The finance and unbounded enthusiasm of young Lance Reventlow, wealthy son of a very wealthy mother - Barbara Hutton, "Woolworth heiress" - is the guiding force behind the organisation of Reventlow Automobiles Incorporated, which he formed to build his own racing equipment. Scarab sports cars constructed by R.A.I. have proved highly successful in the States, and the decision was therefore made to design "monoposto" machines for G.P. contests, this being dictated by the lower costs inherent in the simpler layout of a Grand Prix car.

Inevitably, with so bold a design as the new Formula 1 Scarab, the Reventlow team of technicians met with many problems and difficulties. To enter international racing, R.A.I. required a new engine, and following a period of considerable research which included, among other assignments, the dissection and analysis of a Mercedes 300SLR, a power unit was evolved. This is a complex desmodromic valved, four cylinder, "on its side" engine developed by Leo Goosen, the former Offenhauser and Meyer-Drake expert. According to reports, the engine runs well and is turning out around 240 B.H.P., the same as the 2.5-litre Coventry Climax unit, and for 1961 a 12-litre engine is on the drawing board in readiness for the new formula.

On the Riverside circuit in California the 2½ litre Scarab prototype is often to be seen in action, and Chuck Daigh has improved his own lap record, set up with the 5½ litre Corvette engine sports Scarab on numerous occasions.

As in many Indianapolis cars, the drive line runs straight back along the left hand side, and the initial impulse in the Scarab comes from a Lockheed twin plate clutch mounted on a steel billet flywheel. A short, universal jointed drive shaft continues to the transmission, built in unit with the final drive and resting under the driver's left elbow, the cockpit itself being offset to the right of the centre line.

Halibrand wheels with Al-Fin drums are incorporated and designed to work, together with the backing plate, as a turbine system to throw heat away. The wheel rim shrouds helical finning on the outside of the drum, thus forming turbine rotor ducts which gain added efficiency from the stator effect of the backing plate. This effect is encouraged by the design of the spoked wheel, while not hindering the radiation of heat.

The frame of the Scarab is a very neat trussed layout of welded chrome molybdenum steel tubes of varying diameters with substantial cross-bracing. An unequal wishbone suspension system is fitted to all four wheels and a facile adjustability of camber through screw mountings for the ball joints allows quick adaptation to the character of each course without cumbersome changing of springs, etc. This is an idea which has been applied only recently to European racing cars but has been an American technique of long standing. Coil springs are utiliSed all around, with Monroe or Koni telescopic spring dampers, and as with the Scarab sports cars, on which it proved successful, steering is by modified Morris Minor rack and pinion gear.

Wind tunnel testing of a scale model refined the shape of the body shell and the result is an extremely handsome outline. Except for its upswept cowl and headrest, it is lower than the tops of its tyres, with purposeful lines full of distinction.

The sports Scarabs were finished in an attractive golden hue, and although America's international racing colours are white and blue, it is possible that Lance Reventlow may emulate Rob Walker by ignoring official colour regulations and decide to race the Fl Scarabs in the colour scheme used on his earlier cars. Be that as it may, it will be a very pleasing and welcome sight to see the new cars and colours, thinning out a little the greens and reds, on the starting grids of Europe!

The title "Scarab", which is an excellent choice for a name, is incidentally derived from the sacred beetle of the Egyptians, and if appearance is anything to go by the G.P. car bearing this name is assured of success! However, its potential must be regarded as an unknown quantity in international events, and as such, a period may elapse before R.A.I. can hope for some obvious triumphs, bearing in mind that it took years before the Vanwalls and Coopers won their first championship races.

The essential prototype dimensions are: Wheelbase-90 in.; track front-50 in., rear-48 in.; overall length-13 ft. 6 in.; overall height to top of head rest-2 ft. 11 in.; wheels—front 600 x 15, rear 650 x 15.

