Archive for September, 2014

clark

Jim Clark in his last Championship drive of a Lotus 33…

Colin Chapmans’ revolutionary family of cars, the Lotus 25/33 had been kind to Jim, World Championships in 1963 and 1965 in his symbiotic relationship with Chapman, his Team, his Cars.

The ’25’, introduced at Zandvoort in 1962 was not the first ‘monocoque’ chassis but it was the first ‘modern one’, all Grand Prix cars, indeed most racing cars can trace their parentage back to the 25 and the trends it set.

The good ‘ole multi-tubular spaceframe wasn’t dead mind you, Brabham were still winning Grands’ Prix in 1969 with their BT26, but even Brabham changed to aluminium sheet ‘tubs’ in 1970 as the use of ‘bag’ safety fuel tanks effectively precluded spaceframes.

At Zandvoort in 1967, the following race Chapmans’ Lotus 49, and its Ford Cosworth engine again set a standard all others followed, much as the ’25’ did in 1962, the ’72’ did in 1970 and the ’78’ did in 1977…

clark 2

Clark qualified his 2 litre Lotus on the third row amongst the 3 litre cars, spun on lap 2, battled his way up to fourth from fourteenth, his race ending on lap 43 with a duff shocker. This tragic race claimed the life of Lorenzo Bandini who died when his Ferrari caught fire after an accident with the straw bales on the outside of the corner where Clark is pictured. Denny Hulme won the race in a Brabham BT 20 Repco. (Pinterest)

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Graham Hill in the other Lotus 33, BRM powered did better than Clark, finishing second, always a happy hunting ground for Hill who won the race 5 times. Amazing shot, he looks a bit wide! (Cahier Archive)

lotus 33

Lotus 33 : aluminium monocoque or stressed skin chassis, inboard suspension at front by top rocker and lower wishbone, coil spring damper unit within the tub. Rear suspension outboard by single top link, inverted lower wishbone, 2 parallel radius rods and coil spring/ damper unit. Coventry Climax 2 litre, by this stage, DOHC, 4 valve V8, 5 speed ZF gearbox, just a lovely, successful bit of kit…! (Bruno Betti)

Photo Credits…

Pinterest, Bruno Betti cutaway drawing, Cahier Archive

Tailpiece: You don’t often see the super smooth Clark with so much attitude on a car. Here he is giving the 33 plenty of welly ahead of Dan Gurney’s Eagle T1G V12, Dan’s car out on lap 4 with fuel pump problems so ’tis early in the ’67 race…

jim

(unattributed)

 

 

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Stirling Moss, Vanwall VW10 correcting a delicate slide on the cobblestones of the Boavista Circuit, Portuguese Grand Prix 1958 (LAT Archive)

The Perils of Grand Prix Racing in the days of Yore…

Casually placed haybales the only barrier between the cobblestoned road surface, tramlines and decorative telephone poles, Sunday 24 August 1958. This was a very dangerous circuit even by the standards of the day.

The circuit was in Oporto, it began on the harbour front esplanade, continued onto the ‘Avenida da Boavista’, then through small neighbourhoods and back to the start/finish line. It was also used for the GP in 1960.

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Moss’ Vanwall leads Hawthorns’ Ferrari Dino , Behras’ BRM P 25 on the inside, then 2 more Vanwalls of Brooks and Lewis-Evans and the other Dino of  Von Trips..challenges of the circuit apparent (‘restos’)

50000 people attended the event held in treacherous conditions, the track damp after earlier rain.

It had been a tough couple of months for the motor racing world as Luigi Musso and Peter Collins died in Ferrari Dino’s in the French and German Grands’ Prix respectively.

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Graham Hill, Lotus 16 Climax, lands atop the haybales after a spin on lap 25, DNF. Hill made his Grand Prix debut in a Lotus 12 at Monaco that May, starting a long, wonderful, successful, ‘Triple Crown Winning’ career. His final GP was also at Monaco in 1975, unfortunately not qualifying (Pinterest)

hill 2

Gee Hill beached from either angle!

In a fantastic display of sportsmanship Stirling Moss intervened in a post race protest against Mike Hawthorn, who it was alleged had driven a short distance in the wrong direction on-circuit, having restarted his car. Moss advised the stewards Mike was on the footpath at the time, therefore not breaching the rules and keeping the points which ultimately won him the 1958 Drivers Championship by 1 point…from Moss.

