferryman) Kent.