|Date of Birth||13th March 1913|
|Date of Death||28th November 1993|
|Best Result||NC (x2)|
Before Formula One
The Irish Republic has had little association with Formula One over the years. There was the Silverstone-based Jordan team, which achieved 4 wins in a 15-year period of ups and downs. There was Derek Daly, who came close to winning the infamous 1982 Monaco Grand Prix in a year where he very much lived in the shadow of his World Championship-winning Williams team-mate Keke Rosberg. Apart from these two examples, very few Irishmen competed at the top of the motor racing ladder, much less made an impression. One of them however, was present at the very first World Championship Formula One race at Silverstone in 1950.
Joe Kelly was born in Dublin on 13th March 1913. At age thirteen he left school to work on the Henry Street Market, later moving onto the railways learning to be a fitter on the steam trains. After that he drove trams and buses in Dublin with an old friend from his schooldays whom he would often race against at the end of the night shift. It was here perhaps that the seeds of his love of motor racing were sown.
Kelly moved to England in the late 1930s, allegedly on his way to fight in the Spanish Civil War, though this has been called into question, as he had a habit of fabricating fantastic tales about his life. Some of his tales were false, but others amazingly turned out to be true! What is known about this period is that he became the foreman of the Carter Paterson factory near Wimbledon. He lived here with his girlfriend Maureen, whom he would marry during the Blitz. They had four children.
After the war, rationing was still in force in Britain. Due to the shortage of steel all buyers of new cars had to sign a covenant with the British Motor Trade Association obliging them to keep the car for at least six months and not to sell the new car on within the same period. Kelly, along with a fellow London resident, future sportscar legend Roy Salvadori, set up a scheme whereby they would obtain Alvises, Rileys and MGs and encourage other people to sign their names claiming ownership of them. They would also buy fuel for their cars on the black market. This was how their motor racing careers started.
Kelly then returned to his native Ireland, where he purchased 70 acres of land and set up the Red Cow Garage in Clondalkin, Co. Dublin. For the next decade or so Kelly would spend his time hopping between the British Isles competing in various machinery. He built a racing special based on a Riley called the IRA, which stood for ‘Irish Racing Automobile’. Apparently, this choice of acronym was not a problem when he entered it in races across the border! He also obtained an old Maserati 6CM voiturette, with which he entered the Wakefield Trophy in 1949. This was a race held at the Curragh, the home of Irish horse racing, which from 1947-54 played host to various events for cars and motorcycles on a road circuit measuring just under eight kilometres. Kelly shattered the lap record in the Maserati and finished 4th in the race. “He was one of the most successful Irish drivers, always very exciting to watch,” wrote Oliver McCrossan, a regular spectator of the Curragh races.
That same year, Kelly received an invitation to race in the first BRDC International Trophy at Silverstone. It was the first race on the circuit that did not use the runways, but instead used the now familiar perimeter roads. Also present were such big names as Alberto Ascari, Nino Farina, Luigi Villoresi, Toulo de Graffenried and Prince Bira. The race was divided into two 20-lap heats and a final 30-lap heat. Kelly took part in the first heat, placing 8th of 14 finishers. The final heat was dominated by the Ferraris of Ascari, Farina and Villoresi, who took the top three positions. Kelly was 19th, four laps down in a race that also took the life of local driver Jock Horsfall.
In 1950, Kelly purchased the Alta GP3, the last of the three Alta GPs which were ever built. This particular example was equipped with a two-stage 1.5 litre supercharged straight-six engine, with a top speed of 160 mph. It turned out to be a very loud machine, as Kelly temporarily lost his hearing from the noise! It was with this car that he entered the 1950 European Grand Prix at Silverstone, the first round of the new FIA World Championship for Drivers. A royal invitation was sent to all the motor clubs of Western Europe, requesting the best driver they have available to send to this historic motor racing event. Naturally, Kelly was chosen for Ireland. He qualified in 19th, beating the Maserati of Joe Fry and the Talbot-Lago of Johnny Claes. He ended the race thirteen laps down on the unstoppable Alfettas, too far behind to even be classified, but he still set a milestone: He was the first Irishman to race in the Formula One World Championship.
In 1951, Kelly once again made an appearance at the British Grand Prix. He set the slowest time in qualifying, starting 18th of twenty competitors, as the BRMs missed practice. Once again, he was too far behind to be classified in the race, fifteen laps down this time on José Froilán González, who had just made history by taking Ferrari’s first World Championship victory.
Despite these modest performances, Kelly became rather famous in Ireland for becoming the nation’s first international Grand Prix driver. Later in life he received lots of fan mail from racing fans all around Ireland and even from fans living on the continent looking to complete their autograph books, though Kelly hated the publicity, saying in a 1980 interview “I’m much too busy for that sort of thing.”