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All the fun of the fair…Moss leads teammate Stuart Lewis-Evans through the Oporto suburbs. Moss won with Hawthorns Ferrari Dino 246 second and Lewis-Evans third (Pinterest)

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Tony Brooks and Stirling Moss swap notes during practice, note Brooks’ ‘kidney belt’ to cope with the rigors of the rough circuit(s) (‘restos’)

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Circuit of Boavista panorama…(‘restos’)

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This shot of Hawthorn amongst the tramlines shows the delicacy of car control required on that day given the combination of rain, cobblestones, slippery steel tram lines and the hard, narrow race tyres of the day! (‘restos’)

moss

Moss’ Vanwall leads Hawthorns Ferrari Dino 246 early in the race…Moss post race intervention in a protest about Hawthorns’ diqualification critial to him holding second place and the points which ultimately won him the 1958 Drivers Title from Moss (Pinterest)

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Moss victorious in Vanwall VW10 (Pinterest)

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Vanwall Team lap of honour…L>R Vandervell, waving Moss and Lewis-Evans (‘restos’)

Photo Credits…

LAT Archive, Pinterest

Many of theses shots are from a blog: restosdecoleccao.blogspot.com .Well worth a look even if your Spanish is not flash!

Etcetera…

roy

Roy Salvadori ponders the 2 litre Coventry Climax FPF engine of his ‘works’ Cooper T45, Roy was ninth, and last, Jack Brabham in the sister car seventh (‘restos’)

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Start from the rear this time. #14 Brabham Cooper T45 Climax, # 4 Brooks Vanwall, # 10 Schell BRM P25, # 8 Behra BRM P25. Up front its Moss Vanwall, then Hawthorn Ferrari to the left of Moss, Lewis-Evans Vanwall outside on the right, and Von Trips Ferrari also right behind Lewis-Evans…the nose just appearing in shot is one of the Maser 250F’s entered…Shelby, Bonnier or Maria de Filippis (‘restos’)

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Jean Behra BRM P25 ahead of Jack Brabhams’ Cooper T45 Climax, now at 2.2 litres capacity, and tiny in comparison to the BRM. Fourth and seventh respectively, a Vanwall, Brooks perhaps, following (Pinterest)

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Mike Hawthorn enroute to second place in his Ferrari Dino 246 (Pinterest)

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Moss’ Vanwall nose up under acceleration (Pinterest)

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Finito…

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Enzo Ferrari at the launch of his 1969 endurance contender the 312P…

Motorsports governing body introduced new sports car rules for 1968; Group 4 Sports Cars with a capacity limit of 5 litres and a minimum production of 50 cars, and Group 6 Prototypes with a maximum of 3 litres. In effect the CSI were making obsolete the ‘unlimited cars’ being built by Ford and Ferrari, ( the 7 litre ‘pushrod’ Ford MkIV, 4 litre ‘racing engine’ Ferrari P4)  which they considered were getting too fast for the circuits of the time.

Ferrari, in time honored fashion didn’t race in 1968 in protest at this sudden rule change but returned in 1969 with the Group 6 312P, again in time honored fashion using many parts he had ‘on the shelf ‘ from other cars.

The chassis used was a downsized version of their 1968 Can Am challenger the 612P…It was a semi-monocoque, a spacefarme reinforced by aluminium sheet. The first cars were built with high downforce Spyder bodywork, but later cars were built or re-bodied for Le Mans as stunning low drag Coupes.

312p

Aluminium semi-monocoque chassis. Double wisbones, coil springs, Koni shocks at front. Single top link, lower inverted wishbone, twin radius rods, coil springs and Koni shocks at rear. Adjustable sway bars front and rear. Rack & pinion steering. Ventilated discs all round. 680 Kg.

The 3 litre V12 was based on the highly successful old sports car engine albeit with 4 valve heads and Lucas fuel injection…Ferrari claimed 420 BHP, all of which hit the road through a 5 speed transaxle.

