The 5th Peking to Paris Motor Challenge 2013

May 28th to June 29th 2013

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Peking – Great Wall of China – Inner Mongolia – Gobi Desert – Outer Mongolia – Ulaan Baatar – Telmen Lake – Russia – Novosibirsk – Omsk – Tyumen – Samara – Ukraine – Kiev – Lviv – Slovakia – Kosice – Bratislava – Austria – Schladming – Switzerland –  Gstaad – France – Troyes – Paris

Drive in the tracks of history


Since the early pioneers first drove Peking to Paris in 1907 the ERA has organised three further editions of this remarkable event. The Peking to Paris is the longest and toughest challenge anyone can drive in a vintage or classic car.

On 28 May 2013, the flag will fall at the start of the next Peking to Paris Motor Challenge… it will be the start of a remarkable adventure… the chance to explore your powers of resolve and the extent of your human spirit. Ahead will be thirty-three days of living an extraordinary adventure driving through some of the remotest places on earth.

The 2010 event blazed a pioneering route thorough some of the most inaccessible countries in the world, where no classic-car had gone before. The 2010 event was hailed as one of the most ambitious and best organised historic rallies of all time. Follow the menu links to find our web pages from our earlier Peking to Paris events.


Our 2013 Peking to Paris route drove from China, through Mongolia, then into Russia and westwards to Ukraine, Slovakia and Europe on route to the triumphal finish in Paris.



Once again the Mongolian section will surely be the highlight for many crews and we are currently considering a number of optional routes including an all new Northern option and many new sections in the Gobi Desert.

As in 2007 and 2010 we will again be supported by our Mongolian partners who will provide unrivalled levels of facilities at each of our overnight camp sites including hot showers, toilets and freshly prepared food and drink.

A new addition for 2013 will be the provision of generators to light the camp sites, a very welcome sight for stragglers arriving late in the evening. These generators will also power our new for 2013 mobile workshop facilities which will even include welding equipment!

Finally, running the event in the months of May and June ensures the weather will be much warmer than in 2010 and extended daylight guaranteeing fantastic social evenings.


In 2007 we followed as closely as possible the route originally taken by Prince Borghese in the 1907 original adventure. This meant using a mostly main road route taking in Moscow and St Petersburg. In 2013 we do not have history to worry about and our route will be almost completely new with less and shorter days than the 2007 event.

Working with Russian based enthusiasts the route surveys are uncovering many little used back roads and off road sections for the competition minded, with good alternative all surfaced routes for those just wanting to reach the finish in Paris.

Our route plan avoids most of the major population centres, where possible, and aims to keep well clear of the truck routes generally unwelcome to classic car drivers.

Day Date Route Country Kms
1 28th May 2013 Peking to Daihai China 472
2 29th May 2013 Daihai to Erenhot China 508
3 30th May 2013 Erenhot to Altanshiree Mongolia 296
4 31st May 2013 Altanshiree to Ulaan Baatar Mongolia 426
5 1st June 2013 Ulaan Baatar – Rest Day Mongolia
6 2nd June 2013 Ulaan Baatar to Bulgan Mongolia 343
7 3rd June 2013 Bulgan to Murun Mongolia 350
8 4th June 2013 Murun to Telmen Lake Mongolia 293
9 5th June 2013 Telmen Lake to Chjargas Lake Mongolia 288
10 6th June 2013 Chjargas Lake to Uureg Lake Mongolia 259
11 7th June 2013 Uureg Lake to Border Mongolia 271
12 8th June 2013 Border to Aya Russia 470
13 9th June 2013 Aya to Novosibirsk Russia 560
14 10th June 2013 Novosibirsk – Rest Day Russia
15 11th June 2013 Novosibirsk to Omsk Russia 668
16 12th June 2013 Omsk to Tyumen Russia 632
17 13th June 2013 Tyumen to Yekaterinburg Russia 360
18 14th June 2013 Yekaterinburg to Ufa Russia 481
19 15th June 2013 Ufa to Samara Russia 461
20 16th June 2013 Samara – Rest Day Russia
21 17th June 2013 Samara to Saratov Russia 435
22 18th June 2013 Saratov to Voronezh Russia 545
23 19th June 2013 Voronezh to Kharkiv Ukraine 364
24 20th June 2013 Kharkiv to Kiev Ukraine 485
25 21st June 2013 Kiev – Rest Day Ukraine
26 22nd June 2013 Kiev to Lviv Ukraine 583
27 23rd June 2013 Lviv to Kosice Slovakia 368
28 24th June 2013 Kosice to Bratislava Slovakia 491
29 25th June 2013 Bratislava to Schladming Austria 442
30 26th June 2013 Schladming to Davos Switzerland 428
31 27th June 2013 Davos to Gstaad Switzerland 325
32 28th June 2013 Gstaad to Troyes France 453
33 29th June 2013 Troyes to Paris France 190

