primotipo…

Lex Davison’s ‘Little Alfa’ leads Lyndon Duckett’s Bugatti Type 35 Anzani, the brand new body of the Alfa gleaming in the winter sun, Balcombe Army Camp, Victoria, Australia 12 June 1950…

The ‘race meeting’ at Balcombe was a small but historically significant part of Australian Motor Racing history, this wonderful shot is from the Dacre Stubbs Collection.

It goes something like this, as reported in Barry Greens fine book ‘Glory Days’ which records the history of Albert Park in the 1950’s.

The army were keen to raise money for their canteen fund and asked the Light Car Club of Australia (LCCA) to run a race meeting using the grounds of their camp. The race meeting was a financial success, but key to the creation of a circuit was closure and use of a section of the Nepean Highway, the main road between Melbourne and the Mornington Peninsula- permission was not forthcoming from the relevant authority

So the Balcombe meeting occurred as more of a sprint event given track limitations with two cars on the track at a time, and a series of eliminations on the day to determine the winners of the various classes.

‘The Royal Australian Signals Corp Sprint’ for under 1500cc, ‘The Survey Corps Sports Sprint’ for over 1500cc and ‘Balcombe Apprentice School Trophy’ for outright cars were catchy names indeed!

Doug Whiteford won the outright final in his 1950 Australian Grand Prix Winning Ford V8 Spl, ‘Black Bess’, from Bill Patterson’s supercharged MG TC and Stan Jones HRG. All three were subsequently Australian champions and AGP winners.

 

The historically significant bit is that when Bill Leech, lifelong competitor, car collector and LCCA President at the time discussed the meeting and its shortcomings as a circuit sans Nepean Highway with the Commander of Army Southern Command, he was asked ‘what can we use as an alternative’? Whereupon Leech replied ‘what about here?’. Here being Albert Park where Southern Command were based, and the rest as they say is history and covered a while ago in another post.

1956 ‘Argus Trophy’ Albert Park: Reg Hunt and Lex Davison: Maserati 250F and A6GCM: Ferrari Tipo 500…

In an amusing end to the weekend the Hobart ‘Mercury’ reported that the Melbourne Traffic Police Chief described many motorists returning from Balcombe as ‘reckless road-hogs’- harsh language indeed.

‘Many of them drove like whirlwinds’ in attempts to emulate the skilled drivers with several booked for speeding at 75 miles an hour. The racers themselves were spared the blame- perhaps the ‘need for speed’ stretch was the straight road from Mornington along past Sunnyside to Mount Eliza? I guess Pt Nepean Road is what we now know as the Nepean Highway.

Balcombe will be well known to Melburnians of a certain age…

It was towards the top of the hill on the Nepean Highway as you leave Mornington and enter Mount Martha and these days is the site of a school, Balcombe Grammar and housing. The last army training units left the area in 1983.

For international readers Mount Martha, of which Balcombe is a part are on the shore of Port Phillip Bay, the vast expanse of water one can see in the distance on the AGP telecasts from Albert Park. The Mornington Peninsula, both it’s beaches and wineries are worthy additions to your tourist agenda when you visit!

The US Marines also played a part in construction of the circuit being credited with building both Uralla Road through the camp and Range Road locally to access a rifle range.

As World War 2 approached countries globally prepared for the inevitable, the 4th Division of the Australian Army were located at a camp in Balcombe on 209 acres of land compulsorily acquired from local landowners to defend Port Phillip and the Morninton Peninsula.

 

The army presence had a huge local impact, at the time their were 104 houses in Mt Martha- by mid 1940 over 3000 militia soldiers of the 4th division- trainees were located at four temporary campsites between the Nepean Highway and the coast just south of Bay Road.

Press reports at the time the camp was built said it was the most pleasant site for an army camp in the country, a point not lost on the ‘Army Brass’ one suspects, the Peninsula then as now is a popular summer playground.

The 1st US Marine Division, relieved from the strategically critical Coral Sea campaign at Guadalcanal, arrived in 1942 and used Balcombe Camp as a rehabilitation centre.