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312P engine, 5 speed gearbox and rear suspension. 60 degree V12, 2.99 litres. 77X53.5mm bore/stroke. 11:1 compression ratio. 4 valves per cylinder , DOHC, Lucas fuel injection and circa 420BHP @ 9800RPM. (Tony Adamowicz)

Chassis ‘0868’ was shown to the public at the Hotel Fini in Modena in December 1968, which is probably where this unattributed shot of Enzo Ferrari with the car was taken.

From the outset Ferraris’ sports car plans in 1969 were limited as the development of the 3 litre ‘Flat 12′ engine for F1 in 1970 was Technical Director, Mauro Forghieris’ main project.

The first car was damaged in testing, but repaired and put on pole at Sebring by Mario Andretti, the car finishing second co-driven by Chris Amon despite overheating after a collision with a slower car.

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Chris Amon leaps aboard the 312P he shared with Mario Andretti at Sebring 1969.

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Smoky Amon. Ferrari 312P, Sebring 1969. Second outright and first in class with Mario Andretti (Nigel Smuckatelli)

The car was very fast at Brands Hatch, but the Le Mans testing weekend revealed the need for slippery coupe bodies on the Mulsanne. The bigger issue was the appearance of the Porsche 917, 25 examples of which had been built by the Germans to comply with the CSI’s new Group 4 rules, not what the rule makers intended at all…

The 312P’s were fast at Monza filling the first 2 grid positions but failed to finish with tyre problems, the Firestones not coping with the rigours of the Monza banking.

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Pedro Rodriguez, Nurburgring 1000Km 1969.

The 917 was on pole at Spa, but Amon proved the 312P’s competitiveness again, he broke the lap record at The Nurburgring. At Le Mans the two cars entered were fitted with gorgeous Coupe bodies formed around shortened 206SP Dino windscreens.

The 917 was on the Le Mans pole… but few believed they would last the distance, Amons 312P was damaged by debris from the fatal accident which befell the John Woolfe 917 on lap 1, the other car suffering gearbox failure after a retaining nut vibrated loose several times. Jacky Ickx and  Jackie Oliver won the race in Ford GT40 ‘1075’ the same chassis victorious the year before.

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Chris Amon behind the 312P, now with Coupe body, at Le Mans 1969 with Peter Schetty. The car was out on lap 1, running over debris from the John Woolfe 917 accident (Pinterest)

The arrival of the 917 was  a game changer, Ferrari responded with some of the Lire invested in his business by Fiat, in building 25 512S 5 litre cars to go head to head with Porsche in what many say was the greatest 2 years of sports car racing ever, 1970 and 1971.

The two remaining 312P’s were sold to Luigi Chinetti’s North American Racing Team at the end of 1969, the cars scoring class victories in major races such as Daytona, and Sebring and also racing at Le Mans in 1970 where Tony Adamowicz, and Chuck Parsons were non-classified but tenth. The other car was taken as a spare and unraced.

312 p le mans 1970

Wet weather 1970 Le Mans shot of the NART 312P. (Bruce Thomas)

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NART Adamowicz/ Parsons 312P Le Mans 1970 , tenth in the race won by the Herrman/ Attwood Porsche 917K (Pinterest)

The 312P has only a small part in Ferrari racing history but the factory learned valuable lessons from the program when it next raced a prototype, the 3 litre 312PB in 1971, this car using a variant of the F1 ‘boxer’ engine, the 312PB the dominant and championship winning sports car of 1972.

Etcetera…

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Amon/Schetty Ferrari 312P Le Mans pits 1969.(Pinterest)

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Pedro relaxes before the off, Bridghampton CanAm 1969. (Dogfight.com)

 

 

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‘0870’ in the 1969 Bridghampton  CanAm pitlane. Rodriguez was 5th in the heavy relatively low powered 3 litre car, Hulme and McLaren 1st and 2nd in McLaren M8B Chevs. (Dogfight.com)

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Mike Parkes in the NART 312P , Daytona 1970. Tall man, and bubble as a consequence (Pinterest)

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Another shot of the Adamowicz/ Parsons 312P during Le Mans 1970 (Yves Debraine)

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Interesting drawing showing the differences in dimensions of the Spyder and Coupe versions of the 312P (Pinterest)

Photo Credits…

Pinterest, Tony Adamowicz, Nigel Smuckatelli, Yves Debraine, Bruce Thomas

Finito…

steve

Steve McQueen at the wheel of a Lotus 30 shooting some of the million feet of unused footage for this cancelled movie…

John Frankenheimer and MGM were in a race with Steve McQueen and Warner Bros to make a movie with Grand Prix racing as its theme.