Total = 12247 kms (7610 miles)

Route Survey One –  Eastern Russia – October 2011

In October 2011 Kim Bannister completed a route survey of the eastern section of our route through Russia. With the help and enthusiastic support of both a large number of “Old-timer Clubs” and the various local government agencies the Russian leg of the 2013 Peking to Paris Rally promises to be one of the highlights of the trip.

Barnaul to Tashanta

A long overnight flight via Moscow to Barnaul ended on a foggy morning where I was met at the airport by my local hosts, Arcady, Sergey and Viktor from the Altai Autosport Federation (AFAS) and taken in a Russian copy of a 1951 Opel Kadett to a meeting with Mr Michael Schetinin, the Deputy Governor of the Altai Territory. Mr Schetinin welcomed the Peking to Paris 2013 to the Altai Territory and offered as much help as possible particularly in respect of speeding up the border crossing process and help and assistance from the local police on the event. A very good start to the trip.

Following the meeting we headed south away from Barnaul towards the border town of Tashanta where the 2013 event will enter Russia from Mongolia. It is October in Siberia and the first snows have started to fall, so we spent the first night in a ski-resort hotel near the Chike Taman Pass at just over 1600 metres. Thankfully when the event arrives in late May 2013 the weather should be fine and sunny and the meadows next to the main road will be in full bloom, a wonderful sight, the green trees and fields being a feature you won’t have seen for weeks!

Tashanta to Aya

Day Two of the route survey concentrated on the first day proper of the event when it enters Russia from Mongolia. Working with the local experts, particularly Sergey and Arcady, was vital in trying to make sure that we found some exciting roads to use for our trip, and they did not disappoint. We used the main M-52 road away from the border, this runs through scenery which always reminds me of Switzerland, then headed over the old Chike Taman Pass, a gravel road which was used by all traffic until the mid-eighties, which will form our first test section.

This road twists and turns its way through a gap in the hills and will be a great challenge to all crews choosing to go this way. The main road alternative, all tarmac, is also a lovely road but not as challenging. After lunch at a local truck stop, always very good value and you have the advantage of being able to point to your chosen dishes even if the staff only speak Russian, we continued north and looked at two wonderful sections, one of 130 kms the other 50 kms, using local gravel roads, before staying at a new hotel in the resort town of Aya which will be our stop for the first night on the rally.

Stopping at the Park Hotel in Aya will mean a shorter run from the Mongolian border than using the city of Biysk, something all crews will welcome.

Aya to Novosibirsk

Leaving Aya we cross the Katun River using a wonderful old suspension bridge, just wide enough for one car, before turning north and then headed into the Siberian countryside to avoid most of the city of Biysk. Once off the main roads the traffic all but disappears, as do the numerous police checkpoints and progress was swift. Once north of Biysk Sergey and Arcady had recommended we look at a forest section which looped off the main road, it was wonderful.

Over 40 kms of sweeping smooth sand based track with no traffic will make a superb time trial section with the added advantage of being easily by-passed by those crews who want to stay firmly on the tarmac. We drove around the city of Barnaul, the capital of the Altai Territory, using an excellent new highway, stopping for the mandatory lunch break at another superb truck stop where the local borsch, a beetroot based soup, was truly wonderful.

Trying the local food where the locals eat is always a great part of these types of journeys and I will be making sure that the route notes show a few recommended eating places each day, we will also provide some suggested dishes for you to try and have these translated into the local language so you can order them more easily. After lunch we looked at another two sections, both of which looped off the main road making avoiding them easy, which were on the local “winter roads”. These are smooth generally packed mud roads which can be very slippery when wet but fantastic fun when dry and with very little other traffic.

Our final destination for Day 3 was Novosibirsk, one of the major cities of Siberia, where we will have our first day off after the rigours of Mongolia. Our chosen hotel, The Sibir, was used by the rally in 2007 and is the best in the city. One of my hosts, Arcady, lives in Novosibirsk and will be locating local garages and companies able to help crews to work on their cars on our rest day, another major advantage of working with the local “old-timer clubs” as they are known in Russia. Novosibirsk is a modern lively city with a great café culture and many excellent restaurants for those who choose to eat out.

