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Flockhart’s Flights…

Posted: May 31, 2018 in F1, Features
Tags: Australia-UK Air Speed Record, Cooper T51 Climax, Lotus 18 Climax, Mustang P51D Fighter, Mustang P51D G-ARKD, Mustang P51D G-ARUP, Ron Flockhart

Ron Flockhart and Mustang P51, Moorabbin Airport, Melbourne 1961…

I wrote an article three years ago about Ron Flockhart’s win together with Ivor Bueb aboard an Ecurie Ecosse Jag XKD at Le Mans in 1957 (he won in a D Type with Ninian Sanderson in ’56 too) and tangentially about his death in a Mustang P51 fighter in Melbourne’s Dandenong Ranges during preparations for his second attempt on the Australia-United Kingdon air record in April 1962. Click here to read it; https://primotipo.com/2015/01/17/le-mans-1957-d-type-jaguar-rout-ron-flockhart-racer-and-aviator/

Recently I came upon some photos of him in during the Summer of 1961 Australian internationals. This led to another Flockhart-Google-cruise and discovery of the substance of this piece, an article first published in Pilot magazine written by Neil Follett and Nick Stroud. That article is written from an aviation rather than a motor racing perspective. I found it fascinating, I know many of you crossover into ‘planes as well as cars so here ‘tis, the racing bits which are mine, will be clear I think.

Ron Flockhart in red and Ivor Bueb with Jag XKD606 after the 1957 Ecurie Ecosse Le Mans win (unattributed)

‘One of the first racing drivers to fly himself to meetings in his own aircraft, Ron Flockhart raced at the top level in sports cars and Formula One before a growing interest in long distance record flights led to high adventure and stark tragedy.

William Ronald Flockhart was born in Edinburgh on 16 June 1923. He began his motor racing career in 1951, going on to win the 24 Heures du Mans race in 1956 and 1957 while driving a D-Type Jaguar with the Scottish Ecurie Ecosse team. Flockhart also participated in Formula One races, entering his first−the British Grand Prix−in 1954 and continuing throughout 1956–60. The Scotsman competed in fourteen F1 races with five different teams, his best result being a third in the 1956 Italian Grand Prix at Monza.

Flockhart also displayed an early interest in flying, owning Auster 5 G-ANHO during 1954–57, and becoming one of the first Formula One drivers to fly their own aircraft to race meetings. In the early 1960s he became interested in record flights between England and Australia, noting that the record was held by Arthur Clouston and Victor Ricketts in the DH88 Comet G-ACSS Grosvenor House.

The Comet won the 1934 MacRobertson Air Race and was the aircraft in which Ricketts and Clouston flew from London to Sydney (and then on to New Zealand) in 80hr 56min in March 1938. Flockhart considered that this record could be bettered. He was also interested in bettering the standing solo Australia−UK record, held by H F ‘Jim’ Broadbent, who had left Darwin in Percival Vega Gull G-AFEH on 18 April 1938, and landed in England on the 22nd having covered 9,612 miles in five days 4hr 21min, the last pre-war record flight between the two countries.

In October 1960, British holding company United Dominions Trust (UDT), through its subsidiary Laystall Engineering, formed an agreement with the British Racing Partnership to form a motor-racing organisation known as UDT Laystall Racing. As an extension of its racing activities, UDT became involved in the purchase of (Commonwealth Aircraft Corporation, Fishermens Bend, Melbourne built) Commonwealth CA-17 Mustang Mk 20 VH-BVM for Flockhart’s record attempt.

This aircraft had originally been purchased from the RAAF by former RAF and RAAF pilot James L ‘Wac’ Whiteman, who intended to enter the aircraft in the 1953 London to Christchurch (New Zealand) Air Race. Wac withdrew from the race when he realised it would not be competitive with the jets entered and in 1954 its ownership passed to Arnold J Glass, a fellow racing driver against whom Flockhart would compete in the 1961 and 1962 New Zealand Grand Prix races. Used latterly for target-towing experiments, it was sold to UDT for around £2,000 with around 100 flying hours on the clock. Flockhart was also able to obtain 63 gallon combat droptanks for about £7 each’.

Flockhart with the unloaded left front of his Cooper T51 Climax just kissing the Warwick Farm Causeway tarmac in 1961 (J Arkwright)

Racing in New Zealand/Australia, Summer 1961…

Ron organised an ex-works Cooper for his limited campaign of races in the Antipodes in the hot summer of 1961. T51 Climax F2-7-59 was ‘ex-Works Car No 3 according to the Cooper Register…believed to be Masten Gregory’s regular car during 1959…Bruce McLaren’s race-winning car at both Sebring December 1959 and at Buenos Aires in February 1960…and may be either the works teams spare car during 1960…or the car sold to Fred Tuck for 1960’ according to oldracingcars.com. Whatever the case, while the T51 was a good jigger, it was no longer in the full flush of youth with the quicker cars that season the T53 ‘Lowline’ Coopers of Brabham and McLaren, the works P48 BRM’s of Graham Hill and Dan Gurney and Rob Walker’s Lotus 18 Climax driven by Stirling Moss.

Flockhart and Denny Hulme fighting for fourth place during the 1961 NZ GP at Ardmore both in Cooper T51 Climax 2.5 FPF, Ron fourth, Denny fifth (sergent.com)

Moss disappeared into the distance in the 7 January NZ GP at Ardmore but was outed with a badly slipping clutch mid-race giving the win to Brabham from McLaren, Hill and Flockhart in a plucky fourth.

With much preparation to do in Australia for his pending flight, he missed the balance of the NZ events and re-acquainted himself with the Cooper T51 at the first international meeting held at the new, technically challenging Warwick Farm circuit laid out amidst a horse-racing facility on the western suburban outskirts of Sydney on 29 January.

