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.

moss 2

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’)

hawt

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’)

start

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.

donk

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)

1970

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

stew

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

dep

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.

an at rest

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

rstored

The first two instalments of Peters’ restoration of the Lola were about its history, acquisition and journey from the US to Australia, and last month the commencement of the restoration of the tub, suspension, gearbox, suspension etcetera…

As you can see from the shot of the car at ‘Racers Retreat’, HU18 is now complete and ready for its first track test, very fast progress given the starting point of the project in August 2013!

How great does it look!

Monocoque…

You may recall that Borland Engineering in Mordialloc, Victoria were commissioned to rebuild the tub with assistance from Peter.

lola2

‘The tub is all solid riveted as aircraft were made during World War 2. You need a driver of the gun and someone to back the rivet. Putting the tub together involved three solid weeks of riveting, your head and shoulders aching every night, exactly as the crews putting the ‘planes together did’.

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‘Each morning we had to plan out the assembly procedure, one mistake, drill out the rivets and start again…’

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chassis 1

The chassis is superb, the workmanship and commitment to the task fantastic. Mike Borland on the left and fabricator Dean on right.

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Bodywork…

‘I didn’t get any panels with the bits from the US so bought the lot, new off ‘Motorsport Solutions’ in New Zealand, there was little effort to adjust for fit, the quality of the workmanship was very good. I had the body painted by ‘ReFace Autos’ in Melbourne’.

body 1

body 2

painted

Instruments…

lola

Chassis re-assembly now underway at Peters’ home workshop. ‘Smiths’ chronometric tach and guages all exactly as they were ex-Huntingdon. Front suspension fitted, brakes, steering column, pedals, plumbing for the engine…Nickel plating throughout as Lola utilised.

Engine, ‘Old Midnight’…

engine

Nice black and white PB shot of ‘Old Midnight’ from above…4 X 48 IDA Webers, Vertex magneto, lovely linkages…

‘Some years ago i was looking for a Chev to finish the restoration of my Elfin 400 (the ex-Matich ‘Traco Olds’), Mary and Peter Middleton owned the ex-Cooper/Perkins Elfin MR8 and offered me this engine which was originally built by Max Stewart as his spare. Its nickname was ‘Old Midnight’ as the motor was usually slipped into his Lola after midnight when the race engine was cactus for the weekend!

Anyway, there was something great about reuniting Max’ old engine with a Lola T33o chassis. I bought it as a ‘long motor’ less injection. The block was shaved, of all uneccesary production lugs and lightened as much as possible.

It has Bow-Tie heads, TRW pistons, Carillo rods, a Crane ‘574’ roller cam, Z28 crank, Vertex magneto, and like most of Max’ engines is on Weber 48IDA carbs

In the early 70’s a good race Chev had 535BHP, this engine has 505BHP @ 7500RPM, which should be enough to keep me busy’

old

‘Old Midnight’ doing its thing on Peters dyno recently…Ex Max Stewart ‘spare’ good for 505 BHP on Webers

Re-Assembly…

After the tub was completed Peter took it back to ‘Racers Retreat’, his home workshop where the various componentry covered in Episode # 2 was fitted to the car…suspension, wheels, gearbox, fuel-cell etc.

reassembly

Still fettling the bodywork, mirrors period correct

front

Fabrication a work of art…note brake ducts

reassembly 1

That long bellhousing so Broadley got the weight where he wanted it and the longer wheelbase which made such a difference in 1973. Rear suspension and driveshafts to come..look at the rear bias of the wing, eventually FIA rule changes addressed this trend in all single-seater formulae. This shot shows the sheer ‘bulk’ of a Chev relative to a DFV, all that weight, 250Kg of Chev sits high!

wheels

New wheels made in Melbourne by ‘Whithorse Industries’, ‘Old Midnight’ to the right awaiting installation. Thats a Lola S2000 to the left

‘My good mate and fellow T332 racer , Jay Bondini made the rear wing, he did a beautiful job, and it was a much bigger project than he thought! The ‘spiders-web’ far aft wing support bracket is period correct for 1973. We are re-profiling the wing endplates to reflect the car  in that year as well, i can’t thank him enough, he did a great job’.