Novosibirsk to Omsk

The journey to Omsk (Prince Borghese stayed here in 1907) is a long day but there is no other city capable of accommodating the rally. In 2007 we stayed on the main road, in 2013 this will change. Using the local knowledge of Arcady we quickly left behind the city of Novosibirsk and headed out into the countryside to look at some more optional time trial sections. The first used the local “winter roads” but the second used a section of a pipe line service road which ran through completely empty country over a smooth packed earth and grass track, kept open all year for to allow access to the various areas of the pipe line for maintenance.

A section of the main road was then used, excellent smooth, straight tarmac with a few trucks but plenty of overtaking opportunities and many truck stops and fuel stations to provide convenient rest points. As we approached Omsk we headed off back into the countryside to use a part of the old Moscow Road, deserted for a number of years, as our final time trial of the day, before approaching Omsk from the east and using a very direct and simple way through the city to our hotel for the night.

The Tourist Hotel was used in 2007 and is on the banks of the Irtysh River which flows through the city, we also looked at other hotels in the area and a final decision will be made soon but all those looked at were clean, modern and with plenty of secure parking. At Omsk I also met my hosts for this leg of the trip, the Omsk 4×4 club and their president Yuri Malishev and his partner and fellow director Vera.

Omsk to Tyumen

My final day began with a meeting in Omsk with Mr Podbelskiy the Deputy Minister for Youth Affairs, Physical Culture and Sport of the Omsk Territory.

Mr Podbelskiy, who spoke excellent English, was very supportive of our plans to bring the event to Omsk, promising a city centre finish to the day and a well supported re-start on our way to Tyumen. This together with the help of the local police in ensuring a speedy cross city journey will make our trip to Omsk a real pleasure. The final part of the route survey was spent with Yuri and my hosts from Altai looking at a large number of roads in the area between Omsk and Tyumen, we are also promised help and assistance from a club in the Tyumen area but this must wait for my next trip to Russia in 2012.

Many of the roads were local “winter roads”, currently in superb condition, smooth and fast with little or no traffic and a complete absence of the police. One section however was a real find running for some distance on the railway service road, a gravel track, with trains overtaking us at regular intervals and sounding their horns in support.

Route Survey Two – Russia – July 2012

After several months devoted to the ERA Trans America Challenge Kim Bannister returned to Russia to continue his route planning for the 2013 Peking to Paris. These notes cover Kim’s July 2012 route survey from Omsk to the Ukraine.

When looking at a route through Russia we wanted to take into account the lessons learnt on the 2007 event and make a number of improvements, this has been done.

The hotels at each overnight halt are far better than those that were available to us in 2007, even in some of the more remote towns there has been a huge development and renovation programme on the hotel infrastructure and this makes getting a decent hotel outside Moscow and St Petersburg now possible. There will be optional competitive sections on most days with an easy main road route for those crews choosing to miss the sections and just head to the overnight halt. Many of these timed sections are on remote gravel or dirt roads , found with the help and advice of local car clubs. There has also been a national policy to reduce the number of police checkpoints over the last 5 years and it is noticeable how this has made travel far easier, even on the major roads. Our route plans to avoid as many major roads as possible but in a country as vast as Russia we will need to use the most direct route at times.

Other good news includes the price of fuel with 95 octane petrol (benzene, gasoline) selling for £0.57 per litre (€0.72 per litre; $3.60 per US Gallon) and there are many fuel stations along the road. The policy of having to pre-pay for fuel is still very common, just as you have to in the US, and it is best to use cash to pay as although credit card symbols are now appearing on many new fuel station signs most do not like to take foreign cards.

Omsk to Tyumen

After an overnight flight from Heathrow via Moscow I was met at Omsk by Arcady and Sergey who are my hosts for this trip. Sergey had already been out and completed a pre-survey trip meeting new contacts in each area we go through.

The vehicle to be used was a completely standard Skoda Octavia rented from one of the major rental organisations. This proved to be a sensible choice as anywhere we could go in the Skoda would be possible for any car on the event. The weather was hot and sunny; this is normal for this time of the year and makes for lovely long days and light evenings, as we left Omsk for a long day to Tyumen.

A route provided by the local 4×4 club president saw us quickly out of the city and into the countryside before leaving the main road and heading for the first competitive section which included a run on the service road next to the main railway line and the use of a number of excellent dirt tracks in the area. This sort of detail will make a memorable drive.