Getty Images caption dated 2 February 1961 notes ‘The Flying Scotsman’ is travelling from Australia to England on a dual mission – first to marry BOAC hostess Gillian Tatlow and second to attempt to break the Australia-Britain record for single-engine planes’ (Getty)

He was fifth in the Warwick Farm 100 held in scorching hot weather and won by the Moss Lotus 18 with its side-panels removed to help cope with the extreme conditions. A fortnight later he contested the last race of his ’61 tour, the Victoria Trophy that year held on a circuit laid out on Ballarat Airfield, Ballarat is in Victoria’s Goldfields region 120km from Melbourne.

Flockhart at Ballarat Aerodrome, 1961. This Cooper T53 Climax (autopics.coma.u)

Ron raced a Border Reivers Cooper T53 Climax to third to the works BRM P48s of Gurney and Hill with Dan scoring the only international win for that chassis that weekend. With that, and a fortnight until his scheduled Mustang departure for the UK he re-focused on a high-performance machine of an altogether different type.

Flockhart with G-ARKD, place? (Pilot)

Preparations begin…

‘With the end of the Antipodean motor racing season in early 1961, preparations began for the flight to the UK. Rolls-Royce ran checks on the Packard Merlin 38 engine, which had only run 110 hours since new, and which had never been ‘through the gate’. The magnetos were overhauled in Scotland and Smiths Australia set to work on overhauling the cockpit instruments.

Preparatory work on the airframe was undertaken at the Illawarra Flying School, which modified the fuel system by introducing a manual device by which the system could be de-pressurised. Two static vents were incorporated into the airframe under the cockpit sill, each containing a valve. This would enable Flockhart to run the drop-tanks dry without the risk of sucking air into the system. The system would then be re-pressurised from the exhaust side of the vacuum pump to assist initial transfer. This worked well, although a stiff bootful of rudder was required to counter the rolling moment caused by the change in lateral balance as a tank emptied.

In the limited space available in the Mustang’s cockpit two German Becker VHF radio sets were installed, which provided 36 communication channels, and Lear T12 automatic direction finding (ADF) equipment was fitted in the position usually occupied by the gunsight. No VOR, ILS, HF radio or marker-beacon receiver equipment was fitted−Flockhart held no instrument rating. Normalair supplied the oxygen equipment, Dunlop provided new tyres, and Lodge delivered new plugs. Rolls-Royce suggested that the Merlin be opened up to maximum continuous power every half-hour during the flight and again briefly during descent and approach.’

Bankstown Airport Sydney 1961 (G Goodall)

G-ARKD lookin’ a million bucks outside Fawcett’s hangar at Bankstown after final prep for the 1961 flight (G Goodall)

‘Final preparations and modifications were undertaken by Fawcett Aviation at Bankstown Aerodrome in Sydney, and the Mustang was officially added to the British register on 24 February 1961 as G-ARKD, in the name of Ronald Flockhart. In the days leading up to his departure for the UK Flockhart had logged a mere twelve flying hours in the Mustang.

In March 1961, Flockhart told British magazine Flight that piloting a Mustang for the first time was like ‘driving an ERA after a sports car; things happen very quickly’. He also admitted that it had taken some time to get used to the Mustang’s long nose and the technique of a curving approach, and had accordingly suffered ‘one or two bumpy landings’, but had quickly come to like the aeroplane very much. Flockhart noted that although the Mustang was big and powerful, ‘it was amply stable for the long hours of steady, level cruise’.

The planned route for the flight was Sydney—Alice Springs—Darwin—Sourabaya—Singapore —Rangoon—Calcutta—Karachi—Bahrain—Beirut—Brindisi—Nice and on to London, with overnight stops at Singapore, Karachi and Brindisi. Flockhart’s plan was to fly only during daylight hours and in segments of a maximum of five hours. All fuelling arrangments along the route were to be made by Esso, which Flockhart found to be ‘unfailingly helpful and efficient’

(Pilot)

Setting off…

‘On Tuesday, February 28, 1961, Flockhart and G-ARKD, painted in an overall bright red colour scheme with white detailing, departed Sydney for the first stop at Alice Springs. Enroute from the latter to Darwin, Flockhart experienced a magnetically charged dust storm, which affected his ADF equipment. He settled in at 12,000ft and followed the faint line of a solitary railway across the endless red terrain to Darwin.

The next day Flockhart departed Darwin for Surabaya on Java. Well out over the Timor Sea he saw an ominous line in the distance, marking an inter-tropical front piling clouds up to 50,000ft and higher. From 12,000ft he dived to low altitude to find a hole in the milky mist. After ten minutes the Mustang popped through the other side of the front with most of the paint on its leading edges stripped off. The diversion had cost a substantial amount of fuel and Flockhart elected to divert to Baucau on East Timor for replenishment.’

G-ARKD, Darwin 1961 (L Brighton)

‘After a quick refill from fuel kept in 45 gallon churns in a thatched hut, Flockhart took off for what he later recalled as ‘the loveliest part of the trip’ east-north-east over the Balinese islands and coral atolls to Singapore. The maximum endurance of the Mustang was seven hours, for six of which Flockhart could be on oxygen. Typical cruising speed was 225 knots at 12,000ft, although the speed would increase to 280 with the periodic opening of the throttle, as per Rolls-Royce’s suggestion.

The diversion to Baucau meant a late arrival at Singapore, where Flockhart was further delayed by an accident which had closed the runway at his next stop, Rangoon. Having received the all-clear to depart, Flockhart headed into the darkness, his first experience of flying the Mustang at night. Finding that the ADF equipment functioned better at night, he followed airways all the way to Rangoon, where the scarlet Mustang received a great deal of attention, not least from the Czechoslovakian crew of a SA Tupolev Tu-104.’