After Formula One
He did achieve some success with the Alta though – in 1950 he finished 4th in the Ulster Trophy at Dundrod and came close to victory in the Wakefield Trophy handicap race until a last corner overtaking move by Duncan Hamilton saw him beaten to the line. Hamilton would write in his autobiography:
“The scratch man was Joe Kelly, driving his Formula 1, 1.5-litre, two-stage supercharged Alta, and it was generally supposed that he would win: not only did he have the fastest car in the race but, being a local man, he knew the circuit better than anyone else.”
He also challenged for victory in the inaugural Scottish Grand Prix at Winfield Airfield, where he battled for the lead with Archie Butterworth and local driver David Murray, before Butterworth’s engine failed on lap 13. Kelly unfortunately joined him one lap later with a broken gearbox.
In 1952, Kelly put in another superb performance when he finished 3rd at the Ulster Trophy, beating the superior Ferrari of Louis Rosier and the Talbot-Lago of Philippe Étancelin. That same year, Formula Two regulations were being introduced at races previously run to Formula One rules. In addition, he had discovered that the whole time he was racing it the Alta chassis was not jigged properly, which partly accounts for the lack of performance in what was said to be a pretty solid design. To compensate for these issues, Kelly redesigned the Alta, replacing the existing engine with a Bristol unit and turning it into another IRA Special. He raced it on occasion throughout 1952-53, taking 4th with it in the 1952 Wakefield Trophy, until he started becoming more interested in racing his newly acquired Jaguar C-Type, the last production model built, which was purchased from Morris Cavey of Dublin. He achieved several podiums at the wheel of the Le Mans-winning machine, including a win at the National Cranfield.
One man Kelly became acquainted with in the 1950s was a young Bernard Charles Ecclestone – yes, the F1 supremo himself. Only at the time he was not the man in charge of FOM but instead he was a part time racing driver and motorcycle dealer. Joe and Bernie would trade cars and motorcycles with one another and were very good friends. Bernie would tell Joe of his plans to globalise Formula One, which he seemed to have even as a small-time motor dealer. Joe would tell him he was mad for thinking such a thing was possible, saying “this isn’t football”. We all know what happened next! Still, even as late as 1980 when Bernie was fully realising his concept they were on good terms with one another, with Bernie looking to buy property in Ireland from Joe. Joe’s personal view of the man?
“A non-smoker, a non-drinker he is very disciplined in most ways but my God what a gambler! I once saw him lose £50,000 in Monte-Carlo… I could talk about Bernie forever. In my opinion he is the greatest character in motorsport, or anywhere else.”
In late 1953 Kelly was interested in obtaining a more exotic machine: a Ferrari to be precise. However, there was a slight problem: He couldn’t speak Italian. Luckily, he knew a restaurant owner who could and got him to write a telegram to be sent to Maranello. One early morning he received a reply, which naturally was in Italian. A frustrated Kelly, unable to read the telegram, went to his Italian friend, who was not awake at the time, and threw a brick through his window to rise him from his sleep and translate the message. In February 1954, Kelly travelled to Italy to meet Enzo Ferrari himself, bringing the restaurant owner along as an interpreter. The first day they were in Maranello they did not get an opportunity to see Enzo, but on the second day after waiting for two hours they were finally taken to a big room with a long table. At the opposite end was the Old Man himself, seated in front of a large portrait of his beloved son Dino. Kelly purchased the Irish Ferrari concession and a 750 Monza – the first example to be sold to a privateer – from Il Commendatore in exchange for 4,000 car covers and an undisclosed sum of money.
Kelly was annoyed once more for two reasons when the car arrived. Firstly, it arrived unassembled, and he had to put it all together himself at Red Cow Garage, and secondly, it had the wrong gearbox. Mr. Ferrari had agreed to supply Kelly with a racing five-speed gearbox, but it arrived with the production model’s four-speed version. After another exchange of telegrams between Ireland and Italy Kelly was granted his wish, though he himself managed to annoy Ferrari by painting the new car in his own trademark green! More issues arose after it was found that the new gearbox didn’t match the axle, which was designed for the production model, and it couldn’t handle the new gearbox’s higher ratios. But soon, after finally resolving all the technical gremlins Kelly shattered his own lap record at the Curragh and finished 3rd in the Open Handicap Final, as Oliver McCrossan writes:
“Man of the meeting was undoubtedly Joe Kelly driving a three-litre Ferrari. Lap after lap he thrilled the huge crowd as he smashed his own record which had remained unbroken since 1949.”
He later handed the Ferrari over to Jaguar despite promising the Italian marque not to do such a thing, and Jaguar promptly disassembled it, giving the British marque a rare and intimate look at what the competition were building! They found that the reason the Ferrari had been beating them so soundly at Le Mans lately was because of the five-speed gearbox that Kelly had specifically requested from Maranello, and Jaguar went on to win the next three editions of the classic endurance race. They put it back together and sold it on to Peter Whitehead, though it was later offered back to Kelly in 1957. It was clear that the manner in which Jaguar reassembled the car was a rushed job, as until very recently the car was still equipped with Jaguar master cylinders!