Webb and Syrett have tried to hatch a formula which would provide fast, spectacular and colourful racing with lots of cars, at a price which the average international Formula three entrant could afford. Have they succeeded, and gained the public's support for the formula? At this stage of the season, with the F5000 championship over, it looks as if they have; excellent advertising and Guard's sponsorship has assured good crowds at all the F5000 races, good racing at most meetings has meant that the crowds will return and the formula is expanding for its second season. The only point against F5000 this year has been the lack of competitive cars. Only three makes of car, McLaren, Lola and T.S., have been able to make any impression on the results, and one of these, the McLaren, was absent from most of the mid season races, making the championship a two horse race. As the Lola seemed a little slower than its two rivals, some of the races failed to live up to their promise, however, on the whole, the first year of F5000 was a success.

When John Surtees split with Lola cars last year, it seemed inevitable that he would, sooner or later, join the ranks of the drivers who have turned constructors. The inevitable happened sooner rather than later and John's first car, the T.S.5, made its debut in the first F5000 race at Oulton Park on Good Friday. Len Terry, one of Britain's foremost racing car designers, had collaborated to build the 1967 Honda, so it seemed that when Surtees began building cars Terry would be somewhere nearby, and indeed he was, designing the car. Terry designed a straight forward monococque chassis with a tubular space frame at the rear, carrying the engine and the rear suspension, this mode of construction was used on the Honda, and proved quite successful. Terry has now ended his association with Surtees and is producing his own F5000 car, the Leda. It seems that Terry, and Surtees, for that matter, do not keep business associations for long.

The T.S.5 uses normal 'grand prix' type suspension, with the front springs mounted inboard. Close scrutiny of the car makes it apparent that it is suitable for other engines and formulae. Will we see a Formula One T.S.5 next season? In common with the other contenders, the T.S.5 is powered by a Chevrolet V8 engine. The engine starts life as a power pack in a Camaro, and it is then breathed on by one of the Chevvie tuning specialists; Al Bartz, Traco or Alan Smith. The amount of tuning which one is allowed to do on these engines is, of course, restricted. Dry sumping is allowed, different carburettors or fuel injection can be fitted, but the engine block or the cylinder head cannot be substituted, the camshaft location cannot be changed, neither can the main bearings and, of course, superchargers are banned. When the tuners have finished with the engines their power output is boosted to about 465 b.h.p. with injection, 430 with carbs. Starting next season fuel injection will be banned. Throughout the season the T.S.5s have used fuel injected Bartz or carburettored Traco engines.

Three drivers have been in the driving seat of the T.S.5s this season; Andrea de Adamich, David Hobbs and Trevor Taylor. The season started with Hobbs and de Adamich driving the cars, and as the season progressed first Hobbs and then de Adamich moved to the U.S.A., to take part in the lucrative Formula A Continental Championship, and their place in Europe was taken by Taylor. At the beginning of the British F5000 championship it was Hobbs who offered the biggest challenge to Pete Gethin, who dominated the early races in his McLaren. David finished second in two of the first five races, and then won the sixth before following Gethin to the States. De Adamich had not enjoyed the same success as his team mate, his car persisted in letting him down and he managed only one fourth place in these races.

After these six races, Hobbs' place in the T.S. team was taken by Trevor Taylor, the former grand prix driver. Taylor proved to be the 'discovery' of F5000 this year, he equalled Gethin's run of four victories and very nearly won the Championship, losing to Gethin by a mere two hundred points. (500 points are scored for a victory). While Taylor was winning races in Europe, Hobbs and de Adamich were doing quite well in America, Hobbs indeed won two races, and de Adamich picked up a couple of second places. The T.S.5, at the beginning of the season used a large suspension mounted airfoil. When 'wings' were banned a triangular shaped upswept tail section was fitted. The cars were painted red with the white Team Surtees arrow motif until midway in the season, when Taylor appeared in a white car with a red orb just in front of the cockpit. This car was to be purchased for the Japanese driver Tetsu Ikuzawa by the Honda Motors. This deal fell through, unfortunately. The red disc was replaced by a small green stripe later in the season. Throughout the season Taylor's car carried the number 25, Hobbs' 15 and de Adamich's 14.

Surtees, with the T.S.5, has proved that he can produce good racing cars, his car has won more F5000 races than any other. Will we see Surtees and Taylor in Cosworth-powered T.S.5s in Formula One next year? I hope so.

Dimensions Wheelbase: — 96½ in. Track, F: — 59½ in. R: — 60 in.