G-ARKD- 63 gallon drop tanks being filled, place unknown but looks like Australia (I Leslie)

Across India…

‘The following morning there was still plenty of interest in the aircraft, and on departure for Calcutta Flockhart held the Mustang down on takeoff until he could pull up 4,000ft almost vertically into cloud.

Navigating largely by means of contact flying−using established landmarks−Flockhart experienced difficulties on the leg to Calcutta, becoming embroiled in a cloud layer at 2,000ft which caused him to miss the let-down beacon into Calcutta and overshoot, forcing him to put down at Barrackpore, some fifteen miles north of Calcutta.

After a swift refuelling, Flockhart was off again for the longest leg of the journey, across India and Pakistan to Karachi, which he completed in 5hr 50min using 43gal/hr of fuel. Flockhart later related that he ate only a few Horlicks tablets on this leg, and refreshed himself on landing at Karachi with ginger beer kept cold in the ammunition bays.

At Karachi the Mustang was turned around in less than an hour, Flockhart taking off in the moonlight to follow the Iranian coast to Bahrain. As he later told Flight: ‘Navigation at night was wonderful. There is a great tranquility about it. The isolation and the beauty contrasts sharply with the actions of those on the ground, who try to tie you down with streamers of paper. Flying at night in the moonlight, the only shadows are on the surface’.

It was still night when Flockhart landed at Bahrain, where he discovered that air had been leaking from the port main wheel oleo. This caused little concern however, and after a safe landing the undercarriage was quickly repaired by the RAF. Flockhart was soon off again, to follow an oil pipeline to the mountains of Lebanon and Beirut. He was cleared−and then recalled−by Damascus air traffic control shortly after passing over the city, but, short of fuel, he elected to continue to Beirut and face the consequences there.

It was indeed at Beirut where the trouble started.

Despite the diversions and delays owing to minor repairs, Flockhart was still well ahead of his own schedule when he taxied out at Beirut for the next leg to Brindisi on 3 March.

Confusion on the ground, however, led to the Mustang’s coolant boiling while Flockhart was held while other aircraft landed. The Mustang finally departed for Brindisi but poor weather forced Flockhart to divert to his nominated alternate, Athens.’

G-AKRD on the deck at Athens Airport. Aircraft later damaged by a cockpit fire, left exposed for years in Athens and eventually scrapped, now seemingly resurrected from the dead (I Leslie)

‘Anxious not to lose any more time, Flockhart refuelled quickly and requested clearance from the Tower, which was refused as no flight plan had been filed. Requesting to file an airborne flight plan, Flockhart was refused again, the Tower demanding that he pay landing fees, despite the fact that these had already been seen to by Esso. As Flight elegantly put it: ‘temperatures rose−in the Tower, in the cockpit and in the cylinder heads’.

Realising that resistance was futile, Flockhart retired for a rest, before trying again in a few hours. With the paperwork sorted, he returned to the Mustang in the early morning, but found on starting that steam was issuing from the cowling. Refilling the coolant system, he found that the coolant was running out between Nos 3 and 4 cylinders on the starboard bank. By this time he was twelve hours behind his schedule, but two days ahead of the solo record.

Exhausted and frustrated, Flockhart left G-ARKD at Athens and continued to London by commercial airliner to be married as planned a few days later on 11 March 1961. The Scotsman subsequently told Flight that it was ‘not the flying, nor navigation, nor preparation which was responsible for the failure. It was an air traffic system out of touch with the individual needs of a type of flying that has not yet, by any means, disappeared from the global scene’.

In September 1961 the Mustang was severely damaged by a cockpit fire while being taxied at Athens airport, putting paid to its use in any further record attempt.’

Arnold Glass’ BRM P48 inside Ron Flockhart’s Lotus 18 Climax, DNF for both – Lycoming Special of Forrest Cardon to the right 16th- Maser 250F to the left of Cardon is Chris Amon in 11th to the Lycoming’s left, Ardmore 1962 (sergent.com)

Racing in Australasia 1962…

There was plenty of the depth in the international fields local drivers confronted in 1962. Vsitors included Moss back with a choice of Rob Walker cars – Lotus 21 and Cooper T53, McLaren and John Surtees also ran T53s with Jack in a T55. We had our first look at Jim Clark aboard a Team Lotus Lotus 21 Climax but like Flockhart, Clark was hamstrung a bit by having only a 2.5 FPF, in the hands of the top-liners de-rigeur in ’62 was a 2.7 FPF Indy engine. Ron raced a Border Reivers Lotus 18.

In a bit of Mini Cooper racing trivia, the first such cars were taken to New Zealand and on to Australia by Bruce McLaren and Ron, a third car intended for Roy Salvadori missed the trip. They raced the ‘bricks’ at several of the meetings in which they contested the feature races with their GP cars. The potential of the machines, despite their size, wasn’t lost of any of the racers or spectators who watched cars which of course became icons which define an age.

Dennis Marwood’s Humber leads Jim Steans Mini and the Coopers of McLaren and Flockhart at Wigram in 1962 (J Steans)

It was a mediocre tour really, Ron’s two NZ races were the NZ GP at Ardmore and Lady Wigram Trophy with DNF’s due to engine problems and a failed universal joint respectively. Moss won both races, the NZ GP was famously a very soggy one, in the Lotus 18 2.5 FPF.

Fifth at Warwick Farm was much better for Ron and a high point, Moss took that win too, this time aboard the T53 2.7 having tried both cars in practice. Moss preferred the more-chuckable Cooper to the Lotus around the ‘Farm. Flockhart had an early day in the Lakeside International after a collision on lap 20, the race was won by Brabham’s T55.

