Stirling Moss Return to racing When did Stirling leave racing? Moss announced on Radio Le Mans that he had finally retired from racing, saying that he had scared himself that afternoon. He was 81. When did he return to racing? Although ostensibly retired from racing since 1962, Moss did make a number of one-off appearances in professional motorsport events What is one of the motorsport events that he participated in? He also competed in the 1974 London-Sahara-Munich World Cup Rally in a Mercedes-Benz, but retired from the event in the Algerian Sahara. What kind of cars was he driving during this time period? The Holden Torana he shared with Jack Brabham in the 1976 Bathurst 1000 was hit from behind on the grid and eventually retired with engine failure. Did he win any races in his return? I don't know. Who are some other drivers he raced with besides Jack Brabham? For the 1980 season Moss was the team's number two driver to team co-owner Richard Lloyd.
What was the name of the team Richard Lloyd owned?
What was the name of the car racing team Richard Lloyd owned?
Although ostensibly retired from racing since 1962, Moss did make a number of one-off appearances in professional motorsport events in the following two decades. He also competed in the 1974 London-Sahara-Munich World Cup Rally in a Mercedes-Benz, but retired from the event in the Algerian Sahara. The Holden Torana he shared with Jack Brabham in the 1976 Bathurst 1000 was hit from behind on the grid and eventually retired with engine failure. Moss, at the wheel of the Torana when the V8 engine let go, was criticised by other drivers for staying on the racing line for over  2/3  of the 6.172 km long circuit while returning to the pits as the car was dropping large amounts of oil onto the road. He also shared a Volkswagen Golf GTI with Denny Hulme in the 1979 Benson & Hedges 500 at Pukekohe Park Raceway in New Zealand.  In 1980 he made a comeback to regular competition, in the British Saloon Car Championship with the works-backed GTi Engineering Audi team. For the 1980 season Moss was the team's number two driver to team co-owner Richard Lloyd. For the 1981 season Moss stayed with Audi, as the team moved to Tom Walkinshaw Racing management, driving alongside Martin Brundle.  Throughout his retirement he raced in events for historic cars, driving on behalf of and at the invitation of others, as well as campaigning his own OSCA FS 372 and other vehicles.  On 9 June 2011 during qualifying for the Le Mans Legends race, Moss announced on Radio Le Mans that he had finally retired from racing, saying that he had scared himself that afternoon. He was 81. CANNOTANSWER
CANNOTANSWER
Sir Stirling Craufurd Moss  (17 September 1929 – 12 April 2020) was a British Formula One racing driver. An inductee into the International Motorsports Hall of Fame, he won 212 of the 529 races he entered across several categories of competition and has been described as "the greatest driver never to win the World Championship". In a seven-year span between 1955 and 1961 Moss finished as championship runner-up four times and in third place the other three times.

Early life
Moss was born in London, son of Alfred Moss, a dentist of Bray, Berkshire, and Aileen (née Craufurd). His grandfather was Jewish, from a family that changed their surname from Moses to Moss. He was brought up at Long White Cloud house on the south bank of the River Thames. His father was an amateur racing driver who had come 16th in the 1924 Indianapolis 500. Aileen Moss had also been involved in motorsport, entering prewar hillclimbs at the wheel of a Singer Nine. Stirling was a gifted horse rider as was his younger sister, Pat Moss, who became a successful rally driver in her own right and also married Swedish rally driver Erik Carlsson.

Moss was educated at several independent schools: Shrewsbury House School in Surbiton, Clewer Manor Junior School, and the linked senior school, Haileybury and Imperial Service College, located at Hertford Heath, near Hertford. He disliked school and did not attain a good academic performance. At Haileybury, he was subjected to antisemitic bullying because of his Jewish roots. He concealed the bullying from his parents and used it as "motivation to succeed". Moss received his first car, an Austin 7, from his father at the age of nine, and drove it on the fields around Long White Cloud. He purchased his own car at age 15 after he obtained a driving licence. After the Second World War, Moss was ruled exempt from doing the mandatory two-year national service for men his age because he had nephritis.

Racing career

Moss raced from 1948 to 1962, winning 212 of the 529 races he entered, including 16 Formula One Grands Prix. He competed in as many as 62 races in a single year and drove 84 different makes of car over the course of his racing career. He preferred to race British cars, stating, "Better to lose honourably in a British car than win in a foreign one". At Vanwall, he was instrumental in breaking the German/Italian stranglehold on F1 racing (as was Jack Brabham at Cooper). He remained the English driver with the most Formula One victories until 1991 when Nigel Mansell overtook him after competing in more races.