Re-joining the main road to eat up some of the distance we stopped for lunch at one of a large number of excellent truck stops. Eating the local food is part of the adventure for many but choosing the right thing from the menu can be daunting if you do not read Russian. We plan to provide crews with a number of menu options which they can use in the cafes making the task of getting the correct food a little easier.

After lunch the final part of the day was taken up exploring the local dirt roads and two further sections were discovered, the final one within 40 kms of the finish, a great way to end the day. Our hotel for the evening is the Vostok, a former Soviet building I remembered from my first visit in 2005, but which has been completely renovated and modernised. The local classic car club was there to meet with us and discuss how they can help on the event. This local support was something we missed in 2007.

Tyumen to Yekaterinburg

Following Sergey’s earlier pre-survey it was recommended that our route went through Yekaterinburg rather than Chelyabinsk as this route has less truck traffic and a more enthusiastic club to help us making a much easier day after the run from Omsk with no competition allowing crews the chance to spend a few hours exploring the beautiful city of Yekaterinburg.

Before that though our route leaves the major roads as quickly as possible and heads into the lovely, empty countryside as we head towards the town of Irbit. Irbit is home to the Ural Motorcycle and we have been invited to take a tour of the museum by the founder and curator. This is a nice way to spend some time away from cars with many rare and unusual exhibits on display. Crews wanting an early lunch can find plenty of options in the town or they can continue the journey to Yekaterinburg.

Our hotel in Yekaterinburg is a newly opened large luxury hotel, the tourist infrastructure in Yekaterinburg being the most developed outside of Moscow and St Petersburg, and the hotel has all the facilities expected of a top class establishment plus it is only a short walk to the city centre where we are planning to park all the cars in the main square.

The local club were the most helpful of all, the president insisted I stay the night at his home and a number of club members together with Arcady, Sergey and myself were treated to an evening of local food, a visit to a member’s house to see his classic car and bike collection and some of the local drink. I did not understand a word of the conversation but felt very welcome and I know that the Peking to Paris event is seen as a major event for the city.

Yekaterinburg to Ufa

To underline their enthusiasm for the Peking to Paris event the local club are working with the authorities to close a part of the “Old Moscow Road” for us to use as two Time Trials. There would still be the chance to avoid them if crews wanted to but the road is smooth tarmac and should be enjoyed by everyone.

After the old road we continued into the countryside leaving Asia and entering Europe, the spot marked by a large and impressive column, and then found a new café for a mid-morning coffee break. The toilets were a bargain at 10 Roubles per visit and I have made a note in the route book so the ladies can relax for once, the coffee was good as well. Back in the car the route ran through scenery very similar to that of Southern England with rolling green hills and we discovered a superb section of gravel through a forest which will make an excellent Time Trial to finish the day. As always there is a main road alternative for crews wanting to avoid any off-road sections.

A final run in to Ufa on the main road was busy but allowed the easiest entry to the hotel. The hotel in Ufa stands in its own grounds a little way outside the city but has an excellent outside eating area where we hope to hold the group dinner for the evening. Once again the local classic car club met us and discussed a number of ideas. One is to use a group of students from the local university as guides for crews wanting to explore Ufa city, these students are all studying to be interpreters and want to be involved.

Ufa to Samara

Once again with the help of the local classic car enthusiasts club we had a guide to show us the quickest and easiest way out of the city and on our way to Samara. As the rally will leave Ufa on a Saturday morning the traffic should be lighter than normal anyway. After a short run on the main road, including a chance to stop at IKEA if you really need to, the route headed out into the countryside and away from almost all of the traffic and particularly the trucks. Large fields of sunflowers are everywhere, grown so I understand for their oil rather than the seeds, and they make a lovely site blowing in the gentle breeze.

Having got away from most of the population we found a few excellent grave roads on which to run the day’s first optional Time Trial section, these later turned to the baked mud track very common in the area, lovely and smooth today but would be great fun and slippery if wet. There then followed a section which reminded so much of Mongolia, only a lot smoother, with straight, wide gravel tracks running through an empty landscape. Lunch was taken at a café recommended from his earlier trip by Sergey. The Borsch and Shashlick were as good as promised.

Further gravel and dirt roads were discovered for the afternoon sections, these were so good I hope everyone decides to drive this way rather than take the main road alternative, but this is entirely up to the crews and how they feel on the day. A final run in on the main road led us to our hotel for the next two nights in Samara right on the banks of the Volga River. Our hotel is a new building, built because Samara has been chosen as one of the host cities for the 2018 World Cup, and will be a great place to spend a much deserved and well earned rest day.