Flockhart in the Border Reivers Lotus 18 Climax in the Sandown paddock 1962 (autopics.com.au)

Flockhart missed the Longford round won by Surtees and rejoined for the first Sandown International, like Warwick Farm it was laid out within a horse-racing facility and on Melbourne’s then south-eastern outskirts 40km from the city. Brabham won again with Flockhart suffering bearing failure in what turned out to be his very last motor-race.

Sandown Park is only 10km from Moorabbin Airport and 30km from Kallista in the Dandenongs, both sadly to loom large for all the wrong reasons shortly thereafter.

Flockhart and mount, outside the Brookes Aviation hangar, Moorabbin Airport, fateful morning of 12 April 1962 (G Goodall)

Take two…

Not to be deterred, within months of the 1961 Athens airport fire Flockhart began looking for another Australian Mustang for a second attempt on the record that had eluded him. The aircraft chosen was former RAAF Mustang VH-UWB, acquired on Ron’s behalf by AREF Ltd of Ascot, Berkshire and registered G-ARUK. Flockhart had announced his intention to try and beat the record again, with plans to follow the route Melbourne—Sydney—Darwin—Singapore—Madras—Bahrain—Brindisi—London, starting on 16 April 1962.

‘Jock Garden, chief flying instructor and manager of the Civil Flying School, the flying training arm of the Mustang’s operator in Australia, Brookes Aviation, recalled in his memoirs: ‘Ron arranged to buy VH-UWB from John Brookes, and Brookes Aviation undertook a complete overhaul on the aircraft. Rolls-Royce, as a co-sponsor [of his next record attempt], sent out two engineers from England to service the engine; the aircraft was repainted in red and re-registered in the UK as G-ARUK.

I flew Ron over to Essendon Airport in the [Beech] Debonair early in 1962 and during the flight I asked if he had any recent instrument flying experience. When he told me he had none in the last eighteen months, I suggested it would be wise for him to gain recent instrument flying practice in view of the intended long flight, but he did not follow up on that advice.

‘I had the pleasure of doing the flight-testing of the Mustang on 19 March 1962, after its extensive servicing and it was in perfect condition with the Merlin the smoothest running engine I had ever encountered.’

‘A couple of days before he intended setting out on his record attempt Ron was to fly to Sydney to have maintenance done on his ADF unit. The weather conditions on 12 April were bad, with low cloud and rain, but Ron was determined to go. This proved to be a fatal decision as, within only a few minutes after departure, he lost control in cloud over the Dandenong Range and entered a spiral dive from which he could not possibly recover. He was killed instantly.’

The official report of the accident by the Australian Department of Civil Aviation gives the following conclusion: ‘While there is insufficient evidence to establish conclusively the cause of the accident, the possibility that the pilot temporarily lost control of the aircraft while circling in cloud, and that it subsequently stalled during the recovery and turn to avoid high terrain, cannot be excluded’.

Flockhart was flying the Mustang from Moorabbin to Bankstown to conduct fuel consumption tests and have the ADF equipment serviced. After encountering low cloud, he reported that he was returning to Moorabbin. The Mustang then changed course some 140° before entering a narrow gap between cloud-obscured hilltops in the Dandenongs.

The report stated that ‘the pilot circled in the vicinity of Kallista several times at low altitude and for the most part in cloud. The aircraft then emerged below cloud at a height of approximately 1,300ft, carried out a left turn probably to avoid higher terrain and, in the course of this turn, the nose dropped sharply and the aircraft struck trees and the ground at a steep angle, while rolling and turning to the right’.

At the time of the accident Flockhart held a British PPL endorsed for single-engined landplanes under 12,500lb (5,670kg) maximum permissible all-up weight. His total flying time was 961hr of which 69 were on Mustangs. During the six months immediately before the accident he had flown only five hours. He was not rated for instrument or night flying. In late 1960 he had undergone about 21 hours of ground-based Link trainer instruction on ADF, ILS and VDF procedures, but his logbook showed no record of any instrument flying or Link trainer instruction since that time.

Flockhart’s flying achievements were substantial and deserve a great deal of credit; his Mustang flight from Australia to Athens had been made with limited professional backing by a club-trained private pilot. Sadly, he never got the chance to finish the job — with his death on 12 April 1962, his final race had been run.’

Etcetera…

Flockhart hooting across the braking area for Warwick Farm’s Causeway during the WF 100 in 1961, Cooper T51 Climax ( J Arkwright)

Flockhart’s Cooper T51 Climax in the Warwick Farm paddock in 1961. Car raced to a Longford win by Roy Salvadori the week later and then sale to David McKay at the end of the summer post the Hume Weir meeting also contested by Roy (J Arkwright)

‘Historic Dandenongs’ tribute to Ron Flockhart

Mustang A68-152, 135 and 175. All aircraft issued to 23 Squadron Brisbane so guessing RAAF Amberley circa late 1952/3. CAC Wirraway’s alongside (L Potts)

Etcetera: The Commonwealth Aircraft Corporation Mustang P51’s…

Source: airforce.gov.au- Point Cook Museum, Victoria

‘One of the finest American fighter aircraft of World War II, the North American Mustang owed its origin to a Royal Air Force (RAF) specification for a single-seat fighter to replace the Curtiss P-40. The first flight of the prototype NA-73 occurred in October 1940. Production models reached the RAF in November 1941 and these aircraft became known as Mustang Mk I (P-51) and Mk II (P-51A). The original 1,150hp Allison engine lacked performance at high altitude, and the RAF employed the early Mustangs on low-level armed tactical reconnaissance sorties. Meantime, the US Army Air Force (USAAF) ordered a limited number of P-51s and P-51As as the Apache, to operate in the dive-bomber role.

However, once the basic P-51 design was mated with the proven Rolls-Royce Merlin engine, the aircraft became an enormous success. Through P-51B, C and D models, the Mustang became one of the finest Allied fighters of World War II, and was just as capable at long-range escort as short ground-attack sorties. Fitted with a bubble canopy in place of the earlier ‘Razorback’ fuselage, the P-51D was the most widely produced version of the Mustang, with 8,956 built.

