suit: Bill McGovern; fair hair: George Bevan
suit: Bill McGovern; fair hair: George Bevan |
1917 - 1998
Leesons Hill, St. Paul's Cray
In 1970 British Saloon Car Racing, the title on points at least went to a private venture: the Bill McGovern driven, George Bevan entered, 1000 cc class dominating Sunbeam Imp.
Entries: 11; seven wins; 2nd place: twice.
Drivers:
George Bevan, the G of 'H & G Gas Cooking Ranges', did not just successfully build the rather specialised equipment for Chinese chefs, he also was the source for one of the hottest racing Imps (summer 1968) in Alice Blue.
 Leading Martin Raymond's Cooper S, the Bevan Sunbeam Imp with front radiator and oil cooler | |
His son and heir, Peter Bevan was still racing George's earlier creation in Austin A40 disguise, when the Imp project started. Peter took in this old car the 1000cc class saloon record away from the ruling Fraser Imps a few seasons earlier.
 Tubular rollover bar |
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The Imp project started with a new body-shell. All opening bits (doors, bonnet, boot) were replaced with fibreglass; see-through bits were made of perspex, including the windshield.
The bare interior did come with all available seating, the driver's seat being of the Restall make.
A tubular rollover bar was fitted, partly because of Peter's experience with rolling the A40.
The radiator, a Serck crossflow type was placed up front. The oil cooler was also moved to the front (above the radiator), even though the long oil pipe lines mean a significant drop in oil pressure.
 Triumph Herald's steel angle 'iron' sub frame | |
The front suspension crossmember was removed to be able to fit a complete Triumph Herald front suspension. It was mounted on a square sub-frame of angle 'iron' (steel actually), crossbraced by small diameter tubes in a cruciform manner. The subframe side members acted as pick up points for the lower wishbones of the Herald parts. The upper wishbones are attached to the strengthened mounting points up in the wheel arches.
To compensate for the dispension of the front suspension crossmember, the front part of the body-chassis was strengthened by the addition of three tubular struts. One of these runs from the centre of the scuttle down to the floor alongside the driving seat. The other two use the same point in the centre of the scuttle, but diverge outwards on either side to each wheel arch.
The rear suspension was left just about standard, apart from the factory listed shortened coil springs and the ubiquitous Armstrong Adjustarides.
There are three engines available for the Bevan concoction: two 998s and a 850. These are Rallye Imp blocks which were bored out, resleeved and bored out again.
The engine bottom was left standard, because it can take quite a lot of increased power, as Willy Griffiths has preached - it is a very sound design.
 Click to enlarge | |
Ex-driver Pete is a cylinder heads specialist, but he is reluctant to reveal the details of his combustion chamber work. Peter Bevan started his own tuning business, gaining fame with Bevan heads. Many successful Minis were treated on one of his, including the one driven by Rob Mason. Cars using his parts held lap records at both Lydden and Brands Hatch. (Spring 1968)
The Bevan Sunbeam Imp had a high standard of finish. The rear wheels were Minilites with a 7 inch rim fitted with 500-L-13 Dunlop 'Green Spots'. These made larger wheel arches necessary. The front arches needed no modification, despite the extra lock of the Herald suspension. The front wheels were fitted with 4.50 M-13 tyres.
 Slightly flared wheel arches at the rear - the work of Brian Barton of Gillingham, Kent |
 1971 - Minilte wheels, front 8, rear 9 inch. In the background a customer Imp, that would be seen on german race tracks in the 1971 season. |
March 1969: Piper advertises the fact that "Bill McGovern in the George Bevan 850 Sunbeam Imp sixth overall in the 1300 c.c. class and 850 track record" on Piper cams.
written by Martyn Jones
Back in 1970, the R.A.C. British Saloon Car Championship was fast and furious, but compared to todays Touring Cars the saloon racers of yesteryear were delightfully low-tech.
No, these were not thinly-disguised single-seaters lurking under multi-coloured bodywork, they were cars that were very little removed from the actual saloons you could buy in the showroom.
What made 1970 special was: one small car, one private team, a veritable David, who took on the Goliaths and beat them fair and square. Of course, this particular slayer of giants was the Bevan Imp. A car skilfully piloted by Bill McGovern and expertly prepared by George Bevan (Imp Tuning Guru and Imp Club Member).
Although this Imp was highly modified (and beautifully prepared), it would be fair to say that there are Imp Club Members who currently run much higher specification cars on the road ! Indeed, for the first three events of 1970, the Bevan Imp had to make do with standard doughnuts, clutch and drum brakes !
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In the course of the year 1970 this remarkable combination had achieved in only 11 starts:
Not content with this, they went on to win the R.A.C. Championship in 1971 & 1972 as well! (The Vanguard Bevan Imp is represented in it's 1972 livery.)
| Bevan Imp specifications: one secondhand metallic blue Sunbeam Imp (315 !) fibreglass bonnet & Boot perspex windows 'roll cage !' 13" wheels 998cc engine standard rods, crankshaft, pistons Piper camshaft sport head (1.4"/1.125" valves) race rear Konis weight 14.5 cwt (100 lb. over the limit !) |
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Motor magazine tested the Bevan Imp at Silverstone Racing Circuit.
Tyres for the wet test day were 970 compound Dunlop 4.75/10.00 x 13 front and dry tyres were 350 compound, 11.5 inch wide at rear.
Close ratio gears kept the engine between 7000 and 9000 rev/min. On those ratios it pulled 9000 rev/min down to Woodcote bend (173 kph). Different gearing would make it go a lot faster, but with that gearing it would really shoot up to that speed which is what a racing car has to do.