1948–1954
Moss began his career at the wheel of his father Alfred's 328 BMW, DPX 653. Moss was one of the Cooper Car Company's first customers, using winnings from competing in horse-riding events to pay the deposit on a Cooper 500 racing car in 1948. He then persuaded his father, who opposed his racing and wanted him to be a dentist, to let him buy it. He soon demonstrated his ability with numerous wins at national and international levels, and continued to compete in Formula Three, with Coopers and Kiefts, after he had progressed to more senior categories.

His first major international race victory came on the eve of his 21st birthday at the wheel of a borrowed Jaguar XK120 in the 1950 RAC Tourist Trophy on the Dundrod circuit in Northern Ireland. He went on to win the race six more times, in 1951 (Jaguar C-Type), 1955 (Mercedes-Benz 300SLR), 1958 and 1959 (Aston Martin DBR1), and 1960 and 1961 (Ferrari 250 GT). Enzo Ferrari, the founder of Ferrari, approached Moss and offered him a Formula Two car to drive at the 1951 Bari Grand Prix before a full
-season in 1952. Moss and his father went to Apulia only to find out that the Ferrari car was to be driven by experienced driver Piero Taruffi and were incensed.

Also a competent rally driver, Moss was one of three people to have won a Coupe d'Or (Gold Cup) for three consecutive penalty-free runs on the Alpine Rally (Coupe des Alpes). He finished second in the 1952 Monte Carlo Rally driving a Sunbeam-Talbot 90 with Desmond Scannell and Autocar magazine editor John Cooper as co-drivers.

In 1954, he became the first non-American to win the 12 Hours of Sebring, sharing the Cunningham team's 1.5-liter O.S.C.A. MT4 with American Bill Lloyd.

In 1953 Mercedes-Benz racing boss Alfred Neubauer had spoken to Moss's manager, Ken Gregory, about the possibility of Moss's joining the Mercedes Grand Prix team. Having seen him do well in a relatively uncompetitive car, and wanting to see how he would perform in a better one, Neubauer suggested Moss buy a Maserati for the 1954 season. He bought a Maserati 250F, and although the car's unreliability prevented his scoring high points in the 1954 Drivers' Championship he qualified alongside the Mercedes front runners several times and performed well in the races. He achieved his first Formula One victory when he won the non-Championship Oulton Park International Gold Cup in the Maserati.

In the Italian Grand Prix at Monza he passed both drivers who were regarded as the best in Formula One at the time—Juan Manuel Fangio in a Mercedes and Alberto Ascari in a Ferrari—and took the lead. Ascari retired with engine problems, and Moss led until lap 68 when his engine also failed. Fangio took the victory, and Moss pushed his Maserati to the finish line. Neubauer, already impressed when Moss had tested a Mercedes-Benz W196 at Hockenheim, promptly signed him for 1955.

1955
Moss's first World Championship victory was in the 1955 British Grand Prix at Aintree, a race he was also the first British driver to win. Leading a 1–2–3–4 finish for Mercedes, it was the first time he beat Fangio, his teammate and arch rival, who was also his friend and mentor. It has been suggested that Fangio sportingly allowed Moss to win in front of his home crowd. Moss himself asked Fangio repeatedly, and Fangio always replied: "No. You were just better than me that day." The same year, Moss also won the RAC Tourist Trophy, the Targa Florio (sharing the drive with Peter Collins) and the Mille Miglia.

Mille Miglia
In 1955 Moss won Italy's thousand-mile Mille Miglia road race, an achievement Doug Nye described as the "most iconic single day's drive in motor racing history." He was paired with motor racing journalist Denis Jenkinson, who prepared pace note for Moss, and the two completed the race in ten hours and seven minutes. Motor Trend headlined it as "The Most Epic Drive. Ever." Before the race, he had taken a "magic pill" given to him by Fangio, and he has commented that although he did not know what was in it, "Dexedrine and Benzedrine were commonly used in rallies. The object was simply to keep awake, like wartime bomber crews." After the win, he spent the night and the following day driving his girlfriend to Cologne, stopping for breakfast in Munich and lunch in Stuttgart.

1956–1962

Moss won the Nassau Cup at the 1956 and 1957 Bahamas Speed Week. Also in 1957 he won on the longest circuit ever to hold a World Championship Grand Prix, the  Pescara Circuit, where he again demonstrated his mastery of long-distance racing. The event lasted three hours and Moss beat Fangio, who started from pole position, by a little over 3 minutes.