Interesting developments of the Mustang included the XP-51F and XP-51G lightweight versions and, the fastest Mustang of all, the P-51H, with a top speed of 487 mph at 25,000 ft. The ultimate development of the aircraft occurred post-war, when two Mustang fuselages were joined, resulting in the USAAF’s F-82 Twin Mustang.

In November 1944, RAF Mustangs were first flown by the RAAF’s No 3 Sqn in Italy.

Mustang P51D cutaway drawing (Haynes)

In 1943, the Australian government arranged for the Commonwealth Aircraft Corporation (CAC) to manufacture the Mustang Mk IV (P-51D) under licence from North American Aviation. The RAAF urgently needed a new fighter, and so the first CAC Mustangs were built mainly from imported semi-finished parts. A prototype Mustang, A68-1001, was used for development trials and the first Australian production Mustang, A68-1, flew on 29 April 1945. This aircraft was handed over to the RAAF on 4 June 1945 and was used for trials by No 1 Aircraft Performance Unit until October 1946. It was placed in storage until 1953 when it was delivered to the Department of Supply at Woomera.

The first 80 Mustang 20s (A68-1/80) were delivered with Packard Merlin V-1650-3 engines, under the CA-17 designation. A second contract called for 170 improved Mustangs, but only 120 were completed. Known as CA-18, the first 40 were built as Mustang 21s (A68-81/120) with Packard Merlin V-1650-7 engines. The remaining CA-18s comprised 14 Mustang 22s (A68-187/200) with Packard Merlin V-1650-7 engines. A CA-21 contract for a further 250 Mustangs was cancelled and, in lieu of the remaining CA-18s and CA-21s, 298 lend-lease P-51Ds and Ks were taken on strength (A68-500/583 and A68-600/813). In addition, the RAAF also accepted Mustangs for the Netherlands East Indies Air Force (N3-600/640).

Produced too late for World War II, RAAF Mustangs were assigned to Japan for occupation duties and, early in 1946, Nos 76, 77 and 82 Squadrons flew into Iwakuni. In 1949 Nos 76 and 82 Squadrons withdrew to Australian and the Mustangs of No 77 Squadron remained to take part in the Korean War from June 1950 until April 1951, when they were replaced by Gloster Meteors.

In Australia, Mustangs remained in service with Citizen’s Air Force Squadrons until they were withdrawn from service in 1959.’

(MOV)

Technical Specifications CAC CA-18 Mustang Mk21…

Type/Airframe- Single seat long range fighter. All metal stressed skin construction

Engine- Single Packard Merlin V1650-7. SOHC, 2 valve, carburettor fed, two-stage supercharged V12. Bore/stroke 5.4×6 inches, 1650 cid, circa 1490 bhp @ 3000 rpm. Weight 1640 pounds

Dimensions- Span 11.28 m (37 ft): length 9,83 m (32 ft 3 in); height 3.71 m (12 ft 2 in).

Weight- Empty 3567 kg (7863 lb); loaded 4763 kg (10 500 lb).

Performance- Max speed 636 km/h (380 kt); Climb, 13 mins to 30,000 ft (9144 m); Maximum rate of climb 1059 m (3475 ft)/min; Service ceiling 41,900 ft (12 771 m); Range 1529 km (825 nm) on internal fuel tanks.

Armaments- Six 0.50 in calibre machine guns; two 454 kg (1000 lb) bombs or up to 10 rockets

Rolls Royce Merlin cutaway drawing (Aeroplane)

CA-17 A68-34 a pretty picture. Issued to 25 Squadron in 1951/2 so probably in the air over RAAF Pearce, Perth (SLSA)

Plane dudes have as much interest in chassis numbers et al as us car chaps of course, here they are..

A68-5 RAAF Serial no / Type CA-17 Mk20 Mustang / Construction no 1330 NA110-34370 (Flockhart’s 1961 plane)

Early build- 5^th of a batch of 80 shipped to Oz as kits of parts, delivered to 1 Aircraft Depot ex-CAC 6 July 1945. To 78 Sqdn, then stored 14/11/45 till sold 30/1/53 to ex-Flt Lt JL Whiteman with only 35 hours up, Sydney- reg VH-BVM. To Arnold Glass, purportedly acquired with winnings from a racehorse ‘Johnny Zero’ which the aircraft was then called, Sydney May 1954. Target towing experiments with Fawcett Aviation in 1959, also flown by A Oates. To Ron Flockhart August 1960 with around 100 hours on the clock- reg UK G-ARKD Feb 1961. ‘Abandoned’ in Greece 4/3/61, cockpit fire whilst being taxied in Athens 7/9/61. Rego cancelled by UK CAA as ‘aircraft destroyed’ 26/11/61. Abandoned and left in the open in Athens 1961-1970. Reportedly broken up for scrap in Athens circa 1970.

6 June 2012 re-registered as G-ARKD to ‘Classic Flying Machine Collection Ltd’, Foulsham, Dereham, Norfolk, UK-‘remains/parts storage for restoration’

A68-113 RAAF Serial no / Type CA-18 Mk21 Mustang / Construction no 1438 (Flockhart’s 1962 plane)

Delivered to 1 Aircraft Depot ex-CAC on 1 April 1948. Issued to 78 Wing November 1949, to 1 AD July 1950, 10 Sqdn Townsville May 1953 for target towing duties. Sold August 1957, then again February 1958- Reg VH-UWB. Sold to Flockhart April 1962- reg UK G-ARUK. Flockhart’s fatal crash at Kallista 12 April 1962. Rego cancelled by UK CAA as ‘aircraft destroyed’ on 23/5/62.

