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On January 22, 1957, a baby boy was born to Mr and Mrs Roach. A healthy lad, who was just able to make sense of his new world, as he celebrated his second birthday. On that day events outside of his understanding occurred that would have an impact on him in later years. On January 22, 1959, Britain's first Formula One World Champion and Jaguar works driver was killed in a tragic car accident while driving his Mk 1 Jaguar.
As Paul grew older, like most boys of his age he had an interest in football and other sports. But motor racing and cars in general had him spellbound. He was mysteriously drawn to the career of the late Mike Hawthorn. Books and newspaper articles were studied at length and over the years, he absorbed so much information about his hero that he probably knows as much about the man as any person living.
It was some time before he realised the coincidence of the date of the accident and his second birthday. Understanding the unique relationship that Hawthorn had with Jaguar is the most likely reason that Paul also cultivated an interest in the Coventry marque.
After owning a few jaguars, Paul decided that he would build a replica of Hawthorn's famous Mk 1, VDU 881.
Finding a donor car was the easy bit. Piecing together its full specification was a different matter altogether. Very little information on the car's specification was available at the factory and possibly some of of the work had been carried out at Tourist Trophy Garage, the Hawthorn's family business. Paul continued his research, but was not reaching any conclusions. Then, in 1991, he was approached by John Langley, a reporter on the Daily Telegraph. John wanted to run a feature on Paul and his in-depth study on Hawthorn.
Just out of the paint shop, the rust-free bodyshell looks absolutely splendid
The response to that article was quite amazing and completely transformed his data bank.
This letter from Ted Papsch was the most revealing
Perhaps the first reply was from Ted Papsch, joint foreman at Tourist Trophy Garage. More to the point, he actually did a lot of the work on VDU. In that first letter, he told Paul the spec of the car. That was a modified engine with 9:1 pistons, semi-racing clutch, a pair of two-inch SU carburettors, wire wheel conversion and the resiting of the battery to the boot. He also mentioned changing the headlights to Marchall units.
A pair of rough-cast H8 carburettors grace the 'Mkl 1' engine
Ted had worked at Tourist Trophy Garage since before the war, first with Mike's father, Leslie, and then with Mike. Paul made many visits to Ted and the two became very friendly. Ted even gave Paul a Tourist Trophy Garage plaque to fit on the dash.
The next response, amazingly was from Bill Fields, the other joint workshop foreman. Even more information came Paul's way, and so great was their bond that Paul spent many a Sunday at dinner with Bill and his family. It was Bill who absolutely refuted the idea that Hawthorn had the notorious hand throttle fitted to VDU.
The pipe and the radio are both Hawthorn trademarks. Out of shot is a pair of gloves, also of the type worn by our man
Another call from a Trophy employee. This time, it was Jack Doe, the storeman. He told Paul that Mike was a keen radio enthusiast and had fitted a new Pye transistor radio to his car. It seems that the workforce at Tourist Trophy Garage was like an enlarged family, and Paul was able to glean a certain feeling about Hawthorn from those close to him. A quiet, thoughtful character emerged, so different from the glamorous playboy as portrayed in the press of the day.
The police officer at the scene of the acci¬dent became another correspondent, as did A J Russel, reporter for Surrey & Hants News.
The latter's view on the building of a replica of the VDU was unequivocal: "I would like to suggest to you that rebuilding this particular monster is not a very good idea. It would be like rebuilding a bomb after an explosion!"
But it wasn't just individuals who contacted Paul. Raydot sent a note to say that they had commissioned Hawthorn to advertise their new spotlights. A pair was fitted to the front of his 'Mk 1'.
At last, information was streaming through. Very few contemporary photographs exist of the car, so Paul took the slightly unorthodox approach of writing to all of the newspapers, asking to buy copies of photographs that were taken at the accident scene. Detailed examination revealed many other snippets to reconstruct this jigsaw,
and the full story appeared in Jaguar World, Vol 11, Nos. 1 & 2 [Note: also reproduced on this site as Mike's Biography and Le Mans 55]
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However, he had to make one decision early on: should he rebuild his car to be a clone of VDU, or should he deviate slightly in the interests of modern conditions? After much deliberation, he chose an intelligent recreation. His concession was in the use of 420 brake calipers and modern radial tyres.