John Sturges was the Director of Day of The Champion, filming of footage, using many cars specifically acquired for the purpose commenced in 1965.

‘The Sand Pebbles’ in which McQueen starred, and for which he received his only Academy Award Nomination ran over time, delaying the production of ‘Day of The Champion’, his Hollywood neighbour James Garner played the lead role in ‘Grand Prix’, the iconic 1966 F1 movie and a huge commercial success, beating ‘Day of a Champion’ into the cinemas.

The pin was pulled on the “Day of The Champion’, there was no value in two similar movies appearing at about the same time.

McQueen didn’t speak to Garner for over two years…but came back with a vengeance in ‘Le Mans’, not much of a story, a commercial flop but a sensational racing movie!

John Sturges famously quit ‘Le Mans’ after arguments with McQueen who wanted a documentary style ‘slice of racing life’ film, Sturges equally adamant that a strong story line was essential for commercial success…’I’m too old and rich to put up with this shit’ was his parting line.

‘Le Mans’ was completed, after running hopelessly over budget, but only after Steve tipped his acting fee and forfeited his gross in the films takings to fund it…

But what a movie!

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‘Day of The Champion’ production teaser (Pinterest)

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Getting rid of cars now surplus to stock…(Pinterest)

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‘Day of The Champion’ morphed into ‘Le Mans’ several years later, a commercial flop but a triumph as McQueens creative tribute to motor racing (Pinterest)

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‘Pete Arron’ ready to race… James Garner proved himself a dab hand at the wheel during the filming of ‘Grand Prix’ (Pinterest)

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‘Grand Prix’ cut it creatively, commercially, and as a racing movie. Iconic to this day, and one of the top ten grossing films of 1966 (Pinterest)

Photo Credits…

Pinterest

jean

Jean Alesi, Tyrrell 019 Ford DFR , French GP 1990 (Pinterest)

Tyrrell were an amazingly innovative small team. Jean Alesi here in the 1990 French Grand Prix driving Designer Harvey Postlethwaites’ ground breaking and trend-setting ‘highnose’ Tyrrell 019 Ford DFR…There were three distinct design regimes at Tyrrell. From 1970-1977, the Derek Gardner era, 1978-1988 when Maurice Phillippe was at the helm. Finally, from 1989-1998 Harvey Postlethwaite lead the design team until Tyrrells’ sale, the long established, family owned outfit morphing into ‘British American Racing’.

The Gardner and Postlethwaite periods were particularly aerodynamically innovative.

In 1971 Gardner introduced two important innovations to his Tyrrell 003, the first was the high airbox, which debuted at the Dutch Grand Prix, Matra similarly equipped. Chris Amons’ MS120 V12 also having a ‘snorkel’.

cevert

Francois Cevert in Tyrrell 002 Ford showing the original aero treatment of that series of cars…Stewart ‘debut’ the Tyrrell Sports Car nose in this race the French GP 1971…Stewart first, Cevert second. ‘Pregnant-belly’ aero/fuel tank treatment apparent (Pinterest)

The primary effect was mild ‘supercharging’ of the incoming fuel/air mix, the secondary was aerodynamic, the simple snorkel quickly evolving into carefully sculptured rear bodywork which included the snorkel, and smoothed airflow to the rear wing, aiding downforce and allowing a marginally flatter wing setting to be used. In essence, less drag for the same downforce.

In the French Grand Prix, Stewarts’ 003 raced with a sports-car type nose, Gardners’ idea to partially mask and aid airflow around and over the front wheels of the car, the wheels/tyres being aerodynamically the least efficient part of an open-wheeler.

003

Derek Gardners Tyrrell 003 Ford , Jackie Stewarts primary, championship winning mount of 1971. Engine ‘Snorkel and bluff ‘Tyrrell nose’ innovations of that year are clearly shown

The Lotus 56/72 set a trend with their wedge shaped, side radiator design, the 72 appearing in 1970. The other alternative aero approach at the time, ‘Pre-Tyrrell Nose’, was the ‘pregnant-belly front radiator approach’ of the BRM P153/160, Mclaren M14, Tyrrells 001-003 and others.