Samara Rest Day

Samara is Russia’s 6th largest city and was formerly known as Kuybyshev. It is on the confluence of the Volga and Samara rivers and enjoys some of the best beaches in Russia many of which are close to the hotel. As the region enjoys a Continental Climate this means that the summers are generally hot and sunbathing is a must. As with many large cities there is any number of attractions and Samara’s include a zoo and a museum dedicated to Tolstoy as well as a lovely city centre in which to get lunch.

Samara is also a major centre of the Russian space programme and the Vostok rocket that launched Yuri Gagarin into space was built here. One final mention should be that Samara is a city with a car named after it, the Lada Samara, but do not let that put you off.

Samara to Saratov

There are few roads which could be used for any form of competition in the region between Samara and Saratov, as it lies in the Volga delta there has been much damage caused by both water and poorly built roads so most of the side roads are just too rough for long journeys. This has actually allowed me to plan a late start from Samara; crews can enjoy a late and leisurely breakfast before heading into the Samara traffic.

With over 1.5 million people in the city rush hour can be a nightmare, by leaving at around 11:00 we will avoid the worst and have a good days drive along main roads to Saratov. Saratov also sits on the banks of the Volga and close to our hotel is a large sand island very popular with both locals and visitors until late in the evening. The beach closes at 21:00 and is then apparently taken over by packs of dogs which are then driven away each morning. It seems to work and there was barely an empty patch of sand available when we drove into the city.

Our hotel is on the banks of the Volga, well away from the island and the dogs, but there are plenty of riverside cafes and bars to walk to on what should be a fine evening if the weather runs to plan.

Saratov to Voronezh

This will be the last full day in Russia as we leave the following afternoon for Ukraine. There is a lot of distance to cover between Saratov and Voronezh and we will start by taking a good main road, which is currently being turned into a dual carriageway, before turning off into the countryside for our competition for the day.

Finding the roads we finally chose was typical of many trips into Russian villages using Russian maps. We started off on a lovely tarmac road which sees no truck traffic as the trees have grown over the road as though they are trying to reclaim the tarmac for nature. We then arrived at a village to find that someone had either stolen or completely mis-placed the road shown on the map, it was even shown on Sergey’s sat-nav so the authorities must have thought about building it.

After much searching, which included going places that a standard Skoda Octavia probably shouldn’t have, we finally found a most fantastic dirt road going through fields, woods, a dried river bed and even past a collection of bee hives producing the local honey. After such a trying morning there was a lot of celebration in the car as we emerged back onto tarmac with another wonderful Time Trial section to add to the collection.

From there it was back to reality and the need to cover the remaining kilometres to Voronezh stopping at one or two of the many very good truck stops for refreshments on the way. Once again the hotel was found to be recently renovated with all the rooms now having air conditioning, very comfortable beds and a good restaurant and bar; this together with a large car park makes for a great HQ.

Voronezh to the Ukraine border

Again Sergey called on the services of the local enthusiasts to help me plot the best route out of the city and on our way to the border with the Ukraine.

On our way though there was one last surprise at the town of Belgorod. There we were introduced to a superb motorsport complex on the edge of town which will be ours to use on our last morning in Russia. The complex features a 1.5 km circuit with a number of testing layouts, an indoor kart circuit, which I have a few cunning plans for, and a large restaurant and café in which we can take lunch before completing the short journey of 50 kms to the border. A really great find and it will make a fun way to finish the Russian leg of our adventure.

Next up I fly to Mongolia to continue the Peking to Paris route survey.

Route Survey Three – Mongolia – July 2012

Immediately following his route surveys to Russia Kim Bannister flew to Ulaan Baatar to carry out comprehensive Mongolia survey looking for a new route through this remarkable country.

General notes

The challenge set by the rally office was to find a new and interesting Mongolia route for the 2013 event and this I feel has been achieved with the route being 95% new from Ulaan Baatar to the Russian border and much changed from the Chinese border to the capital

Erenhot to Altanshiree

Leaving the border town of Zamlin Uud, the hottest and driest town in Mongolia, the route follows a slightly different route from 2010 towards the town on Sainshand where or camp site was located for the previous two events through Mongolia.

The roads in this area are sandy and there is a fair amount of truck traffic caused by the increasing prosperity of Mongolia and the numerous mineral finds in the country but the roads are wide so overtaking is easy.

We join a new tarmac road for 80 kms before turning off over little used country roads for our first time trial sections of the event close to our new overnight camp site at Altanshiree.