In 1958, Moss's forward-thinking attitude made waves in the racing world. Moss won the first race of the season in a rear-engined F1 car, which became the common design by 1961. At Monza that year, he raced in the "Eldorado" Maserati in the Race of Two Worlds, the first single-seater car in Europe to be sponsored by a non-racing brand—the Eldorado Ice Cream Company. This was the first case in Europe of contemporary sponsorship, with the ice cream maker's colors replacing the ones assigned by the Fédération Internationale de l’Automobile (FIA).

Moss's sporting attitude cost him the 1958 Formula One World Championship. When rival Mike Hawthorn was threatened with a penalty after the Portuguese Grand Prix, Moss defended him. Hawthorn was accused of reversing on the track after spinning and stalling his car on an uphill section. Moss had shouted advice to Hawthorn to steer downhill, against traffic, to bump-start the car. Moss's quick thinking, and his defence of Hawthorn before the stewards, preserved Hawthorn's 6 points for finishing second behind Moss. Hawthorn went on to beat Moss for the championship title by one point, even though he had won only one race that year to Moss's four. Moss's loss in the championship could also be attributed to an error in communication between his pit crew and the driver at one race. A point was given for the fastest lap in each race, and the crew signaled "HAWT REC" meaning Hawthorn had set a record lap. Moss read this as "HAWT REG" and thought Hawthorn was making regular laps, so did not try to set a fast lap. The crew was supposed to signal the time of the lap, so Moss would know what he had to beat.

Moss was as gifted in sports cars as in Grand Prix cars. To his victories in the Tourist Trophy, the Sebring 12 Hours and the Mille Miglia he added three consecutive wins (1958–1960) in the 1000 km Nürburgring, the first two in an Aston Martin (in which he did most of the driving), and the third in a Tipo 61 "birdcage" Maserati, co-driving with the American Dan Gurney. The pair lost time when an oil hose blew off, but despite the wet-weather, they made up the time and took first place.

In the 1960 Formula One season, Moss won the Monaco Grand Prix in Rob Walker's Coventry-Climax-powered Lotus 18. Seriously injured in an accident at the Burnenville curve during practice for the Belgian Grand Prix at Spa-Francorchamps, he missed the next three races but recovered sufficiently to win the final one of the season, the United States Grand Prix at Riverside, California.

For the 1961 Formula One season, run under new 1.5-litre rules, Enzo Ferrari fielded the "sharknose" Ferrari 156 with an all-new V6 engine. Moss's Climax-engined Lotus was comparatively underpowered, but he won the 1961 Monaco Grand Prix by 3.6 seconds, beating the Ferraris of Richie Ginther, Wolfgang von Trips, and Phil Hill, and went on to win the partially wet 1961 German Grand Prix.

In 1962, he crashed his Lotus heavily during the Glover Trophy at Goodwood held on Monday 23 April. The accident put him in a coma for a month, and for six months the left side of his body was partially paralysed. He recovered, but retired from professional racing after a private test session in a Lotus 19 the following year, when he lapped a few tenths of a second slower than before. He felt he had not regained his previously instinctive command of the car. He had been runner-up in the Drivers' Championship four years in succession, from 1955 to 1958, and third in each of the next three years.

Speed records

1950
At the Autodrome de Montlhéry, a steeply banked oval track near Paris, Moss and Leslie Johnson took turns at the wheel of the latter's Jaguar XK120 to average  for 24 hours, including stops for fuel and tyres. Changing drivers every three hours, they covered a total of . It was the first time a production car had averaged over  for 24 hours.

1952

Revisiting Montlhéry, Moss was one of a four-driver team, led by Johnson, who drove a factory-owned Jaguar XK120 fixed-head coupé for 7 days and nights at the French track. Moss, Johnson, Bert Hadley and Jack Fairman averaged  to take four World records and five International Class C records, and covered a total of .

1957
In August Moss broke five International Class F records in the purpose-built MG EX181 at Bonneville Salt Flats. The streamlined, supercharged car's speed for the flying kilometer was 245.64 mph, which was the average of two runs in opposite directions.

Broadcasting career
Away from driving, in 1962 he acted as a colour commentator for ABC's Wide World of Sports for Formula One and NASCAR races. He eventually left ABC in 1980. Moss narrated the official 1988 Formula One season review along with Tony Jardine.

Moss also narrated the popular children's series Roary the Racing Car, which stars Peter Kay.