Gardner set the alternative aero trend of the 1970’s, until the advent of the Ground Effect Era, with his bluff sports nose. Look at the results of the two alternatives over that period from 1971 to 1979 when the needs of ground effect tunnels favoured the ‘chisel front wing and side radiator approach’ as against the ‘Tyrrell nose, front radiator approach’ cars of both designs were successful, perhaps the former ‘wedge/side rads’ was the more successful.

Examples of winning ‘chisel/side rad’ cars are the Lotus 72, McLaren M23, Ferrari 312T’s and of the ‘Tyrrell nose/front rad’ cars the Tyrrell 003-006 and Brabham BT42/44.

lotus

Colin Chapmans’ Lotus 72 Ford, 1970-1975…once the Gardner designed ‘Tyrrell Nose’ appeared their were two distinct 1970’s pre Ground Effect Aero approaches teams took…the 72 ‘Wedge and side radiators’ the other

Gardner himself went to ‘chisel/side rads’ with the 1974/5 Tyrrell 007 driven by Jody Scheckter and Patrick Depailler, and back to the ‘Tyrrell nose’ for his stunning, outrageous P34 six-wheeler…

derek and jody 1976

Jody Scheckter and Derek Gardner with P34 in 1976…Jody was not a fan despite his Swedish GP win and left the team for Wolf Racing for 1977, and a conventional, successful car, the Wolf WR1 Ford designed by Harvey Postlethwaite (Pinterest)

Both models were Grand Prix winners, the P34 once only, in Scheckters hands in Sweden in 1976.

Gardner was recruited by Tyrrell from Ferguson Research where he worked on advanced 4wheel-drive systems used on the  Matra MS84 Ford, 4WD F1 car of 1969. That car used Ferguson componentry. The Matra, as were the other 4WD cars developed by Cosworth and Mclaren, was unsuccesful, wings and tyre polymer chemistry providing  grip more simply than 4WD technology of the day could.

But Ken Tyrrell was impressed and recruited Gardner to build the first Tyrrell 001, secretly in 1970.

By the mid-70’s the challenge of the aluminium monocoque/Ford Cosworth DFV/Hewland FG400 gearbox brigade, ‘The Garagistes’, in Enzo Ferraris’ words, was how to beat the similarly equipped opposition?

Gardners audacious approach was aerodynamic in having 4 small front wheels which could be faired behind his Tyrrell nose, creating greater straight line speed whilst losing no mechanical grip from his tiny, Goodyear shod wheels. Increased braking area provided by the four small discs was a further advantage. There were mechanical challenges making the package work but the cars were competitive in both Jody Scheckter and Patrick Depaillers’ hands in 1976, less so in 1977 when Goodyear were not so interested in developing special tyres for just one team.

p34

Derek Gardners outrageous, successful Tyrrell Ford P34 six-wheeler of 1976/7

Then the FIA banned 6 wheelers and that was that, March and Williams had been toying with 4 rear wheels…

Scheckter jumped ship to Walter Wolfs’ new Team in 1977 and was a race-winner in the Harvey Postlethwaite designed cars. Harvey, a Doctor of Engineering, had his motor racing start with March, modifying Lord Heskeths, James Hunt driven customer March 731. He designed the Hesketh 308 in which James Hunt won his first GP and came to Tyrrell in 1988 after two stints at Ferrari including design of the 1982 and 1983 Constructors Championship winning 126C2.

Postlethwaite was joined at Tyrrell by aerodynamicist Jean Claude Migeot, together they evolved their competitive 1989 018 into the ground-breaking 019, the car which set the aerodynamic trend until the present.

harves

Dr Harvey Postlethwaite during his very successful Ferrari period (L’Unita)

The car was conventional in using a carbonfibre monocoque chassis, wishbone and pushrod suspension front and rear, and Ford Cosworth 3.5 litre DFR V8 / Hewland six-speed transmission but utterly radical in its aero approach.

Contemporaray practice was to use a flat, steppped chassis undertray with a large diffuser producing downforce through the generation of low pressure under the car.

