| PRINCE BERTIL, DUKE OF HALLANDIA (1912 – 1997) THE ROYAL PASSION The sun threw its yellow light on the eastern walls of the Royal Castle in Stockholm. It was an early morning in 1927, still peaceful and quiet. Not even the palace guards, frozen in their tin soldier poses, seemed alive. But suddenly, the throbbing sound of rapid explosions from a four- stroke motorcycle engine echoed between the courtyard walls. As the Husqvarna passed through the entrance tunnel and out between the heavy gates, the noise was amplified for a moment. The guards jumped to attention, saluting the young man on the motorcycle. He was still in his teens. A dark brown beret held his curly hair in place and large racing goggles covered his eyes. The guards knew who he was, but it was unlikely that anyone else would recognize him once he was out on the street. His Royal Highness, Prince Bertil of Sweden, was off on another of his frequent excursions with his new motorcycle. Prince Bertil’s fascination with things on wheels had begun as soon as he was old enough to operate a pedal car in the vast corridors of the Royal Castle. Later, at the age of eleven, he learned to drive his grandfather’s 1914 Silver Ghost. Wooden blocks were fastened to the pedals so the young prince could reach them. At sixteen, he got his own motorcycle, and a few years later, his first car, a black 1930 Auburn Roadster. The daybreak excursions, often covering hundreds of miles on back roads full of loose gravel and unexpected curves, provided effective lessons in the art of driving. The Prince had all the enthusiasm and natural ability of a great driver. But as much as he wanted to race, being a potential heir to the throne prevented him from taking part in actual competition. He had to be satisfied with the role of a spectator. Prince Bertil now became publicly connected with fast cars and motor racing. People fondly called him “The Motoring Prince.” This was the beginning of a legend which was to be continued in France. During the Thirties, Paris was still a mecca for automobile enthusiasts. Not only was it the capital of coach building, but the glamour of the days when the French dominated racing in their Bugattis, had not yet faded. Prince Bertil was soon introduced in the right circles. One of the many influential people he became acquainted with was Jean Bugatti, Ettore’ s son. With his help the Prince managed to obtain an unblown Type 35. This fabulous car made for most eyecatching transportation on a tour through Bois de Boulogne or a cruise along the Champs Elysee. But the Prince found another use for it. A group of young aristocrats had been renting the Montlhery circuit outside Paris for their private races. When the Prince heard of this, he was unable to resist the temptation, and entered under the cover- name “Monsieur Adrian.” The first outing in his Bugatti brought him a second place, and later, a dozen events had the mysterious “Monsieur Adrian” in the field. Afer a few years, the Type 35 was replaced by a Type 51 with double overhead cams. But with the clouds of war growing darker and darker, it was time for Prince Bertil to return to urgent duties in Sweden. The Bugatti was sold. During the war, Prince Bertil served as Sweden’s Marine attaché in London. Somehow, the British automotive community managed to function even during these trying times, and the Prince found himself a welcome guest among its members. He became acquainted with W. O. Bentley and many others, but his friendship with David Brown would prove of particular importance. With the Bugatti gone, the Prince was looking for another car on which to focus his attention. After the war, David Brown took over the Aston Martin company and began producing his new breed of the legendary make. The Prince had now found his new favorite. Prince Bertil says this of his early association with Astons, published in 1978: “I practiced with the Aston Martin team for the 1950 Le Mans - it was their first successful year. Abecassis, Macklin, Parnell and the others were there. John Wyer was the team manager. I kept well behind during the practice sessions, so I wouldn’t interfere. It was challenging to try to keep up with them; they drove a great race. One of the cars gave out early on, I remember, but the two others stayed together for almost the entire distance. Abecassis’ number 19 was ahead. First Rubirosa’s Ferrari had to give up the race with clutch failure, I think. That put Aston Martin in thirteenth place. Then Abecassis passed Whitehead’s Jaguar. That was around eight in the evening. By now they held ninth place. For several hours they were battling with a Delahaye and a Ferrari - I think it was Lord Selsdon’s. During the morning hours the Aston Martin was finally ahead, holding fifth. Then they were fighting with an Allard. But when Johnson’s Jaguar gave out only a few hours from finish, Aston Martin was sure of fifth place in the overall standings. Parnell and Brackenbury were just behind in sixth place. Aston Martin set a new class record and of course won their class. I stayed with the team and celebrated the victory with them. It was a great experience.” “My first Aston was a 1950 DB2 Drophead Coupe. It was light blue and had an aluminum body. It also had a column shift which I didn’t care much for. I had a floor-mounted gear lever put in at the same time the factory in Feltham exchanged my standard engine for one of the Vantage engines. I never took the car to Sweden, it was kept in England or France. I wish now that I had never sold it, and I wonder what became of it?” Excerpted from EUROPEAN SPORTSCARS OF THE FIFTIES by Henry Rasmussen, Picturama Publishing, 1978 Back to Aston Martin DB2 DHC Home |