Altanshiree to Ulaan Baatar (UB)

Leaving the camp we head west along a lovely track for 100 kms to the village of Ayrag where we join the 2010 route to the tarmac road at Choyr. There is a new tarmac road under construction and parts of this may be open when the event arrives, if not we will use the sandy and dirt tracks which closely follow the new road before joining the tarmac at Choyr for the run in to Ulaan Baatar and a well earned rest day.

Ulaan Baatar to Russian border

We will have a ceremonial re-start from the main Sukhbaatar Square in UB before heading west on the tarmac road for about 100 kms then turning north to leave the tarmac behind and enter the true Mongolian countryside. There will be very little other traffic as the route for 2013 goes into even more remote territory to experience the amazing scenery this beautiful country has to offer.

The roads are a mix of dirt, baked mud and stone so can be challenging at times but the required average speeds will be low so there is no need to try and drive too fast over any rough bits. Our first two camp sites will be near to the towns of Bulgan and Murun. These towns are regional capitals so have a basic infrastructure such as shops, fuel stations and even Internet Cafes and you will also find a good mobile phone signal in the area.

Our next three nights camping will all be by some beautiful lakes and crews will have the opportunity to swim in the lovely clear waters as in June the weather is usually fine and dry. The first is at Telmen Lake a gathering point for a host of migratory birds, the second at Chjargas Lake which has never experienced human settlement on its shores so is wonderfully clean and the third is at Uureg Lake. This lake is another visiting point for migratory birds and is surrounded by mountains making the views in the morning particularly spectacular.

Our final camp in Mongolia is near Tsaaganuur and the Russian border. This is close to the Altai Mountains and is 2500 metres above sea level so will feel quite cold at night. June is one of the nicest months in Mongolia. Rain is very rare and the temperatures during the day should be in the 25 to 28 degrees centigrade range. At night the countryside cools down very quickly and some of the route is at quite high altitudes so the nights can feel very cold.

Taking the advice of my Mongolian hosts I used a fleece liner for my sleeping bag although if you have a 4 season’s type then this is fine. I also used an inflatable mat and ground mat to make sure no cold came up through the ground.

One other item to pack is also a woolly hat as this will be needed at the last night’s camp. Of course on the event our Mongolian partners, Nomads Tours, will be providing a full service at each camp with food tents, toilets and hot showers and crews will put up their tents as close or as far away from these facilities as they like. Mongolia is probably the last great wilderness and camp ground.

We have one other bonus for the 2013 event which was not enjoyed by the 2010 version and that is the long hours of daylight. We sat and talked well past 22:00 each evening and this will create a great “camp fire” atmosphere as we enjoyed in 2007.