Return to racing

Although ostensibly retired from racing since 1962, Moss did make a number of one-off appearances in professional motorsport events in the following two decades. He also competed in the 1974 London-Sahara-Munich World Cup Rally in a Mercedes-Benz, but retired from the event in the Algerian Sahara. The Holden Torana he shared with Jack Brabham in the 1976 Bathurst 1000 was hit from behind on the grid and eventually retired with engine failure. Moss, at the wheel of the Torana when the V8 engine let go, was criticised by other drivers for staying on the racing line for over ⅔ of the 6.172 km long circuit while returning to the pits as the car was dropping large amounts of oil onto the road. He also shared a Volkswagen Golf GTI with Denny Hulme in the 1979 Benson & Hedges 500 at Pukekohe Park Raceway in New Zealand.

In 1980 he made a comeback to regular competition, in the British Saloon Car Championship with the works-backed GTi Engineering Audi team. For the 1980 season Moss was the team's number two driver to team co-owner Richard Lloyd. For the 1981 season Moss stayed with Audi, as the team moved to Tom Walkinshaw Racing management, driving alongside Martin Brundle.

Throughout his retirement he raced in events for historic cars, driving on behalf of and at the invitation of others, as well as campaigning his own OSCA FS 372 and other vehicles. In 2004, as part of its promotion for the new SLR, Mercedes-Benz reunited Moss with the 300 SLR "No. 722" in which he won the Mille Miglia nearly 50 years earlier.  One reporter who rode with Moss that day noted that the 75-year-old driver was "so good . . . that even old and crippled [he was] still better than nearly everyone else".  On 9 June 2011 during qualifying for the Le Mans Legends race, Moss announced on Radio Le Mans that he had finally retired from racing, saying that he had scared himself that afternoon. He was 81.

Post racing career

Lister Cars announced the building for sale of the Lister Knobbly Stirling Moss at the Royal Automobile Club in London in June 2016. The car is built to the exact specification of the 1958 model, is the only magnesium-bodied car in the world, and is the only car that was ever endorsed by Moss. Brian Lister invited Moss to drive for Lister on three separate occasions, at Goodwood in 1954, Silverstone in 1958 and at Sebring in 1959, and to celebrate these races, 10 special edition lightweight Lister Knobbly cars are being built. The company announced that the cars will be available for both road and race use, and Moss would personally be handing over each car.

Honours
In 1990, Moss was inducted into the International Motorsports Hall of Fame.

In the New Year Honours 2000 List, Moss was made a Knight Bachelor for services to motor racing. On 21 March 2000, he was knighted by Prince Charles, standing in for the Queen, who was on an official visit to Australia.

He received the 2005 Segrave Trophy.

In 2006, Moss was awarded the FIA gold medal in recognition of his outstanding contribution to motorsport.

In December 2008, McLaren-Mercedes unveiled their final model of the Mercedes-Benz SLR McLaren. The model was named in honour of Moss, hence, Mercedes McLaren SLR Stirling Moss, which has a top speed of  with wind deflectors instead of a windscreen.

In 2016, in an academic paper that reported a mathematical modelling study that assessed the relative influence of driver and machine, Moss was ranked the 29th best Formula One driver of all time.

Following Moss's death the Kinrara Trophy race at the Goodwood Revival meeting was renamed in his honour. It is a race for  GT cars that competed before 1963.

Biographies 
In 1957, Moss published an autobiography called In the Track Of Speed, first published by Muller, London.
In 1963, motorsport author and commentator Ken Purdy published a biographical book entitled All But My Life about Moss (first published by William Kimber & Co, London), based on material gathered through interviews with Moss.
In 2015, when he was aged 85, Moss published a second autobiography, entitled My Racing Life, written with motor sports writer Simon Taylor. In 2016, Philip Porter published the first volume of Stirling Moss - The Definitive Biography covering the period from birth up to the end of 1955, one of Moss's greatest years.

Popular culture

During his driving career, Moss was one of the most recognised celebrities in Britain, leading to many media appearances. In March 1958, Moss was a guest challenger on the TV panel show What's My Line? (episode with Anita Ekberg). In 1959 he was the subject of the TV programme This Is Your Life. On 12 June the following year he was interviewed by John Freeman on Face to Face; Freeman later said that he had thought before the interview that Moss was a playboy, but in their meeting he showed "cold, precise, clinical judgement... a man who could live so close to the edge of death and danger, and trust entirely to his own judgement. This appealed to me". Moss also appeared as himself in the 1964 film The Beauty Jungle, and was one of several celebrities with cameo appearances in the 1967 version of the James Bond film Casino Royale. He played Evelyn Tremble's (Peter Sellers) driver.