CAC production line, Fishermens Bend circa 1945 (T Lyons)

Photo Credits…

Pilot magazine, Geoff Goodall Collection, W Cdr L Brighton, Ian Leslie, Jim Steans Collection, John Arkwright, autopics.com.au, Lionel Potts, Museum of Victoria, State Library of South Australia, Tony Lyons, Haynes, Aeroplane magazine

Bibliography…

Pilot magazine article by Neil Follett and Nick Stroud via aeroexpo.co.uk, sergent.com, oldracingcars.com, adf-serials.com.au, airforce.gov.au

Tailpiece: Cool dude- Flockhart, Warwick Farm 1961…

(J Arkwright)

Finito…

Singapore Sling…

Posted: May 29, 2018 in Who,What,Where & When...?
Tags: 1971 Singapore Grand Prix, 1972 Singapore Grand Prix, Brabham BT30 Ford, Leo Geoghegan, Max Stewart, Mildren Alfa, Mildren Waggott

(Glenn Murphy)

Max Stewart enjoying the trip back to the hotel aboard his evergreen, fast Mildren from Singapore’s Thomson Road Circuit 8-11 April 1971. Note the tow-rope!…

Max failed to finish in his Mildren Alfa that year, a successful one in which he won the Australian Gold Star Championship, albeit the car was Waggott 2 litre rather than 2 litre Alfa GTAm powered as it is here.

The Singapore race was won by Kiwi, Graeme Lawrence in a Brabham BT29 Ford FVC from the Australian duo- John Walker’s Elfin 600 Ford twin-cam and Bob Muir’s Mildren ‘Yellow Submarine’ Waggott third. It was Rennmax’ galore in this race with Ken Goodwin 6th in his BN3 Ford with Stewart a DNF, his Mildren chassis also built by Bob Britton’s Rennmax concern.

Stewart on the way to his 1972 Singapore GP win, Mildren Ford, behind is Leo Geoghegan in Graeme Lawrence’s Brabham BT30 Ford (SMI)

In 1972 Max brought this car in which he had so much success over so many years back to Singpore and won the race held on 2 April…

The race had depth- Vern Schuppan ran a March 722, Garrie Cooper, the Elfin boss converted his Elfin 600D from Repco V8 to Lotus/Ford twin-cam spec, Leo Geoghegan raced Graeme Lawrence’s Brabham BT30, Bob Muir a Rennmax BN3 and Sonny Rajah his ex-Ronnie Peterson March 712M.

In fact that was the big change to the meeting- the organisers effectively adopted Australian National F2 engine regs which in a practical race winning sense mandated the use of the Lotus/Ford 2 valve, twin cam engine. Max’s car was fitted with a Paul England built mill in place of the Waggott 2 litre 4-valver with which the car won so many events.

Click here for my article on the 1972 Singapore race; https://primotipo.com/2016/11/24/singapore-sling-with-an-elfin-twist/

Max receives the booty and tells all after his ’72 Singapore GP win (SMI)

Their is a story to tell about fitment of the Alfa GTAm engine to the Mildren for its Asian Tour in 1971 though, and i would love to hear it!

The Singapore GP race in mid-April was well before the start of the Australian Gold Star Series at Lakeside on 6 June. So why was the Alfa engine, no doubt provided by Brian Foley, the only chap in Oz with a GTAm, fitted instead of the usual Waggott 2 litre with which it raced right through the 1971 season by Max and then the 1972 Australian Tasman rounds in Tony Stewart’s hands?…

(NAS)

Etcetera: Stewart, Mildren Waggott, Singapore Grand Prix 1970…

Max during the 1970 GP when the little Mildren was powered by Merv Waggott’s TC-4V 2 litre engine. The race that year was dominated by Stewart’s teammate in the Mildren Alfa 2.5 V8 ‘Yellow Submarine’- Kevin Bartlett won the 20 lap preliminary and led the GP until a valve spring let go, Graeme Lawrence’s ex-Amon Ferrari 246T with whom KB had been dicing throughout, took a popular win. GL won many races in South East Asia for the best part of a decade from the mid-sixties to the seventies. Not sure where Max placed.

Tailpiece…

(K Wyndham)

One article, one car, three pictures- three different engines.

Here is Max’s Alec Mildren owned machine- that’s Mildren talking to Glenn Abbey, his longtime friend and Chief Mechanic behind the truck in the Oran Park paddock in June 1970.

A successful weekend for the team as Max won the Gold Star round powered by a 2 litre Waggott engine from Leo Geoghegan, Lotus 59 Waggott and Garrie Cooper, Elfin 600D Repco 2.5 V8. The dude tending to the front Goodyear is Derek Kneller (his book is on the way and will be a beauty) with Stu Randall at the rear. I wonder who the pretty Missy is with an interest in all things mechanical?

The engine count for this chassis (in fact one car- two chassis frames) is something like- Alfa Romeo 1.6 twin-plug 2 valve DOHC F2, Waggott 4 valve DOHC- 1600/1860/2000cc, Lotus Ford 1.6 litre 2 valve DOHC and Alfa Romeo 2 litre 2 valve twin plug DOHC.

Credits…

Glenn Murphy, Singapore Ministry of Information/Arts, Ken Wyndham, oldracingcars.com, National Archives of Singapore

Finito…

Coventry Climax ET199…

Posted: May 27, 2018 in F1, Obscurities, Who,What,Where & When...?
Tags: Coventry Cliimax ET199 Forklift, Coventry Climax, Jim Clark, Lotus 33 Climax, Prince Phillip

(Mirrorpix)

The Coventry Climax ET199 was said to be the first British produced forklift truck, 8 October 1946…

‘Seen here being demonstrated by a girl worker at the Coventry factory that produces the truck. The demonstration included lifting a racing car weighing nearly one and a half tons’ the Getty Images caption advises. I wonder what the ‘racing car’ is?