The time to begin the rebuild had come. His donor car was rusty in all of the usual places, but he was lucky enough to discover a rust-free, imported bodyshell, complete with doors, bonnet and bootlid. This was painstakingly built up over a number of years. The correct-style auxiliary reverse lamp was found at an autojumble. A stall produced a pair of original Trico rear window demisters favoured by Hawthorn. More sifting through ads and jumbles produced other items, like the identical Pye radio, still in its box.
The pair of original Trico rear window demisters
By now, Paul's own career had advanced and he took the opportunity to start a garage, specialising in Jaguars. He rarely advertises and has work booked well into the future. When time allowed, he rebuilt a close ratio Moss gearbox, assembled a 4.09:1 Powr Lok rear axle, and painstakingly built an engine to the spec supplied by Ted Papsch, finished with a pair of rough-cast H8 carburettors.
The bodywork was fairly straightforward, with the exception of the rear wheel spats. Hawthorn had used conventional ones, but had them trimmed away without using any special edging. By measuring from photographs and calculating scale, Paul was able to work out how much to trim the spats and what the finish was. The resulting job looks authentic, too.
Ted Papsch reckoned that a battery, centrally located in the boot, helped with weight distribution
After years in the building, the car eventually made it on the road for the Jaguar Driver's Club meeting at Audley End in the summer of 2000. Paul was delighted with the run, and with the suspension settled, he carried out a full suspension and steering geometry check. I had the chance to drive the car a couple of weeks later.
It was chilling to see the 'Mk 1’ sitting outside Paul's workshop, so close to how VDU 881 might have looked at the Tourist Trophy Garage. The freshly upholstered seats and newly finished wood (satin, not gloss) screamed late Fifties. A choke cable had been fitted to operate the H8s, just like the one Ted Papsch would have fitted for Hawthorn (could this be the confusion over the hand-throttle?). This was fully extended, and a prod of the starter button released the energy of the XK engine, breathing through a modified exhaust system, exiting slightly off-centre at the rear.
The Tourist Trophy Garage were suppliers of new Jaguar cars with a tremendous link with the factory. This genuine plaque was a present from Ted Papsch to Paul Roach
The clutch is smooth and light, giving a controlled pull away. Once we entered the lanes surrounding Paul's rural workshop, I was able to explore the power. Here was the first surprise. The engine still had a B-type cylinder head, just like VDU, but the power was in abundance. A deft shift into second was smooth and slick. This is one fast car. Dropping down from third to second is easy, and with a little pause to add revs through neutral, the change was silent.
The feel of the steering was impressive too, demonstrating how well Paul had set this car up. Driving through the corners on the throttle was an absolute delight, with acceleration out of the bend giving an added
reward. Stopping this car was easy too -1 go along with Paul's decision to use the later brakes and tyres. Two simple items, but what a terrific addition to the fun factor.
This is a car desperate to be driven. In the hands of Hawthorn, VDU 881 must have been awesome. Oh, to be transported back through time just to watch a single race, with Hawthorn dicing with Tommy Sopwith, pushing their cars through impossible angles.
Our day ended all too soon, but I hope to be driving this car again shortly. Paul has decided to produce a limited series of these cars, but understands that customers may not be as determined as he is about the last word in authenticity, preferring instead to sample the flavour of the time with a few modern improvements. If you would like to join the growing band of 'Mk 1' enthusiasts, this could be the way to go. Contact Paul direct at the number below
Is Paul finished? Not really. He still needs a BRDC badge and would like to find a three-vent dashtop. Most of all, a VDU number plate would finish the job. Call him if you can help.
Paul's last words are of sadness. Italy has honoured Nuvolari with a virtual shrine. There is nothing for Hawthorn. Okay, Farnham have named a street after him and recently, a Hawthorn tree has been planted near the accident scene by the TVR garage that now occupies the sight of the old garage (called Hawthorn's). Surely, Britain's first World Champion deserves better. A permanent display in the local museum or at one of the premier motor museums would be fitting for this real boy's hero.
[Note: see our Memorial pages for an update on tributes to Mike where some of Paul's wishes have been realised]
And don't forget to check out another recreation, that of Nigel Webb who acquired 881 VDU for his Registration plate -
the UK authorities would not release Mike's original VDU 881 registration.
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