For many years during and after his career, the rhetorical phrase "Who do you think you are, Stirling Moss?" was supposedly the standard question all British policemen asked speeding motorists. Moss relates he himself was once stopped for speeding and asked just that; he reports the traffic officer had some difficulty believing him. Moss was the subject of a cartoon biography in the magazine Private Eye that said he was interested in cars, women and sex, in that order. The cartoon, drawn by Willie Rushton, showed him continually crashing, having his driving licence revoked and finally "hosting television programmes on subjects he knows nothing about". It also made reference to the amnesia Moss suffered from as a result of head injuries sustained in the crash at Goodwood in 1962. Although there were complaints to the magazine about the cartoons, Moss rang Private Eye to ask if he could use it as a Christmas card.

He was one of the few drivers of his era to create a brand from his name for licensing purposes, which was launched when his website was revamped in 2009 with improved content. In 2004, Moss was a supporter of the UK Independence Party.

Moss was a Mercedes-Benz Brand Ambassador, having kept a close relationship with the brand, and remained an enthusiast and collector of the brand, which includes the Mercedes-Benz W113, Mercedes-Benz SLR McLaren Stirling Moss among others.

Personal life and death

Moss was married three times. His first wife was Katie Molson; an heir to the Canadian brewer Molson. They were married in 1957 and separated three years later. His second wife was the American public relations executive Elaine Barbarino. They were married in 1964 and divorced in 1968. Their daughter Allison was born in 1967. His third wife was Susie Paine, the daughter of an old friend. They were married from 1980 until his death in 2020. Their son Elliot was born in 1980.

In April 1960, Moss was found guilty of dangerous driving. He was fined £50 and banned from driving for one year after an incident near Chetwynd, Shropshire, when he was test-driving a Mini.

Moss's 80th birthday, on 17 September 2009, fell on the eve of the Goodwood Revival and Lord March celebrated with an 80-car parade on each of the three days. Moss drove a different car each day: a Mercedes-Benz W196 (an open-wheel variant), the Lotus 18 in which he had won the 1961 Monaco GP, and an Aston Martin DBR1.

On 7 March 2010, Moss broke both ankles and four bones in a foot, and also chipped four vertebrae and suffered skin lesions, when he plunged down a lift shaft at his home. In December 2016, he was admitted to hospital in Singapore with a serious chest infection. As a result of this illness and a subsequent lengthy recovery period, Moss announced his retirement from public life in January 2018.

Moss died at his home in Mayfair, London, on 12 April 2020, aged 90, after a long illness.

Racing record

Career highlights

Complete Formula One World Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

 † Indicates shared drive with Hans Herrmann and Karl Kling.
 * Indicates shared drive with Cesare Perdisa.
 ‡ Indicates shared drive with Tony Brooks.
 [a]  After Moss retired from the race he took over the car of Trintignant. Both drivers did not receive any points for their shared drive.

Non-championship results
(key) (Races in bold indicate pole position)
(Races in italics indicate fastest lap)

Complete 24 Hours of Le Mans results

Complete 12 Hours of Sebring results

Complete 12 Hours of Reims results

Complete Mille Miglia results

Complete Rallye de Monte Carlo results

Complete Bathurst 1000 results

Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

† Events with 2 races staged for the different classes.

References

External links 

 Sir Stirling Moss – Official Web Site
 Stirling Moss in the 24 hours of Le Mans
 Grand Prix History – Hall of Fame, Stirling Moss
 Stirling Moss profile at The 500 Owners Association
 BBC Face to Face interview with Stirling Moss and John Freeman, broadcast 12 June 1960
 
 

1929 births
2020 deaths
12 Hours of Sebring drivers
24 Hours of Le Mans drivers
BBC Sports Personality of the Year winners
Bonneville 200 MPH Club members
BRDC Gold Star winners
Brighton Speed Trials people
British Racing Partnership Formula One drivers
British Touring Car Championship drivers
Connaught Formula One drivers
Cooper Formula One drivers
English Formula One drivers
English people of Jewish descent
English racing drivers
ERA Formula One drivers
Formula One race winners
Formula One team owners
Hersham and Walton Motors Formula One drivers
International Motorsports Hall of Fame inductees
Knights Bachelor
Maserati Formula One drivers
Mercedes-Benz Formula One drivers
Officers of the Order of the British Empire
People educated at Haileybury and Imperial Service College
People from West Kensington
People in sports awarded knighthoods
Rob Walker Racing Team Formula One drivers
Sportspeople from London
Segrave Trophy recipients
Vanwall Formula One drivers
World Sportscar Championship drivers
Richard Lloyd Racing (RLR), originally named GTi Engineering, was a British auto racing team created in 1977 by driver Richard Lloyd.  Originally named for the Volkswagen Golf GTIs that Lloyd raced in the British Saloon Car Championship (BSCC), they went on to become a successful Porsche privateer in the World Sportscar Championship (WSC).  Richard Lloyd Racing eventually folded at the end of the 1990 season due to the increased cost of the World Championship.