So, there you go, a Coventry Climax trivia question the answer to which you have always been waiting for!

Post war ‘Climax changed its focus away from car engines into other markets including marine diesels, fire pumps and forklift trucks. The ET199 was designed to carry a 4,000 lb (1,800 kg) load with a 24-inch (610 mm) load centre and a 9 ft (2.7 m) lift height for those with a particular interest in these devices.

The fire pump market and race adaptations of that engine proved rather successful for the company!

(Mirrorpix)

In another bit of trivia Prince Phillip paid the lads in Coventry a visit on 21 June 1966 and is doing his best to show some interest in a 2 valve Climax FWMV V8. Those with a keen knowledge of the company’s history will recall the only works Climax engines deployed in F1 that year was the special 2 litre, 4 valve FWMV Leonard Lee built for Colin Chapman to tide Jim Clark over until the BRM H16 engine was ready to pop into Col’s Lotus 43 chassis. Click here for a short article on the Lotus 33 which used this engine.

https://primotipo.com/2014/09/28/jim-clark-lotus-33-climax-monaco-gp-1967-out-with-the-old/

Credits…

Getty Images, Digby Paape

Tailpiece: Clark in the 2 litre Lotus 33 Climax FWMV V8 at Levin, New Zealand in 1967, he won the race and the series in ‘R14’…

(Digby Paape)

Clarks Lotus 33 ‘R14’ was a chassis which had been kind to him. He first raced it at Brands Hatch in July 1966, and, fitted with the super, trick, only 2 litre version of the Coventry Climax FWMV V8 it had served him well, he drove the car when the heavy ‘H16’ engined Lotus 43 was unsuited to the circuit or circumstances. His best result against the new 3 Litre F1’s was a strong third in Holland.

He won the Tasman series in ‘R14’, assisted greatly by the unreliability of the Brabhams and the BRM P261’s which had been so dominant the year before. He raced a Lotus 43 in South Africa, the first GP of 1967, then ‘R14’ for the last time at Monaco, finally getting his hands on the Lotus 49 at Zandvoort. By that time he was a British Tax exile so the first time the Scot saw the car was when he drove it in Holland, he hadn’t even tested the thing!

Finito…

Jack’s BT33 Trumped by Chunky’s 72…

Posted: May 24, 2018 in F1, Features
Tags: 1970 British Grand Prix, 1970 Monaco Grand Prix, Brabham BT33 Ford, Jack Brabham, Jochen Rindt, Lotus 72C Ford

(Getty)

Jochen Rindt’s winning Lotus 72C Ford in the Brands Hatch paddock at the end of the British Grand Prix, 18 July 1970…

Its a top shot of the rear of a great, long lived racing car. Chapman’s latest masterpiece, the detail design of which was the work of Maurice Phillippe was only several months old- it made its debut at Jarama in mid April, but such were the changes needed to get the concept working as intended, only several months later it was already in ‘C’ specification. I wrote an article about the early 72 and it’s development a while back; https://primotipo.com/2017/05/19/designers-original-intent/

You can see how Chapman was putting more weight on the rear of the car in search of traction- the engine oil tank and cooler and upright Varley lightweight aircraft battery mounted aft of the endcase of the Hewland FG400 gearbox. Look closely either side of the gearbox and you can see the ends of the round tubular torsion bars which provided the spring medium on this car- the two vertical wing stays lower ends pick up on the brackets which support the torsion bars.

I know a bit about the 1970 international season. 1971 was the year of my motor racing awakening, which, having not yet been to a race meeting, was aided and abetted by the 1970 Australian Motor Racing Yearbook and Automobile Year 18 which cover the 1970 season. I borrowed and returned Automobile Year 18 dozens of times during the 1971-1974 period from the Camberwell Grammar School library in Melbourne. I’m such a sick little unit that all these decades later I can pretty much rattle off the winners of each GP and World Endurance event that season!

Keen students of 1970 and thereabouts will know that Jochen Rindt had a shocker of a year with Brabham in 1968- the BT26 Repco was fast but the ‘860 Series’ 32 valve Repco V8’s were fragile so the great Austrian decamped to Lotus for 1969- he finally archieved his breakthrough first championship Grand Prix win at Watkins Glen at the seasons end having comprehensively blown off the reigning World Champion, Graham Hill, from the time he first popped his butt into a Gold Leaf Team Lotus 49 during the Tasman Summer of ’69.

Rindt, Brabham BT26 Repco ‘860’ V8, French GP, Rouen 1968. The ’68 Brabham’s were fast- Jochen started from pole, but the engines were as unreliable as the 1966/7 motors were paragons of reliability. Such a pity Repco and JB didn’t race on into 1969- the ‘860’ 3 litres would have been competitive with development. Ickx’ Ferrari 312 won in France, Rindt DNF with a leaking fuel tank (B Cahier)

Jochen wasn’t a happy Lotus camper at all though, concerned as he was about the fragility of Chapman’s cars, not that his enormous Spanish Grand Prix accident, his worst of the year, was his only component failure or worry. He had raced Brabham F2 cars for years, had enjoyed his season with Jack and Ron Tauranac in 1968 despite the dramas and had agreed terms with Jack verbally to return to the Brabham Racing Organisation for 1970. Jack had told him of the teams plans to build their first monocoque Grand Prix car which promised to have all of the attributes for which Brabhams were justifiably famous- with the added strength, torsional stiffness and safety afforded by such a design. With an ace secured, Jack planned to retire from driving at the end of 1969.