At a meeting in Aintree in 1955 one of the works Mercedes drivers was injured, so team manager Alfred Neubauer approached Kelly with a view of signing him for the race along with the possibility of a Le Mans drive for 1956. Kelly was more than happy to drive for the team, but there was one slight problem: He was drunk! That didn’t stop him from trying to get into the car, but a repeat of Jules Goux’s famous 1913 Indy 500 performance was not on the cards. He was barely able to speak, or even stand, and Roy Salvadori had to restrain him. The chance of the 1956 drive was gone after Mercedes announced their withdrawal from motorsport in the wake of the Le Mans tragedy, and even ignoring this Kelly was involved in an incident that would put an end to his full-time motor racing career.
“The worst (accident) happened in the British Empire Trophy race at Oulton Park when, after a coming together with (Stirling) Moss and (Bob) Berry I went flying off the track straight through the B.B.C. commentary box, scattering Raymond Baxter, his wife and numerous spectators in all directions and injuring a marshal. I was rushed to hospital where they decided to amputate my leg. But while they were making preparations for the operation, sharpening the knife and so forth, I was making my own preparations to fly home to Dublin to my own surgeon. Thankfully, he saved the leg. It still gets painful from time to time, but I suppose a leg with a pain is better than no leg at all.”
The C-Type Jaguar in which Kelly suffered the accident was later sold to American driver Masten Gregory, who had the car restored. This went unmentioned in the car’s history and has since changed hands for millions under the pretence that it was a totally original example!
While convalescing in a pub in true Irish fashion Kelly met Phyllis Teresa Purcell, the woman who would soon become his second wife. She had been going out with an Aer Lingus pilot who knew him and wanted to introduce her to the Famous Joe Kelly, Ireland’s first Grand Prix driver. Needless to say, Kelly liked her and got a friend to phone the pub asking for the pilot, telling him that he was needed to cover for another pilot who had fallen ill. Kelly offered to look after the pilot’s girlfriend while he was away. Soon after, they got married, having three children. The youngest, Redmond Kelly, followed in his father’s footsteps by racing in Formula Ford in the early nineties, though sadly he wouldn’t progress further, as he ran out of funds. Despite the fact that Kelly left his first family to start a second there was never any acrimony between the two, and they would always have Christmas dinner together.
Retiring from the sport, Kelly began to concentrate on his business interests, but also participated in the occasional hillclimb. He moved back to London, where he lived until 1969. During this period, he owned many car dealerships, later selling them before moving back to Ireland once again. He then became involved in the property trade, owning some of the country’s most impressive estates, such as Old Conna Hill and Wingfield House in Co. Wicklow, which was the site of a massive car collection that he built up between 1978 and 1984, amassing over forty cars, including such exotic machines as a Lamborghini Miura he bought from Rod Stewart, an Aston Martin DB5, a Ferrari Daytona and a fire engine! The latter was bought after Kelly felt he didn’t have adequate fire-fighting facilities at Wingfield, so he got it and trained his family to use it, which knocked £10,000 off the premium!
Kelly dealt with many famous people later in life. He sold property to former Taoiseach Charles Haughey, rented and sold cars to Pierce Brosnan and James Mason, and even the rock band U2 got to stay at Wingfield while they were recording their seminal album The Joshua Tree. Adam Clayton even bought a DB5 from Kelly in exchange for a Ford Sierra and £7,000.
And even in his property trading days, Kelly still competed in the odd motor race, though nowhere near as frequently as in his 1950s heyday. His last circuit race was at the wheel of a Ferrari Daytona in 1975 at Phoenix Park. He shared it with Gary Gibson, but the brakes faded after about ten laps. He still competed in hillclimbs until 1981, when at the age of 68 he finished 4th in an event at Enniskerry driving a Porsche 911 against competition that included better handling Formula Fords!
Kelly lost much of his property in the crash of the late 1980s. Wingfield was sold in 1987 and Kelly moved once again to England, this time taking up residence in Neston, Cheshire. He was diagnosed with Alzheimer’s disease and died on 28th November 1993 in Ardmore nursing home at the age of 80. He was cremated and his ashes were taken back to Ireland, where they are currently buried at Wingfield. Peggy Kennedy, motor journalist and mother of early eighties F1 reject David Kennedy, summed up Joe Kelly thus:
“An incredibly astute businessman, exuding that special kind of magnetism and charm that is the hallmark of all self-made millionaires. A larger than life personality with a wonderful sense of humour. These characteristics coupled with his amazing physical stamina all combine to mould a very remarkable and powerful individual, in comparison to whom the average man-in-the-street appears like a weakling.”
These characteristics not only made him out as a successful businessman, but also as a highly skilled racing driver, arguably the finest to emerge from the Emerald Isle in the extremely dangerous era that was the 1950s.