The team was also known for their extensively modified Porsche 956s and 962Cs, developed to overcome some problems in the original Porsche design and construction.  The cars, all named GTi after the team, were able to outperform their standard counterparts.  The GTis made some of the first uses of exotic materials and innovative design elements that would later be adopted by Porsche and other manufacturers.

Even after the racing team had moved on to running Porsches, GTi Engineering remained a division of Richard Lloyd Racing and continued to offer car tuning for Volkswagen and Audi products.  Parts and full conversions were constructed in their shared race shop at Silverstone Circuit.  The tuning company was eventually sold off, but it remains in existence today.

Racing history

1977 – 1980
GTi Engineering was created by Richard Lloyd in 1977 as his personal team in the British Saloon Car Championship, in which he had been competing for several years.  The team was the primary entrant of the new GTi version of the Volkswagen Golf, which had been launched in 1976, and primary backing came from Volkswagen Great Britain.  Lloyd not only managed the team, but also continued to drive.  He earned a best result in the BSCC in 1978 when he finished second in the championship, and he earned several wins over the three-year period of the GTi program.

In 1980, GTi Engineering moved from Volkswagen to partner brand Audi, entering the new Audi 80 in the BSCC.  Lloyd was able to sign British drivers Stirling Moss and Martin Brundle to the team for that season.  Following the 1980 campaign, GTi Engineering was approached by Porsche about becoming the primary European entrant of the company's new 924 Carrera GTR in endurance racing.  To help with the project, GTi Engineering was able to sign Japanese camera firm Canon as the primary sponsor, leading to the team being known as Canon Racing.

1981 – 1982
The team made their international debut at the 1981 1000 km Monza, where drivers Richard Lloyd and Tony Dron finished in eighth place and second in their class.  Victory quickly followed as Lloyd and driver Andy Rouse won their class in their home event, the 1000 km Brands Hatch.

For 1982, the team's 924 Carrera GTRs were adapted to comply with the International Motor Sports Association's GTO class regulations.  Although this made the car ineligible for class victories in most European events, it was still able to compete with cars of similar classes.  The team struggled for results that year, but a best result of fifth overall was achieved at the 1000 km Nürburgring.  The team outlasted several Group C and Group 6 sports prototypes to finish high in the results.

1983 – 1985
Following the 1982 season, Porsche ended their 924 Carrera GTR development program and the team moved on to Porsche's newest motorsport offering, the Group C 956. This promoted GTi Engineering to the top class in the World Championship, which allowed them to compete for overall wins. In the team's second race with the 956, their home event at Silverstone, Jan Lammers and Thierry Boutsen secured a podium finish, which was followed by another at the Nürburgring. A final appearance on the podium was earned in the final European race of the year at Mugello Circuit.  Lammers finished seventh in the Drivers Championship.

For 1984, GTi continued their success in the World Championship. As part of an agreement with sponsor Canon, GTi Engineering entered a second car in select rounds of the championship for the purpose of carrying an on-board video camera within the cockpit to record the entire event.  Although the added weight of the camera systems hampered the performance of the 956, the car was still driven as normal by Richard Lloyd and teammate, Pink Floyd drummer Nick Mason, and it made its debut at the 24 Hours of Le Mans. GTi's main 956 entry, however, remained a front runner in the hands of Lammers and John Fitzpatrick. Jonathan Palmer substituted for Fitzpatrick and, along with Lammers, took the team's first World Championship victory at Brands Hatch, two laps ahead of a Joest Racing Porsche. Soon after the victory, the team debuted its new car, the custom-built 956 GTi. The GTi was quickly able to usurp its predecessor, taking second at Imola. The team ended the year with Lammers and Fitzpatrick tied for fifth in the Drivers Championship.

During 1985, the team officially changed its title to Richard Lloyd Racing, although the GTi Engineering name was retained as part of the company. The team continued on with their 956s, even though some competitors were now using the improved 962C. The season began with Lammers and Palmer earning good results, and the team managed to earn a second-place finish at the 24 Hours of Le Mans with Jonathan Palmer, James Weaver, and Lloyd himself completing the race only three laps behind the winning Joest Porsche but ahead of the factory Rothmans Porsche. Trouble occurred during practice for the 1000 km Spa when a tyre let go, sending the car into the barrier at , injuring Palmer and badly damaging the car, forcing it to undergo a lengthy rebuild.  The team returned to the championship at Fuji but was unable to finish the event. Richard Lloyd Racing ended the year fifth in the Teams Championship, although Palmer was only twelfth in the Drivers Championship.