jay

Smile Jay Bondini, beautiful fabrication of rear wing

snorkel

T330 1973 spec attention to detail superb, very few 330’s were not converted to T332 spec in period, as such the car a welcome and different addition to Historic F5000 grids. Snorkels hide 4 48IDA Weber carbs, still common in Europe at that time and ‘standard spec’ on Swiss ‘Morand’ and Pommie ‘Alan Smith’ prepped Chevs

tub

From this to this…August 2013 to July 2014.

rstored

The transformation of the ‘car’ in such a short period of time is great testimony to the skill of all involved especially Peter himself. All being well the car will make its debut at Historic Sandown in November, it last raced in 1975…I think Jackie Epstein and Lella Lombardi would be mighty impressed with their old car?

Next Episode…

Will cover Peters’ test of his new car…

Photo Credits…

Peter Brennan

lotus 72

Amazing composition, Jochen Rindt en route to the 72’s first victory, the car still competitive in Petersens’ hands, winning four Grands Prix in 1974…

The car made its championship debut at Jarama in April and was already in ‘C’ spec by Monaco, major changes centred around taking out the anti-dive, and anti-squat geometry of front and rear suspension respectively. Easy to say but it involved ‘unpicking’ the tub to do so.

No joy in the win for Jochen as his good friend Piers Courage perished in his De Tomaso 505 Ford during the race.

Chapman showed his hand with the wedge shaped, Pratt & Whitney turbine powered Lotus 56 at Indy in 1968, but the 72 with its wedge shape, hip radiators, torsion bar suspension and inboard front brakes, lowering unsprung weight and rear weight bias set a new F1 design benchmark and aerodynamic direction, as Colin Chapman was want to do every few years!

Few cars are as competitive for so long, the venerable 72 being pushed into service long after it’s useby date as a consequence of its successor, the Lotus 76’s ‘failure to produce the goods’ in 1975.

Another of my top 10 racing cars ever!

image

Rindt ahead of the Ickx Ferrari 312B, he placed 3rd. Jochen scoring the Lotus 72’s first victory (Pinterest unattributed)

monaco 70

The passing of the baton from the Lotus 49 to the Lotus 72 at Monaco 1970. The 72 was not raceworthy, Rindt elected to race a 49 and won its last Championship GP. Cars # 2 are John Miles, standing to the right of Chapman in the red GLTL jacket…Rindts’ winning 49 behind car # 2 (Pinterest)

lotus 1

Cockpit of Rindts’ Lotus 72, Zandvoort ’70, as luxurious as the Elan of the day! Mota-Lita steering wheel, Smiths chronometric tach and subsidiary instruments, ‘tell-tale’ @ about 10000rpm ,’fire-bomb’ button, chassis plate under the LHS guage, Fibreglass bodyword, aluminium tub, ducts for inboard discs all there…(Autosport)

image

Cutaway drawing showing the essential elements of another of Chapmans masterpieces; aluminium monocoque, wedge shape, hip radiators, Ford Cosworth DFV V8, torsion bar springs, inboard front & rear brakes …

image

Poignant shot in the context of Rindts’ tragic Monza ’70 death. Jochen famously refused to wear crotch straps, only a 4 point belt. Absence of coil spring/shock aids front aerodynamics of the car. Extinguisher mounted legally but pointlessly where even a minor frontal impact would remove it from its mountings. Inboard discs and driveshafts, one of which failed causing Rindts’ accident clearly shown. (Pinterest unattributed)

rindt british gp

In this case the photographers toes mark the apex…Druids Hill, British GP, Brands Hatch 1970. A win for Jochen after Jack Brabham ran low on fuel on the last lap (Pinterest)

image

Wonderful Bernard Cahier portrait of Jochen in his Lotus 72 Ford, 1970. (The Cahier Archive)

Photo Credits… Autosport, Pinterest unattributed, The Cahier Archive

phil

Phil Hill turns his Ferrari Dino 246 into an open right hander on the prodigiously fast Ain Diab road circuit, Casablanca, Morocco 1958 . He finished third. (Unattributed)

Stirling Moss, Vanwall VW 57 and Mike Hawthorn, Ferrari 246 went to Morocco for the final round of the 1958 Championship, with Moss needing to win and set fastest lap and Hawthorn to finish no lower than third to take the title…

Morocco had recently gained its independence from Spain and used the race to help establish its global identity. The newly crowned King Mohammad V attended ‘Ain Diab’, a very fast, dangerous road circuit on public roads near Casablanca.