The 2013 Peking to Paris Participants

Updated 1st May 2013

Num Participants Motorcar Engine Size
Vintage cars (1920 to 1931 type cars)
1 Ingo Strolz(A) / Werner Gassner(A) 1917 – La France Tourer 14500
2 Erwin Beerens(B) / Gert Mertens(B) 1924 – Rolls Royce Silver Ghost 7428
3 Nicky Bailey(IRL) / Nadja Saralam(AUS) 1913 – Ford Model T 3000
4 Robert Wilkinson(GB) / Mark Wilkinson(GB) 1926 – Bentley 6½  Tourer 6500
5 Matthew Telling(GB) / Andrew Wyers(GB) 1927 – Vauxhall 14/40 2500
6 Daniel Woodcock(GB) / Tony Woodcock(GB) 1927 – Bentley 3-4½ 4398
7 Jenny Mah(CAN) / Loren Cocking(CAN) 1928 – Ford Model A Phaeton 3285
8 Lars Rolner(DK) / Annette Rolner(DK) 1928 – Bentley 4½ 4500
9 Paul Darrouzet(AUS) / Ian Brown(AUS) 1928 – Packard Phaeton 4735
11 Christian Schenk(A) / Balz Eggimann(CH) 1929 – Bentley 4½ Tourer 4398
12 Jock Burridge(NZ) / Bill Burridge(NZ) 1929 – Buick 25X 3300
14 Bruce Washington(NZ) / Ben Washington(NZ) 1929 – Chrysler 75 Roadster 4078
15 Bill Cleyndert(GB) / Mark van Hees(GB) 1929 – Ford Model A Speedster 3400
16 Dom Bernaz(CH) / Guido Somazzi(CH) 1929 – Rolls Royce 20 3127
17 Stefan Auer(A) / Harald Lingg(A) 1930 – Bentley Open Tourer 4500
18 Rod Wade(AUS) / John Bell(AUS) 1930 – Ford Model A 3285
19 Alan Day(NZ) / Roger Anderson(NZ) 1930 – Ford Model A 3200
20 Jan De Clerck(B) / Jan Imschoot(B) 1933 – Delage D6 Tourer 3045
21 John Anderson(CAN) / Gary Anderson(CAN) 1930 – Ford Model A Cabriolet 3285
22 Philip Noble(GB) / David Brown(GB) 1930 – Rolls Royce Phantom II 7668
Vintageant cars (1932 to 1941 type cars)
10 Peter Zernial(D) / Udo Fink(D) 1948 – MG TC 1250
23 Mani Dubs(CH) / Robi Huber(CH) 1932 – Rockne Six 75 3365
24 Mike Armstrong(AUS) / Peter Armstrong(AUS) 1934 – Dodge DR Special 3569
25 Arnold Meier(CH) / Rudolf Hug(CH) 1934 – Packard Convertible 5360
26 Tony Strelzow(CAN) / Lee Strelzow(CAN) 1936 – Bentley Drophead 4250
27 Monte Gingery(USA) / Phil Putnam(USA) 1936 – Chrysler Imperial Airflow 5300
28 Daniel Schoch(AUS) / Shaneen Pointing(AUS) 1936 – Bentley Sports Derby 4250
29 Rhys Timms(AUS) / James Stone(USA) 1936 – MG SA 2288
30 Phil Garratt(GB) / Kieron Brown(GB) 1937 – Chevrolet Fangio Coupe 3860
31 David Browning(AUS) / Michael Dow(AUS) 1939 – Bentley 4¼ MX Saloon 4250
32 Christian Lalarderie(F) / Christian Morales(F) 1938 – Chevrolet Fangio Coupe 4000
33 Glen Duthie(CAN) / Allan Cullen(CAN) 1939 – Cadillac La Salle 5300
34 Dirk Cavens(B) / Jeff Cavens(B) 1939 – Chevrolet Coupe 3860
35 Chris Clemons(AUS) / Tim  Clemons(AUS) 1939 – Packard Six 4020
36 Keith Young Jr(USA) / Keith Young Sr(USA) 1940 – Chevrolet Suburban 4000
37 Willy Hopflinger(A) / Norbert Thurner(A) 1939 – Packard Six 1700 4020
38 Mike Reeves(GB) / Michelle Jana Chan(GB) 1940 – Ford Coupe 3700
39 Pierre Malingreau(B) / Gaby De Coninck(B) 1940 – La Salle Cadillac Coupe 5227
40 Willy Van Loon(B) / Chris Torfs(B) 1940 – Pontiac Deluxe 3600
41 Sam Peters(USA) / Enos Reed(USA) 1940 – Studebaker President 4103
42 Ed Haag(USA) / Ernie Johnson(USA) 1946 – Ford Super Deluxe 4000
Classic cars up to 2Ltr  (1942 to 1975)
46 Mario Illien(CH) / Noele Illien(GB) 1955 – Citroen 11B 1910
47 Henry Rohrer(CH) / Adi Herzog(CH) 1957 – Porsche 356A 1600
48 Stephen Partridge(NZ) / Corgi La Grouw(NZ) 1958 – Morris Oxford 1500
49 Phil Cuerel(CH) / Rela Hoenner-Zullig(CH) 1964 – Porsche 356C 1582
50 Richard White(GB) / Richard Scott(GB) 1964 – Volvo 122S 1800
51 Paul Kirkham(AUS) / Mariella Kirkham(AUS) 1968 – Datsun P510 1600