1986 – 1990

Canon chose to end their sponsorship of Richard Lloyd Racing in 1986, leaving the team to sign Liqui Moly as a replacement.  The team pressed on with the 956 GTi, using a variety of rotating drivers without much success early in the season.  Their results improved, however, as Brands Hatch once again saw success for the squad when they earned their second World Championship victory by four laps over Joest Racing, with factory Porsche drivers Mauro Baldi and Bob Wollek in the car.  A second-place finish at the Nürburgring was the only other podium showing of the year, and the team finished the season sixth in the Teams Championship.  Outside of the World Championship, the 956 GTi also made an appearance at an Interserie event at Richard Lloyd Racing's home track of Thruxton, winning one heat and finishing second overall in the combined results.

Richard Lloyd Racing replaced their aging 956 GTi prior to the 1987 season.  A new 962C-based car was obtained, although it was once again built to a unique GTi specification.  Jonathan Palmer and Mauro Baldi became full-season drivers for the squad.  The team repeated their lack of early success from the previous year, once again earning a victory in the second half of the season.  However, unlike the previous Brands Hatch successes, this one was earned at the Norisring sprint event.  Brands Hatch remained lucky for the team though, as they earned a second place that year.  Richard Lloyd Racing closed off the season with a third at Fuji, earning them fifth in the Teams Championship and helping Baldi tie for eighth in the Drivers Championship.  The team also won the post-season exhibition event at Kyalami, South Africa, with Jochen Mass driving.

A limited schedule of races were run in 1988, as Liqui Moly ended their sponsoring of the team.  New backing instead came from Porsche Great Britain.  A fourth-place finish at the opening sprint event was followed by a string of accidents and disqualifications, leading to the team missing several races for repairs.  A seventh-place finish at the Nürburgring was the only other finish to earn points for the team, leaving them ninth in the Teams Championship as they ended their season early.  Rather than participate in the Fuji event, the team went to North America for an exhibition event in Tampa, Florida, participating against Camel GT Championship teams.  American driver Price Cobb joined James Weaver, and the duo earned third place behind the American Electramotive Nissan and the European Brun Porsche.

An evolution of the World Championship in 1989, with a schedule consisting entirely of shorter sprint events, helped reduce the cost for the teams and allowed Richard Lloyd Racing to restructure and add a second car to their line-up.  Drivers included Derek Bell, Tiff Needell, and Steven Andskär.  A fifth-place finish at Dijon-Prenois and fourth-place finish in the finale at Autódromo Hermanos Rodríguez were once again the only points earned by Richard Lloyd Racing, leaving them ninth in the Teams Championship.  A home success outside the World Championship was achieved when Needell took second in a Supercup event at Silverstone.

For 1990, Richard Lloyd Racing signed Japanese firm Italiya as the primary sponsor for the team.  The team was reduced to a single entry, primarily driven by Manuel Reuter, James Weaver, and Steven Andskär.  A sixth place at Spa and third at a shortened Montreal event were the highlights of the year, and Richard Lloyd Racing was once again ninth in the championship with three points.  The team also ran a standard 962C at Le Mans for Nick Mason.  The Mason-owned car finished eleventh while the team's 962C GTi withdrew after a pit fire.  After the season ended, Richard Lloyd Racing was closed due to a lack of funding necessary to continue on into 1991.

GTi Porsches

956 GTi

Following a successful debut season with the 956 in 1983, Richard Lloyd commissioned designer Nigel Stroud to develop a replacement monocoque and base chassis for the team's car in an attempt to increase structural rigidity over that of the factory Porsche unit.  Aluminium composite honeycomb was used in place of aluminium sheet metal in constructing the new monocoque.  This car, originally 956 chassis #106, was replaced by the Stroud-designed chassis designated #106B, leading to the car being renamed a 956 GTi.

Further modifications were made to the car once the monocoque had been completed, which included replacing the entire Porsche front suspension setup with a custom design.  Bodywork modifications were also carried out by automotive designer Peter Stevens in an attempt to increase the overall downforce of the car on smaller circuits; a narrow wing devised by Lloyd and team manager Greene at the 1984 1000 km of Brands Hatch was placed on two vertical struts, attached to the nose of the car between the headlights and fenders. In addition, the standard rear wing was replaced with a two element design at different angles of attack, with a narrow gap between the two.  The wings were also constructed from carbon fibre, lighter than the standard material used on 956s.