‘P and M’ realised this approach was compromised by the low nose at the front of the car, the wings diverting air sideways and upwards reducing the amount of air passing under the car. The generation of low pressure relies on increasing the speed of the air passing under the car in relation to the air passing over and around it.

In simple terms , the more air that can be drawn under the car, the faster the air will have to be moving, and the faster the air is moving the lower the pressure and greater the downforce.

By raising the nose-cone Postlethwaite increased the volume of air that was able to pass under the car…whilst keeping the wings themselves close to the ground where they work best with the distinctive, inverted V , anhedral front profile.

wing

The car was not that successful in terms of 1990 results, Alesi achieving sixth at San Marino and second in Monaco but a trend was set which most teams followed quickly…and principles which prevail today.

Tyrrell innovation continued with aerodynamically shaped wishbones in 1996 and the ugly but effective ‘X-Wings’ in 1997, on fast circuits two additional wings installed either side of the cockpit.

Postlethwaite stayed with the team until it was sold by Ken Tyrrell to British American Tobacco at the end of 1997 and died suddenly of a heart attack whilst testing the Postlethwaite designed, Dallara built, in house Honda at Catalunya in April 1999 aged 55.

Ken Tyrrell died in August 2001, and Derek Gardner in January 2011, his post Tyrrell career was as Director of Engineering and Research at the Borg Warner clutch company.

 


 

 

Etcetera…Tyrrell 003 1971/2

oo3 cutaway

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Jackie Stewart, German GP, Nurburgring 1972. Tyrrell 003 Ford. Stewart collided with Clay Regazzoni in this race won by the Ickx Ferrari 312B2, so DNF (Pinterest)

tyrel 003 cutaway

 

Etcetera…Tyrrell P34 1976/7

schematic

Derek Gardners original schematic of the essential elements of the Project 34 dated August 1974. Dimensions of the car as raced very close to this drawing

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Patrick Depailler (2nd) in the P34 ahead of Chris Amon (DNF) and Gunnar Nilsson (DNF), Ensign N176 Ford and Lotus 77 Ford respectively. Scheckter won this race, the 1976 Swedish GP in the sister P34. The shot is a ‘compare and contrast’ with conventional (aluminium monocoque/Ford DFV/Hewland gearbox) cars of the day. Note how well faired the small 10 inch wheels are by the ‘Tyrrell Nose’ (Sutton)

 

p 34 cutaway

monaco

Scheckter second around the twists and turns of Monaco in 1976, the Lauda Ferrari 312T victorious. Depailler third in the sister car…plenty of ‘turn in’ and strong brakes on this demanding course (Pinterest)

 

Etcetera…Tyrrell 019 1990

adelaide

Wonderful 1990 Adelaide East Terrace shot of Jean Alesis’ Tyrrell 019 shows off its aerodynamic secrets…eighth in the AGP race won by Nelson Piquets Benetton Ford (Stupix)

019 cutaway

jean and gerhard

Jean Alesi (3rd) and Gerhard Berger (5th)Monaco 1990, the high-nose Tyrrell 019 a contrast with the orthodoxy of the day, McLaren MP4/5B Honda. Ayrton Senna won the race in the other McLaren (Pinterest)

 

Etcetera…Tyrrell Ford 025 1997

jos

Jos Verstappen in Postlethwaites 1997 ‘X-Wing’ Tyrrell Ford ED4 3.5 V8 025. San Marino GP 1997…evolution of Harveys ‘high-nose’ over 7 years clear…Jos was tenth in the race won by Heinz-Harald Frentzens’ Williams Renault (Pinterest)

Photo Credits…

Pinterest, Sutton Archive, Bruno Betti P34 cutaway, Stupix, L ‘Unita,

Finito…

dan 1

One of my Top 10 Motor Racing Shots of all time. Dan Gurney AC Shelby Cobra, Targa 1964…photo by Ami Guichard, he put it on the cover of his acclaimed ‘Automobile Year # 12’…

It captures everyting which was great about this fantastic, and oh so Italian event. Dan Gurney and Jerry Grant finished eighth outright and first in class in the event won by the much more suitable Porsche 904 GTS of Colin Davis and Antonio Pucci.

