Along For The Ride
In the 1950's, the venue we now call Fairplex was called the LA County Fairgrounds, but to auto buffs it was simply Pomona. The Cal Club went on to sponsor seven more weekends in the 50's, all club races. The biggest sports car event at Pomona was the Examiner Grand Prix, in March 1959. While the Cal Club was not the sponsor, it provided all the workers. Another unusual event was the Cal Club's six hour enduro in November 1958. It started at 2PM on Saturday and finished at 8PM after about three hours running on headlights. Ken Miles did not drive his customary Spyder in the event, but won with Carlyle Blackwell in a Jaguar D-type. The next day he reverted to form, however, winning the main event in the Porsche. The only unusual visual feature of the track was the tunnel, actually an overpass to permit entry to the infield. Other than that it was a pretty flat course set off by hay bales for the protection of drivers and spectators. Production cars frequently got into difficulty in some corners, and even the big dogs got decorated with hay now and again.
MG's seem to have a lot of trouble at many meets staying right side up, and Pomona was no exception. It was not uncommon to see Corvettes and Jaguars spin, but somehow they always seemed to stay upright. The photo below was taken from the overpass as two Corvettes hang it out. In the following photo, notice the large pylons that were used to mark the course. As you can see in the next photo, Pomona drew large crowds. After a slippery dance, even a big Ferrari might eat some hay. These photos were taken in the July '57 event. Races then always employed a standing start and it could get quite exciting for the starter when someone in an up-front row killed his engine. You can ask me how I know! John von Neumann won the big bore race whose start is shown. Ken Miles had just won the small bore (under 1500cc) race. Speaking of Ken Miles, in the next photo he is shown heading under the overpass in his 550 Spyder. Even Ken would hang the back out as shown as he exits from under the overpass. These two photos were during the October '57 meet. While cars slid this way and that on occasion, it was really a pretty safe track, with almost nothing solid to hit, except for the tunnel.
This car has Active Driveline - a similar system to that offered on the Jaguar E-Pace and Ford Focus RS, which uses a rear-mounted double-clutch to offer torque vectoring on the rear axle, helping turn-in. But with Cross at the wheel, and even on sinuous Welsh B-roads, there鈥檚 no drama; progress is rapid, but serene. And that鈥檚 the same in Dynamic mode, which delivers added punch in throttle responses, pushing more torque towards the rear and tightening up body control. But it never comes close to making Cross look like he鈥檚 hustling along a hot hatch. Would it be fair, we ask, to say an E-Pace would be dancing around a bit more along the same route? 鈥淧robably a little,鈥?Cross replies. It鈥檚 genuinely hard to feel the mild-hybrid tech doing its work from the passenger seat, and Cross says it鈥檚 not much more evident from behind the wheel. Even so, this is far from the cleanest new Evoque. You鈥檒l need a diesel example (鈥淭ry the mid-spec one; it鈥檚 plenty quick enough,鈥?Cross suggests) if you want to dip under 150g/km of CO2 emissions. Market forces and possibly legislation will determine if Land Rover鈥檚 engineers have succeeded in making the Evoque more environmentally acceptable, while retaining off-road capability that is authentic, even if it鈥檚 rarely used. But on the basis of this short exposure to the Mk2 Evoque, this already feels like a car that delivers where it counts.
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