It became headquarters for the 1st Division of the USMC in 1942, the corp trained in the area including carrying out beach landing exercises using the ship ‘HMAS Manoora’.

Post war the Army Apprentices School was located there until 1983, and once, just once, it was used as a race track!

Davison ‘Little Alfa’…

Lex Davison was one of Australia’s greatest drivers, the winner of four Australian Grands’ Prix and father and grandfather of two generations of racing drivers- grandsons Will and Alex are V8 Supercar Drivers and James an Indycar racer competing currently in Australia and the US respectively.

In 1950 Lex was still four years away from his first AGP win, he competed in everything everywhere and had just acquired an Alfa P3 in a progression which would take him to be a consistent front runner in the decade to come.

‘Little Alfa’ started life as a Tipo 6C 1500 ‘Normale’- chassis #0111522 was imported by Lex’ father in 1928 in chassis form as a road car. The original fabric body by Martin and King was replaced with a steel body built by Terdichs’ in 1945, both Melbourne firms.

Lex took over the car after the death of his father, Barney Dentry, a top driver of the day himself, stripped it and Kellow Falkiner built a two-seater body.

 

 

John Blanden records that the car became well known over the following years and was set aside when Davison acquired a Mercedes SSK. Dentry again ministered to the car and before it was completed the P3 arrived from the UK…as a consequence the 6C1500  became henceforth the ‘Little Alfa’.

Dentry shortened the chassis, lightened the brakes, replaced the rear axle with one from a 1750 SS Alfa, fitted a Rootes cabin mounted blower and moved the engine back 6 inches.

The chassis was then taken to renowned race body-builder Bob Baker who constructed a derivative but distinctive aluminium single-seater body with a pointed tail.

The cars first outing was at Balcombe as recorded above, coming second in its semi-final. The Alfa didn’t race much, the P3 was the front line car until the AGP winning HWM Jag was acquired/built later.

The Little Alfa was retained by the Davison family and moved from property to property before finally being restored by Nick Langford’s restoration business in Castlemaine. It made its debut in December 1979.

‘Little Alfa’ was run in historic events by Diana Davison, Lex’ widow and quite a driver in her own right, son Chris and WW2 Spitfire Ace and post war racer Tony Gaze, who married Diana in 1977. Chris, a very quick Formula Ford racer in period and historic competitor now, recalls with great fondness the car…

‘It was a massive honour for me to drive ‘Little Alfa’. The car was purchased by my grandfather in 1928 and used as the family car until his death in 1942. It was only then that Lex got hold of it and started racing it. Of course this is the same car that Lex and Di drove to Bathurst for their honeymoon and also became one of his first racing cars. But he only did a handful of races in it. I am not sure that it was going to be competitive and he got the opportunity to purchase the P3, or ‘Big Alfa’ as it was known in our house. This is why the cars were known as the ‘Little Alfa’ and the ‘Big Alfa’.

‘In terms of actually driving it, i am taller and broader than average so it was a real squeeze to fit in. We took out the seat and I sat on the floor on an old sheep skin. The first thing you notice is that it has an accelerator pedal in between the brake and the clutch, and this does take some time to get used to. With no actual fuel pump, you must ‘pump up’ the air pressure in the fuel tank with a dash mounted pump and if you get busy around the circuit its easy to forget to do this and next thing the engine starts to die from lack of fuel. The alcohol fuel used to cause problems with the supercharger freezing up, so it was very important to get the fuel mixture right’.

‘Being a tight fit in the car, I used to feel the chassis rails flex whenever I went around a corner or hit a bump.With no seat belts or roll bar, driving the car flat out up the back straight at Sandown was one of the most dangerous things I have done in motorsport, especially as I was virtually held in the car by a low piece of bodywork and hanging onto the steering wheel for grim life’.