Moss took the lead, with Phil Hill also starting well. Hill waved teammate Hawthorn through to chase Moss with Brooks challenging in the other Vanwall. Moss set a new lap record, Ferrari slowing Hill to allow Hawthorn into second. Moss ran into Wolfgang Seidels’ Maserati 250F, damaging the Vanwalls nosecone, fut fortunately not the radiater core.

Tragedy struck on lap 42 when the engine in Stuart Lewis-Evans Vanwall blew, the cars rear wheels locked, careering into a small stand of trees. The vulnerable tail tank ruptured and caught fire, Lewis-Evans jumped out but was disoriented and headed away from fire marshalls who may have been able to minimise the terrible burns from his overalls and despite being flown home to the UK, he died in a specialist hospital six days later.

moroc

Stuart Lewis-Evans, Morocco 1958. His death robbed Britain of its great ‘coming-man’ (The Cahier Archive)

Moss won the race, and Hawthorn the Drivers Title. The Constructors Championship was won by Vanwall, a fitting reward for Tony Vandervell who had passionately supported the BRM program before setting out on his own, frustrated by Management By Committee…

Hawthorn shortly thereafter announced his retirement from racing, aged 29, and ‘dicing’ with Rob Walker on the Guildford Bypass not far from his home, crashed fatally in his Mark 2 Jag an horrific end to a tragic season for British Motor Racing.

moss

Stirling Moss on his way to Ain Diab victory in his Vanwall VW5,  1958 (Moss Archive)

moroc

Stunning Moroccan backdrop…Hawthorn 1958, Ferrari Dino 246 (Unattributed)

moss morocco 5

Moss’ car survived the heat despite the damaged Vanwall nosecone, having hit Seidels Maser ‘up the chuff’ taking the win, and Constructors Championship for Vanwall. (Unattributed)

Vanwall Racing Cars…

cutaway

Lotus’ Colin Chapman designed the car using a multi-tubular space frame chassis, aerodynamics by Frank Costin. 4 cylinder DOHC, Bosch fuel injected engine developing circa 280-290BHP depending upon fuel. 5 speed Ferrari derived gearbox, Goodyear disc brakes. Front suspension by upper and lower wishbones and coil spring/damper units. De Dion rear suspension and from 1957 ‘Chapman Struts’

Tony Vandervell…

Vandervell bearings ad

Guy Anthony ‘Tony’ Vandervell started his independent race program with a series of Ferraris modified by his company and called ‘Thinwall Specials’, he had become frustrated with the lack of progress of the BRM Project, of which he was a founder shareholder.

BRM V16 Vandervell ad

Vandervell Products ad in the ‘BRM Ambassador for Britain’ booklet 1949. (Stephen Dalton Collection)

The Ferraris raced mainly in British Formula Libre events, the main opposition the BRM V16 which was essentially too late for F1 before the formula changed rendering it obsolete.

Vandervell was restless and wanted to race in the new 2 Litre F1 of 1952/3.

thinwall

Mike Hawthorn in the Ferrari 375 V12 ‘Thinwall Special’, Turnberry 1953. Tony Vandervell is to the left of the mechanic (Unattributed)

vanwall goodwood

Peter Collins, then 22, at the wheel of the original Vanwall ’01’, ‘Goodwood Trophy’ in September 1954. He qualified and finished 2nd to the Moss Maser 250F. (Louis Klemantaski)

In 1954 he started building Vanwalls… the name an acronym of his Acton based ‘Thinwall’ bearing company and his surname. The chassis was designed by Coopers’ Owen Maddock, and built by them.

Vandervell was a Director of Norton and impressed by their very successful 500cc single. The engine was  designed by Norton designer Leo Kuzmicki and was essentially 4 Norton single cylinder barrells integrated ‘en-bloc’ with added water jackets.

This DOHC cylinder head used twin inclined valves in each combustion chamber, and also utilised motor cycle style hairpin valve springs. It was then married to the bottom end of a Rolls Royce ‘B40 military engine’, the crankcase cast in aluminium rather than the originals iron.

