Mick Walsh From the cockpit
‘The fabulous Delage sprint cars were superexotic for the age, and among the first to be wind-tunnel tested’
Imagine looking out of your window on a March morning in Geneva and seeing a Land Speed Record car burbling past. Such a scene happened in 1924 prior to the Swiss speed trials, when René Thomas headed out of the city in a magnificent Delage bound for L’eau-morte. This 10-litre V12 sensation, with straight-through exhaust and engine-turned finish to its streamlined alloy body, was competing in only its second event.
Thomas, known as the Trompe-la-mort (Daredevil), was sure he could set a new record on the 2km public-road course. The Route de Chancy was newly resurfaced but tramlines had reduced its width to just 4.5m, and a railway track at one end made braking even more challenging. The fabulous Delage sprint cars, designed by Charles Planchon and Albert Lory, were super-exotic for the age and among the first to be wind-tunnel tested.
The course was lined with a rickety wooden fence, spectators four deep and bicycles parked on the inside of the fence, while telegraph poles bordered the long straight. The flying kilometre event also featured a young Enzo Ferrari, after the local Swiss Alfa Romeo dealer encouraged the Milan factory to send a stripped RL.
Wearing several layers under overalls to keep warm on the chilly day, Thomas and his brave riding mechanic Blaisot looked like Bibendum figures. Nonetheless, Thomas was amazingly consistent on his record-breaking runs, with just 0.12 secs separating each flat-out blast.
The speed was a remarkable 208.1kph (130mph), which encouraged Delage and Thomas to go for the World Land Speed Record four months later at Arpajon. In a famous battle with Ernest Eldridge’s monster 21-litre Fiat ‘Mephistopheles’, Thomas was outgunned by 1.8kph but claimed the record because the Fiat failed to feature an engine-driven reverse gear. Thomas maintained he could have gone faster, but on his return run he backed off before the finish after seeing his rear tyres throw treads – the outcome of a 140mph blowout doesn’t bear thinking about. Thomas only held the record for a week, however: Eldridge was back on 12 July with a modified gearbox to clock 234.2kph (145.5mph).
Thomas’ life is fascinating. He spent his early years in Algeria before returning to France aged nine in 1895. He learned engineering skills as an apprentice locksmith, but life got tougher when he was orphaned aged 14. His uncle encouraged him to enter cycle races, which gave him focus. After motorcycle events Thomas graduated to cars, starting with the 1903 Paris-madrid. He was next tempted by aviation, but a mid-air collision at the 1910 Milano Circuito Aereo Internazionale killed his rival and Thomas decided that cars were safer. Career highlights included winning the 1914 Indianapolis 500, but his greatest legacy was leading Delage’s competition department during the 1920s, an era that bore some fabulous exotic racers culminating in the straight-eight 15 S8.
Two Delage sprint machines survive: the V12 record car, DH, and its earlier straight-six sister, DF. Both had spectacular careers and they continued racing with the Vintage Sports-car Club. Thomas’ LSR V12 still wins on special outings when driven by Argentinian Mathias Sielecki at Goodwood. The car was restored in 2009 and repainted in the colours of the Junior Racing Drivers’ Club, its least notable livery. With such a rich early history, it would be wonderful to see the body redone with the original dazzling engine-turned finish to match DF, now owned by George Wingard. What a pair they’d make to mark the century of DF’S debut from Anse to Les Chères, near Lyon.
If you marvel at Delage machines, then Daniel Cabart’s wonderful Delage Records & Grand Prix, published by Éditions OREP, is a must-read.