The GT Manufacturers Championship was won by Ferrari in 1964, with Shelby Cobra second. With the advent of the Cobra Daytona Coupes Ferrari would get more of a ‘run for their money’ in 1965!

Specifications of the ‘FIA Roadster’ cars in 1964 included Fords pushrod OHV 4.7 Litre or 289 v8. 4 48IDA Weber carburettors, giving circa 400BHP. Borg Warner 4 speed gearbox, 4 wheel disc brakes. Independent suspension using transverse leaf spring. 140 litre fuel tank. 6 spoke cast alloy wheels. These cars were the ultimate development of the original ‘small block’ Cobra.

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Before the off, Cerda, Targa Florio 1964. Gurney with Shelby team mechanics. AC Cobra . # 106 a Lancia Flaminia DNF, and # 22 Alfa Giulietta SZ , nineteenth (Pinterest)

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Jerry Grant in the Cobra shared with Dan Gurney. Targa 1964 (Pinterest)

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Gurney through the Sicilian countryside, Targa Florio 1964. In addition to the Ford sportscar program he raced for Brabham in Grand Prix Racing winning the teams first championship race that year (Pinterest)

Etcetera…

leech

 

cob

Engine of Hill’s Cobra Sebring 1963

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The 1964 Targa winning Porsche 904 GTS of Colin Davis and Antonio Pucci (unattributed)

Photo Credits…

James Leech drawing, Ami Guichard ‘Automobile Year 12’

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Fantastic shot of Max Stewart in his Rennmax BN2, Hell Corner, Bathurst Easter 1968 (raSimmo TNF)

Max Stewart enroute to second place in his little Rennmax 1.5 against the big 2.5 ‘Tasman Cars’, Easter Bathurst Gold Star round, April 1968…

Phil West won the race of attrition in a Brabham BT23A Repco, many of the 2.5’s sidelined by one drama or another. But it was a wonderful result all the same.

At the time Australia’s ‘F2’ was ‘ANF 1.5’ and our premier class ‘ANF1’ was the 2.5 litre ‘Tasman’ category.

Many of us think of Max Stewart as an F5000 star, winning the ‘Gold Star’, then our most prestigious driving honour in 1971 and 1974 and the Australian Grand Prix in 1974 and 1975. But his career started in ‘small-bore’ single seaters, his tall, lanky frame always poking out of the cockpit of the cars he raced..

Rennmax BN2 Ford…

Bob Britton, built many great cars in the 60’s and 70’s, and named them Rennmax.

This car was built from a jig he created when converting John Harvey’s Brabham BT14 from Ford Lotus 1.5, to Repco 2.5 V8 power. Stewart also bought Harvey’s engine and gearbox for the Rennmax, winning his second ANF 1.5 Championships in it in 1968. (a joint win together with Garrie Cooper in an Elfin Mono)

A motor-dealer living in Orange, in the Central West of NSW, not too far from Mount Panorama, Maxs’ performances in this car resulted in his recruitment by former Australian Gold Star Champion/Australian Grand Prix winner/Motor-dealer and prominent team owner, Alec Mildren to join a 2 car assault on Australasias’ premier class together with Kevin Bartlett in the following years.

The success of Bartlett and Stewart over that time is another story but Max was incredibly competitive in the ‘Mildren Waggott’, another car built by Bob Britton, this time on a jig created when repairing a Brabham BT23 destroyed by Denny Hulme during the 1967 Tasman Series. This series of cars are the BN3 Rennmax models.

Stewart won the Gold Star Series in 1971 in the Mildren Waggott, with a series of performances against the then relatively new F5000 cars, similar to his efforts at Bathurst in a small car against the ‘big guys’ in April 1968…

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MS self preps the Rennmax in early 1968…12 months later he was a member of Alec Mildren Racing, with a bit more support!, still driving a Rennmax nee Mildren (Bob Williamson Collection)

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Stewart races the BN2 at Calder later in 1968, still half out of the cockpit but ‘full harness’ fitted by this stage .

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Short Outline of Rennmax…

http://www.oldracingcars.com/rennmax/

http://www.rennmax.com/

Photo Credits…

raSimmo, The Nostalgia Forum, Autopics, Bob Williamson Collection