Laystall provided the crank and Bosch the fuel injection system.

vanwakll engine

Vanwall 4 cylinder, gear driven DOHC design a marriage of contemporary Norton head design and a rugged Rolls Royce ‘bottom end’ as per the text. Of note are the hairpin valve springs, train of gears to drive the cams and auxiliaries and high pressure fuel injection pump, both at the front of the engine. (Vic Berris)

Vanwall engine

Vanwall engine 1958. (Jesse Alexander)

The car made its debut at the 1954 International Trophy at Silverstone, the Goodyear disc brakes proving successful but the cars front suspension was unsatisfactory. The engine progressed from 2237cc to 2490cc .The car was raced by Mike Hawthorn and Peter Collins who wrote it off in Spanish GP at Barcelona.

Vandervell ordered  four chassis based on the Cooper design which picked up Ferrari suspension and steering, the team by that time having plenty of Ferrari parts!

1954

1955 Season…

hawt

Mike Hawthorn in the Cooper designed Vanwall chassis VW 55, Monaco GP 1955, DNF with throttle linkage problems in the race won by Trintignats Ferrari Squalo 625 (Unattributed)

The four cars were to be raced in 1955 by Ken Wharton, Harry Schell, Desmond Titterington and Mike Hawthorn. Schell won four minor British events but it was clear a lighter, stiffer and more sophisticated chassis was needed to make the most of the competitive engine.

Vandervells staff modified the basic Cooper frame at which point Colin Chapman was introduced to Vandervell via the Vanwall transport driver, Derek Wootton, to look at the frame. Vandervell was impressed with Chapmans knowledge and track record and signed him on.

Colin Chapmans 1956 Vanwall Design…

dutch

Moss in the Dutch GP winning VW10. Shot shows extreme attention to aero for the day by Frank Costin. Borranis’ at front Moss’ preference for driver feel but cast alloy wheels adopted in 1958 to save weight. This Vanwall, with 2 GP wins survives today. (Unattributed)

A defining moment in Vanwalls’ future success was the choice of Colin Chapman, then an up and coming racer/designer/builder of Lotus sports cars. Chapman designed a modern space-frame chassis and engaged aerodynamicist Frank Costin to design the gorgeous, low drag ultra-slippery body.

Chapman used the 1955 double wishbones and coil spring front suspension, Ferrari derived gearbox layout and brakes but laid out new De Dion rear axle geometry using a Watt linkage for lateral location whilst retaining the transverse leaf spring.

The space frame chassis featured round section top and bottom longerons in 1.5 inch diameter. At the front a sheet metal fabrication provided a cross member for anchorages for the coil and wishbone suspension setup. The frame was complex and rigid but weighed only 87.5 pounds.

vanwall front

High quality of forgings and fabrication of spaceframe chassis evident. Front cross-member visible, steering arm, top link, radius rod, coil spring/damper unit and Goodyear patented disc brakes (Vandervell Products/The GP Library)

Whilst the De Dion rear end was retained the suspension geometry was changed to allow much more negative camber at the rear to enhance the loaded outside tyres adhesion. For 1957 the transverse leaf spring was replaced by ‘Chapman Struts’ a coaxial coil spring and locating link.

Vanwall rear end

Vanwall rear end 1957 with Chapman struts, coil springs and Armstrong dampers.De Dion rear axle with Watts linkage. 5 speed ‘box in unit with diff, see the ducts for the disc brakes. The tail tank is connected to auxiliary tanks mounted alongside the chassis. (Automobile Year 5)

The most striking feature of the car was its Costin designed, teardrop shaped body. Painstaking attention was devoted to underbody fairing, the elliptical body section designed to minimise deflection in cross winds and drag.

Flush ‘NACA’ ducts were used, and the distinctive tall headrest faired a 39 gallon fuel tank, two subsidiary 15 gallon tanks were located low on each side of the scuttle.

Engine development continued under Harry Weslakes’ direction and the best of everyting was used throughout; Bosch fuel injection, Goodyear disc brakes, Mahle pistons, Porsche gears, Ferrari designed gearbox cum final drive…Vandervell didn’t get hung up on the whole ‘only British BRM thing’, simply buying the best when he could not readily or cost-effectively build it.