‘The term ‘brakes’ could be described as an overstatement, ‘restrainers’ more accurate. The car weighed 1500kgs and with a blown 1500cc engine on alcohol, you picked up quite a bit of pace down the long straights. I did give the fence a whack at Sandown once when I arrived at the end of the old pit straight and had ZERO brakes. The mechanic had forgotten to adjust the length of the brake cable and the shoes were barely even touching the brake drums’.

‘The best the car ever drove was at the 1986 Amaroo Historic Meeting, i could actually get some attitude and drift going. Frank Gardner spoke to me after one of the races, he had been standing right on the start of the pit apron, where you would aim the car at the turn in point for the corner onto the straight. He commented that seeing the car in a full drift coming straight toward where he was standing sure got his attention!’

‘The biggest problem I had at that meeting was once I really got the car going well, the speed up the straight and through the kink was such that both front wheels vibrated very badly, which was a real concern when you were so close to the old quarry wall. In the wet the car was a nightmare with levels of understeer that could only be described MASSIVE. With very old tyres and little adjustment on the car, I used to use the handbrake on turn in to try and get the rear end to generate some changes of direction. But I walked a fine line and really had to get the timing right, requiring a flick into the corner, quick pull on the handbrake to get the rear to slide and power on to keep up some attitude. If you got it slightly wrong it was back to uncontrollable understeer and all I could see from the cockpit was a VERY long red bonnet and two front tyres wasting their time with massive levels of lock’.

‘It was fabulous to see Mum and Tony on the circuit in the ‘Little Alfa’ but Mum did find it difficult to drive. So we ‘retired’ the car after the 1986 Amaroo meeting satisfied that we had actually seen the car fire a shot in anger’.

http://www.theweeklyreview.com.au/geelong/well-read/cover-story/7082-motorsport-bloodline/?nav=Y2F0X2lkLzIyNg==

‘Little Alfa’ remained in the Davison family until sold some years ago but thankfully remains in Australia in the hands of a caring Alfista, the car has an entirely Australian history since it’s departure from Italy in 1928.

Chris Davison…’I know that all of our family are delighted to see Trevor Montgomery now driving the car at most of the historic race meetings in the south. I feel that he understands and respects our family’s connection to this unique car and unique piece of Australian motorsport history’.

 

Etcetera- Balcombe…

Derek Jolly’s Austin 7 Spl, he later won the 1960 Australian Tourist Trophy- a decade hence aboard an ex-works Lotus 15 Climax. I wrote about he and his cars a while back.

 

 

Love these these two shots above of Lyndon Duckett and George McKaige preparing the Anzani Bugatti before the event on a frosty Melbourne day in ‘Duckett’s Lane’- Towers Lane behind Duckett’s Towers Road, Toorak home. Road car is a Rover P3.

 

MG K3 and Engine above- here unsupercharged.

 

Race Program courtesy of the Tony Johns Collection…

 

 

 

 

 

 

 

 

 

 

 

Credits…

Chris Davison, many thanks for the recollections of driving the car and photos from the family collection

John Blanden ‘Historic Racing Cars in Australia’, Barry Green ‘Glory Days’, ‘Cars and Drivers’ magazine, Dacre Stubbs Collection, Culture Victoria, George Thomas, Gordon Graham, Hobart Mercury 14 June 1950, George McKaige via his son Chester, Tony Johns Collection

Tailpiece: The New and the Old…

The Keith Martin (John Medley thinks) Cooper Mk IV JAP 1000- which must have looked ‘other worldly’ to the good citizens of the Peninsula in 1950.

The modern as tomorrow Cooper is nicely juxtaposed with Doug Whiteford’s self-built #4 pre-war ‘Black Bess’ Ford V8 Special which won that years AGP at Lobethal six months before- and on the day at Balcombe. There were no Coopers at Lobethal but two made the long trip to Narrogin, down south of Perth for the 1951 AGP, Martin’s car and a later MkV driven by John Crouch.

#1 is Tony Gaze’s Alta and to its right Maybach with the bonnet covered- there was plenty of life in the front-engined cars at that stage of course, but the mid-engined era was underway from that little factory in Surbiton.

Finito…