52 Phil Burgan(GB) / John Wright(GB) 1968 – Volvo Saloon 1800
53 Kerry Finn(AUS) / Kevin Finn(AUS) 1969 – Volvo 142 1993
54 Garrick L. Staples(USA) / Hayden Burvill(AUS) 1969 – Volkswagen Beetle 1192
55 John Layzell(USA) / Brett Layzell(USA) 1970 – Volkswagen Beetle 1955
56 Allison Cotes(GB) / Peter Cotes(GB) 1970 – Volvo 144 1986
57 Gianmaria Aghem(I) / Piergiovanni Fiorio Trono(I) 1971 – Lancia Fulvia Coupe 1300
58 Yasuaki Iwasaki(JP) / Takeshi Akiyama(JP) 1973 – Nissan Fairlady 240 Z 1990
59 Hans-Peter Schaerli(CH) / Marc Schaerli(CH) 1973 – Volkswagen Beetle 1584
60 Maryse Clamens(F) / Antoine Sanchez(E) 1974 – Peugeot 504 Berline 2000
61 Evgenii Smirnov(RU) / Boris Lytkin(RU) 1979 – Moskvitch 412 1450
62 Hitoshi Kato(JP) / Marc Ollier(F) 1982 – Renault 4 1300
63 Peter Lovett(GB) / Tim Smith(AUS) 1965 – Porsche 911 1991
64 Stan Gold(USA) / Brant Parsons(USA) 1965 – Porsche 911 2000
Classic cars  over 2Ltr (1942 to 1975)
65 Trish van Zyl(GB) / Robert van Zyl(ZA) 1948 – Chevrolet Stylemaster 3950
66 Albert Bessudo(F) / Joanin Bernard(F) 1950 – Jaguar XK120 3400
67 Michel Leempoel(B) / Camille Van Vooren(B) 1949 – Chevrolet Pick-Up 3100
68 Tadeusz Wesolowski(PL) / Piotr Lubaczewski(PL) 1957 – Jaguar XK150 3400
69 Dirk de Groen(NL) / Alexandra de Lespinasse(NL) 1958 – Mercedes Benz 219 2195
70 Gerard Besson(F) / Marie-Odile Besson(F) 1958 – Renault Fregate 2141
71 Daniel Spadini(CH) / Alexandra Spadini(CH) 1959 – Jaguar Mk1 3442
72 Roland Singer(A) / Christoph Ley(D) 1959 – Mercedes 220S Ponton 2195
73 Barry Nash(GB) / Neil Ridley(GB) 1959 – Rover 80 2286
74 Willem Vermeulen(NL) / Ellen Vermeulen(NL) 1960 – Jaguar MkII 3400
75 Tony Smyth(GB) / Malcolm Lister(GB) 1960 – Rover 100 2625
76 Ron Solomon(GB) / Matt Keeler(GB) 1962 – Mercedes 220 SE 2195
77 Markus Kirchgeorg(CH) / Roman Kainz(D) 1962 – Mercedes Benz 300SE 2996
78 Mike Killingsworth(AUS) / James Killingsworth(AUS) 1963 – Holden EH 2940
79 Hermann Frye-Hammelmann(D) / Jovan Markovic(CH) 1963 – Mercedes Benz 300SE 2996
80 Hans Middelberg(USA) / Malcolm Rose(AUS) 1967 – Ford Mustang Convertible 3273
81 Keith Ashworth(GB) / Norah Ashworth(GB) 1968 – Mercedes 230 Fintail 2306
82 Ludovic Bois(F) / Julia Colman(GB) 1969 – Volvo Amazon 1986
83 Mick de Haas(NL) / Anthony Verloop(NL) 1970 – Mercedes 280 SE 3500
84 Mike Velasco(GB) / Derek Sloan(GB) 1971 – Mercedes 280S 2746
85 Ulrich Koerner(CH) / Hans Fueglistaler(CH) 1972 – Porsche 911 2311
86 John Rich(USA) / John Rich III(USA) 1973 – Toyota Landcruiser FJ40 2500
87 Robbie Sherrard(AUS) / Peter Washington(AUS) 1974 – Citroen DS23 2347
88 Jesse Smaal(NL) / Jack Boers(NL) 1956 – Studebaker Power Hawk 4200
89 Shubun Kitami(JP) / Hirofumi Igarashi(JP) 1951 – Bentley MkVI 4257
90 Gerry Crown(AUS) / Matt Bryson(AUS) 1973 – Leyland P76 4400
91 Philippe Clamens(F) / Jose Lourseau(F) 1972 – Mercedes 450 SLC 4500
92 Peter Davies(GB) / Emma Wilkinson(GB) 1970 – Chevrolet C10 5000
93 Richard Everingham(ZA) / Seonaid Beningfield(ZA) 1953 – Bentley R Type 4500
94 Kazuyuki Sugiyama(JP) / Katsumaro Chikushi(JP) 1953 – Bentley R Saloon 4560
95 Kim Widrick(CAN) / Len Treeter(CAN) 1960 – Chevrolet Impala 4600
96 Lutz Menge(D) / Florian Grashorn(D) 1964 – Ford Mustang Fastback 4700
97 Jan Pettersson(SE) / Cathrine Ockernahl(N) 1964 – Mercury Park Lane 4700
98 Brian Shields(USA) / Chantal Shields(USA) 1965 – Ford Mustang 4735
99 Anton Gonnissen(B) / Inge Willemen(B) 1950 – Bentley MKVI Special 5675
100 Peter St George(GB) / David Gainer(AUS) 1973 – Holden 48-215 FX 5700