Schell was joined by Maurice Trintignant that season but Moss raced the car at the non-championship Silverstone International Trophy, as Maserati, Moss’ team that year had not entered. Moss set fastest time and won the race.

In 1956 the cars showed great speed but poor reliability and ordinary high speed roadholding. For 1957 they needed reliability and drivers capable of fully exploiting the cars performance.

french 1957

Ultra slippery shape of De Havilland aerodynamicist Frank Costins’ body shown to good effect in this shot of Stuart Lewis-Evans at Rouen 1957. Practice for the French GP , he retired with steering problems. Brooks and Moss absences gave him his chance in several events, he was quick and reliable, Vandervell signing him as the teams third driver (Unattributed)

1957 and 1958…

Vanwall cutaway drawing 1957

James Allington period cutaway drawing of the car as raced in 1957 and published in ‘Automobile Year 5’.

brooks

Tony Brooks, winner of the Belgian GP at Spa 1958. Pictured here at Eau Rouge. Chassis is VW 5 the most successful ever British front-engined GP car with 5 wins to its credit. Subsequently dismantled and rebuilt around a fresh frame. (Unattributed)

The ‘Chapman Struts’ were fitted and Fichtel & Sachs dampers, the engines were teased to develop 285BHP at 7300RPM and Moss signed to drive…with Tony Brooks as number 2. Moss tested BRM, Connaught and Vanwall cars at both Silverstone and Oulton Park, on the same days before making his decision about which car to drive in 1957..

The Vanwall finally broke through, winning the British GP at Aintree in the hands of Moss…and Brooks sharing cars. Lewis-Evans, the young British 500cc F3 star, joined the team in Monaco when Moss was ill, the team now had great depth, Moss won in Pescara and Monza, the Vanwalls qualifying 1,2, and 3! ahead of all the Red Cars.

Vanwall Streamliner Reims 1957

Vanwall tested this ‘Streamliner’, chassis VW6, at Reims in 1957 in practice. The changes were not successful the increase in weight and ‘sighting’ out of the car not greater than the increase in top speed. (Automobile Year)

Alcohol fuels were banned for 1958 causing especially big problems for Vanwall and BRM who both used ‘big banger’ four cylinder engines which needed the cooling effect of the alcohol. As a consequence the engines power dropped from 290BHP on alcohol to 278BHP on ‘pump fuel’ in 1958.

Changes to the engine involved investigation of cam profiles, three and four valve heads and water injection. Changes to port shapes, valve timing, and metering cams was finally involved. The Ferrari Dino was reckoned to have circa 286BHP but Italian dynos’ have always been a bit ‘eager’…

Weight saving was investigated but the cars were already light, cast alloy wheels were adopted but often Borrani wires were preferred especially at the front where they gave greater driver ‘feel’.

Drivers were the same as 1957, with Moss winning in Holland, Portugal and Morocco, and Brooks in Belgium, Germany and Italy. As stated earlier whilst Moss missed out on the drivers title to Hawthorn by one point, Vanwall won the inaugural Constructors Championship.

germany

Stirling Moss German GP 1958, Vanwall VW10, DNF magneto , teammate Tony Brooks took the win. Vanwall VW4  (Unattributed)

End of The Beginning of Dominance of The Green Cars…

moss and vandervell

Moss and Vandervell share the spoils of victory, Pescara GP, Italy 1958 (Unattributed)

For Vandervell it was ‘mission accomplished’ and whilst Vanwall raced on they did so without the full campaign of previous years. Vandervell took the death of Lewis-Evans very hard and his own health was failing. He announced the teams withdrawal from full-time competition, the team racing four times in the final three years, its swansong the rear engined Intercontinental Formula car competing in May 1961 at Silverstone.