The #106B GTi chassis was badly damaged in an accident at the 1000 km Spa in 1985, requiring the team to build another monocoque known as #106BII.  This chassis also adapted several newer 962 elements, including moving the cockpit farther back from the front axle.  This chassis served with the team until the end of 1986, when it was replaced by the new 962C GTi.  Following its retirement, 956 GTi was refurbished in 1990 and is now used in historic motorsport events.  The car's initial Canon paint scheme is used once again.

962C GTi
In an attempt to catch the improving capabilities of the factory 962Cs, Lloyd commissioned the construction of a new car for the 1987 season.  As before, the monocoque was designed by Nigel Stroud, while standard 962 parts were adapted to fit alongside custom-built pieces.  The first chassis, intentionally retaining the identification #106B but not the same chassis as used on the 956 GTi, once again featured noticeable differences from its factory brethren.  The rear of the car was completely redesigned, with the rear wing no longer part of the long tail bodywork.  Instead, the wing hung off the rear of the car, attached only by struts at the center.

As the 1987 season continued on, modifications were made to the front of the car as well.  The fenders and nose were rounded off, while the front brake cooling ducts and smaller headlights featured an all-new design.  These front end improvements were continued into 1988 with the construction of another car, chassis #200.  The central gap on the bottom of the nose was filled in, allowing for the relocation of the brake cooling ducts towards the center of the car, while an extended splitter was added to aid front downforce.  At the rear, Nigel Stroud adapted a design element which had been used by Jaguar: bodywork covered the sides of the rear wheels of the car, allowing for better airflow.

Chassis #201 joined the team in 1989, identical to the other team car.  The new car initially retained the rear wheel covers that #200 had used for improved aerodynamic performance, but they were later removed in 1990.  The brake cooling ducts were also moved into larger openings higher on the nose.

Two further 962C GTi chassis were constructed by GTi Engineering.  Dyson Racing purchased chassis #202, which they further modified for the Camel GT Championship, becoming known as #DR1.  Dyson's 962C GTi won a single event in San Antonio, Texas.  ADA Engineering received #203 for the 1992 24 Hours of Le Mans before using it again in 1994 with Team Nippon.  Chassis #106B was sold after Richard Lloyd had replaced it, and it ended up in the All Japan Sports Prototype Championship in the hands of Trust Racing Team from 1988 to 1990, then the Nisseki Racing Team in 1991.  Chassis #200 also ran in Japan under the Alpha Cubic banner in 1990.

References

British auto racing teams
24 Hours of Le Mans teams
World Sportscar Championship teams
British Touring Car Championship teams Westhope, also known as the Richard Lloyd Jones House, is a Frank Lloyd Wright designed Textile Block home that was constructed in Tulsa, Oklahoma in 1929. This was Wright's only Textile Block house outside of California.  The client, Richard Lloyd Jones, was Wright's cousin and the publisher of the Tulsa Tribune.

This building is located at 3700 South Birmingham Avenue. It was listed in the National Register on April 10, 1975. It was listed under National Register Criteria C, g, and its NRIS number is 75001575.

Westhope is the location of a frequently-quoted anecdote about Wright: Richard Lloyd Jones called Wright in the middle of a storm to complain that the roof was leaking on his desk, and Wright replied, "Richard, why don't you move your desk?"  But Jones’ wife Georgia had an equally memorable perspective regarding the leaking structure:  she said, “This is what we get for leaving a work of art out in the rain.”  

As of mid-2017, the owner of the house was Barbara Tyson, a member of the family that founded Tyson Foods Inc.
"Local commercial real estate developer Stuart Price recently bought the unique block and glass home, 3704 S. Birmingham Ave., from Bat, LLC, an Arkansas limited liability company, for $2.5 million, Tulsa County land records show."

References

 Storrer, William Allin. The Frank Lloyd Wright Companion. University Of Chicago Press, 2006,  (S.227)

External links
Westhope on peterbeers.net
Photos of Westhope on galenfrysinger.com
Westhope on exploringart.net
Photos of Westhope on Flickr

Westhope on steinrag.com
Richard Lloyd Jones bio on Unitarian Universalist Association of Congregations

Frank Lloyd Wright buildings
Houses on the National Register of Historic Places in Oklahoma
Houses completed in 1929
Buildings and structures in Tulsa, Oklahoma
Houses in Tulsa County, Oklahoma
National Register of Historic Places in Tulsa, Oklahoma