Reputed to produce 135 bhp.
Motoring News 1970, 23rd July
excellent article on George Bevan's race successes
Motor, 1971, 3rd Feb., issue no. 3579
Article on George Bevan's successes and they tested the car at Silverstone Racing Circuit. 5 pages, incl. a centre 3 page
colour spread ; plus the Bevan Imp on the front cover.
Bob Gayler of Piper Cams says: Piper Engine Developments built many successful race engines, including the development work on the George Bevan Imps.
| Obwohl der Imp im Vergleich mit anderen Rennwagen sehr zivil aussieht, wurden doch fast alle wichtigen Teile geändert oder gegen Spezialanfertigungen ausgetauscht. Übrig blieb nur die Karosserie eines gebrauchten 69-er Imps. | Although the Imp looks very civil compared with other sports cars, almost all important parts were changed or exchanged in favour of purpose-made specials. What remained was only the bodyshell of a second-hand '69 Imp. | |
| Die Vorderachse wurde mit Unterlegstücken 1,5° negativ gestellt und mit aufgeschweißten Blechstücken verstärkt. | The axle was 1,5° | |
| Nachträglich eingebaut wurden Scheibenbremsen vom Vauxhall Viva. Die Bremssättel sind aus Leichtmetall. | brake discs of a Vauxhall Viva | |
| Vorn werden Armstrong-Stoßdämpfer gefahren, hinten Konis, die auf Druck und Zug unterschiedlich einstellbar sind. | ||
| Die Antriebswellen stammen vom Imp-Kombi. | ||
| Problematisch an der Kraftübertragung sind die Rotoflex-Gummikupplungen, wie sie auch bei Formel-3-Wagen verwendet werden. Die Anfälligkeit dieser Gummikupplung gegen Risse verhindert ein weiteres Tieferlegen des Wagens. Sicherheitshalber werden diese Ringe nach jedem Rennen ausgewechselt, was allein die Kleinigkeit von 145 Pfund kostet. | ||
| Die Kotfl:ugel sind verbreitert, um die maßigen Minilite-Felgen aufzunemen. Vorn werden 8-, hinten 9-Zoll-Räder gefahren. Meistens wird die Dunlop-Regenmischun in den Größen 185/5.50-13 vorn, und 4.75 - 11.60-13 hinten verwendet. Diese extrem nieder-profiligen Reifen stabilisieren den Wagen besonders wirkungsvoll beim Bremsen aus hohen Geschwindigkeiten. Immerhin läuft der Wagen mit einer langen Achse über 200 km/h. | ||
| Die Kraftquelle dreht knapp 10.000 U/min und entwickelt dabei 108-109 PS. Geschaltet wird normalerweise bei 9500 Umdrehungen, aber schon bei 5500 U/min. ist ausrechend Leistung vorhanden. | ||
| Der Hubraum wurde von 875 ccm auf 998 ccm vegroßert, die Pleuel sind serienmäßig, die Kolben wurden durch Kürzen des 'Hemdes' stark erleichtert. Sie werden nach jeweils drei Rennen gewechselt. Die Kurbelwelle kann nitriert von Chrysler England bezogen werden. die Kupplung stammt aus der Formel-3. | ||
| Die Antriebswellen stammen vom Imp-Kombi. | ||
| Die Antriebswellen stammen vom Imp-Kombi. | ||
| Die Antriebswellen stammen vom Imp-Kombi. |
 photos supplied by Nick Cleak |
Brands Hatch Circuit. Must have been 1970: if you look at the stickers on the roof - there are 7 first place ones ! |
Again Bill McGovern in George Bevan's race winning imp, leading three Ford Escort Mk1's and a Mini.
Silverstone, June 27/28 1970: ECT Tourist Trophy Silverstone, September 24 1972: ECT Tourist Trophy Silverstone, September 23 1973: ECT Tourist Trophy |  |
George Bevan died at age 81 on Sunday 22nd March 1998
Harrington, P.
Hot Crispy Noodle / by Paul Harrington; photos by Trackshot. - Cars & Car Conversions 1968, July. - p.132-134 : 7 photos
visiting George Bevan
Racing at crystal palace / Phillip Parfitt. -
ISBN 0-947981-38-1
It has a little text and three clear photo's of Imps in action, one of them is George Bevan's.
Championship team. - Motoring News 1970, July 23. - p.5
Bevan Imp. Excellent article on George Bevan's race successes
Motor, 1971, 3rd Feb., issue no. 3579
Article on George Bevan's successes and they tested the car at Silverstone Racing Circuit. 5 pages, incl. a centre 3 page colour spread ; plus the Bevan Imp on the front cover.
Der Superzwerg / Falk vom Hofe. - Auto Sport Aktuell, 1971 (?). - p.46-48
a private Motor Sports magazin, published by Mr. Kautz, the owner of a small Car Rental Company in Cologne
LDVA26007 Size: 1:43 Scale George Bevan's 1litre Imp was the most successful race imp of its time. In 1970 alone Bill McGovern drove it to 8 lap records, 7 class wins and 2 second places in only 11 starts to secure the RAC Saloon Car Championship. He also secored the only British class win in the 4-hour Tourist Trophy. The British Saloon Car Championship victories were repeated in both 1971 and 1972 and the car is represented here in it's 1972 livery. |  |
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The Imp Site External link: 16v valve George Bevan - Martin Humpfries engine |
© Franka |
Photo by Gerald Swan on the web:
Brands Hatch 1974, 17 March - Race of the Champions support, Bill McGovern driving a George Bevan 1.5-litre Volkswagen Passat (JPEG Image, 1000x626 pixels)