vanwall french

Tony Brooks raced the Vanwall VW11 in the 1960 French GP at Reims on 3 July. He qualified the new low-line but now outdated front-engined car 13th, retiring on lap 7 with a vibration from the rear of the car. That year Brooks drove most of the season in British Racing Partnership year old Cooper T51 Climaxes and was prodigiously fast amongst newer Cooper T53/Lotus 18’s but was keen to give the Vanwall a try. VW11 not raced again. (unattributed)

vanwall vw11

Naked Vanwall VW11 in the Reims paddock 1960. Car a new chassis built from VW5 components in 1960. Car featured double wishbone rear suspension and Colotti 5 speed gearbox, the whole rear end designed by Colotti. Small, compact ‘box mounted behind the diff, drive running in at the bottom and exiting higher giving a low propshaft and seating position. Mid-ship location of fuel tanks made the car wider than the earlier cars. Wheels alloy and Cooper like. Engine reputedly developed around 280bhp. (unattributed)

vw14

Vanwall VW14 built for 1961 Intercontinental Formula. Fitted with 2.6 litre Vanwall engine. Auction photos. (Hall&Hall)

surtees

John Surtees in VW14 during the Silverstone Intercontinental May meeting. ’tis a pity there is not more of the car in this shot, period photos of it are so rare! Nice smile all the same (Getty)

Vanwall VW14

Vanwall VW14, the very last car. John Surtees at the Silverstone International Trophy in May 1961. He qualified the 2.6 litre engined ‘Intercontinental Formula’ car 6th, ran second, spun and finished 5th in Vanwalls’ last race as a factory team. (unattributed)

Etcetera Vanwall…

Click on this site for a chassis/year summary of cars built and raced;

http://8w.forix.com/vanwalls.html

Vanwall VW10 front

Vanwall VW10 ‘stripped’. Chapman spaceframe chassis, 4 cylinder DOHC engine, tail and cockpit fuel tanks, under-seat transaxle, this ’57 car has Chapman struts at the rear. (Doug Nye ‘History of The Grand Prix Car’

Vanwall VW10 rear

Vanwall VW10. Ferrari derived transaxle, cockpit layout, rear and twin side fuel tanks and radius rods to locate rear suspension fore/aft all visible. (Doug Nye “History of The Grand Prix Car’

vanwall shadow

 

vanwall types

Vanwall VW6 Reims

The Reims ‘Streamliner’ chassis VW6 tried in practice only, French GP 1957. (Automobile Year)

cockpit

Cockpit by the standards of the day confortable, swivelling face level vents to keep the driver alive in the carefully faired space…gearbox notoriously difficult to use. Car very fast but not as forgiving to Moss as a 250F. car needed the best to get the best from it. This is chassis VW9 (Unattributed)

manza 57

The Vanwall Team in the Monza paddock 1957. Moss won the Italian GP in ‘VW5/57’ (Unattributed)

col

fang

This shot shows the relaitve height of the Vanwall, which was very tall, the driver sitting atop the drive-shaft. Fangio is in his last grand prix in a Maser 250F ‘Piccolo’ and finished fourth. Moss in Vw 10 was second in the race won by Hawthorns’ Ferrari Dino 246. french GP Reims 1958 (The Cahier Archive)

tea

A spot of tea at what appears to be a Silverstone test session, circa 1957 . Moss up. (Unattributed)

Etcetera…Morocco

hawthorn morocco

Mike Hawthorn, Ferrari Dino 246 , Morocco 1958 (Unattributed)

hill g

Graham Hill finished sixteenth and last in the Lotus 16 Climax, teammate Cliff Allison tenth in the earlier Lotus 12 Climax. Lotus 16 also designed by Colin Chapman and was called the ‘Mini Vanwall’, the same concepts applied by Chapman..and Frank Costin who did the aerodynamics. Car much lower then Vanwall, the engine ‘canted’ in an offset way to allow driveshaft to be locted beside the driver rather than sit atop it. But the Coopers had arrived, the Lotus 16 an ‘also ran’ in 1959. Lotus 18, when Chapman applied himself to the mid-engined approach then vaulted forward… (Unattributed)

masten

Masten Gregory was a great sixth in the by then ageing Maserati 250F (Unattributed)

stu

Stuart Lewis-Evans Vanwall VW (57) Morocco 1958 (Unattributed)

poster

Photo and Reference Credits…

The Cahier Archive, Stirling Moss Archive, The GP Library, Walter Wright Illustrations, Louis Klemantaski, The Autocar, James Allington cutaway drawing, Jesse Alexander, Automobile Year 5, Stephen Dalton Collection, Vic Berris, Hall & Hall, Getty Images

‘The History of The Grand Prix Car’ Doug Nye

Finito…