When Rindt told Chapman of his plans Colin put together a deal funded by John Player and Ford- an offer Jochen simply could not afford to refuse. Jochen put the situation to Jack, the ultimate pragmatist graciously did not hold Jochen to the agreement struck and allowed Rindt to stay at Lotus, win the World Title using a mix of Lotus 49 and 72, and, sadly, die in a Lotus 72 as a result of a brake driveshaft component failure at Monza.

Jack and Ron with Brabham BT33-2, Jack’s 1970 chassis. Car tested at Riverside prior to its South African GP debut win. This photo is at the cars ‘press launch’ at MRD, 9 Januray 1970, no frills for the boys from Brabham- start of the final year of such a successful and enduring partnership between two like-minded men (W Vanderson)

With all the best drivers committed for 1970 Brabham raced on for one final year with Rolf Stommelen bringing money from Ford Germany to secure the other Brabham BT33 seat.

Its interesting to look at the ‘Jack and Jochen F1 races’ of 1970, filled as they are with luck, misfortune and fate…

Jack started the season like a youngster, putting the new car third on the grid at Kyalami together with the new March 701’s of Jackie Stewart and Chris Amon.

Stewart jumped into the lead from the off leaving Rindt’s Lotus 49C Ford and Amon to collide at the first corner, with Jochen winging Jack on his way through but not damaging the car. Ickx Ferrari 312B, Beltoise Matra MS120, Oliver BRM P153 and McLaren McLaren M14A Ford got in front of the Australian as a consequence of all this- but Jack quickly recovered and had passed all four of them by the end of lap 6. In a great, spirited drive Jack set off after Stewart and took the lead on lap 20- and held it to the end winning from Denny Hulme’s McLaren M14A Ford and Stewart’s Ken Tyrrell run March 701 Ford.

No doubt Jochen reflected upon the speed of his friends new car as he awaited Chapman’s wedged wonder!

JB, BT33, Zeltweg, Austrian GP 1970. Q8 and 13th 4 laps behind after a troubled run. Ickx won in a Ferrari 312B, Rindt started from pole in his home race but raced behind Ickx and Regazzoni’s Ferraris before popping an engine. Note the ally monocoque tub, fuel filler, shift for the Hewland DG300 and simple ‘non-structural’ dash (B Cahier)

Jochen was frustrated, the Lotus 72 made its debut at Jarama, Spain- unsurprisingly with a somewhat radical car the 72 was not to have the debut wins of the 25 in 1962 and 49 in 1967, both at Zandvoort.

It was clear the 72 needed substantial work (as detailed in the linked article above) so Chapman also tasked his Team Lotus engineers to tweak the 49 one last time to ‘D’ specification, including changes to the suspension geometry and adoption of the 72’s wing package, to provide Rindt with a more competitive car for Monaco.

So Jochen approached this race with a very negative frame of mind. Nigel Roebuck wrote in a MotorSport article about the 1970 Monaco GP weekend that Colin Chapman said “If Jochen felt there was no chance of winning, quite often he just went through the motions…”

Despite the changes to the ‘old girl’ in the first session his 49 was ‘sixth fastest, but his time – 1m 25.9s – was almost two seconds slower than Jackie Stewart’s March; in the second it poured, and Rindt, disinterested, was slowest of all; in the third he felt queasy, and was two seconds off his Thursday time. The problem was seasickness. That weekend Rindt was sharing a private yacht with his good friend and manager Bernie Ecclestone, and while the future ruler of Formula 1 slept soundly through a choppy Friday night, Jochen did not, and that merely added to his despondency about the race. “No chance,” he said to his wife Nina. “I’ll just drive around…” Roebuck wrote.

Brabham in the Monaco pitlane wearing his ‘Jet Jackson’ aircraft type helmet a few of the drivers tried that season- Stewart and Courage also (unattributed)

The front two rows comprised Stewart from Amon, then Hulme and Brabham with Jochen way back in 8th slot. Stewart took the lead from the start and led Amon, Brabham, Ickx and Beltoise.

What about Jochen? In the early laps he seemed to be in ‘cruise and collect mode’, on lap 3 he was passed for seventh place by Henri Pescarolo’s Matra and there he propped with his position gradually improving by attrition. Ickx and Beltoise’ Ferrari and Matra disappeared early, putting Rindt up to sixth, which became fifth when Stewart’s March stopped with engine failure. At this stage, though, 28 laps in, he was already 16 seconds behind Brabham.

‘At least, though, his interest was awakened. On lap 36 he repassed Pescarolo, and set off after Denny Hulme, whom he got by on lap 41: third now, with only Brabham and Amon ahead.’

With a whiff of possible victory, 15 seconds behind the leaders, Rindt now kept pace with them, closing a little and when Amon’s March retired on lap 61- yet another GP win eluded the luckless Kiwi there was only his old employer in the car he could have driven, Brabham ahead.

Look at that crowd, 1970, protection still basic, Brabham BT33 (LAT)

Rindt bearing down upon Jack- second last lap (Deviantart)

Jack was unconcerned though. With Amon gone and Jochen still 13 seconds back, he seemed set for his first Monaco win since 1959 with only 4 laps to run, his lead was still nine seconds.

‘Then everything began to unravel. On lap 77, at the top of the hill, he encountered Siffert’s March, stuttering along with a fuel feed problem, Seppi paying little attention to his mirrors. Obliged almost to stop, Brabham instantly dropped five seconds to Rindt’ Roebuck wrote. ‘Three laps to go, and the gap was 2.4, with Jochen now inspired. On lap 78 Jack ran his fastest lap, 1m 24.4s, but even this was useless, for the Lotus went round in 1m 23.3s.’

‘Still it seemed as though Brabham would hold on, but even on the last lap the fates conspired against him. At Tabac, before the long drag down to Gasworks, he came upon three backmarkers, lost more time, and probably it was this, more than anything else, that unsettled him when he came across Courage.’ In 1970 Piers raced Frank Williams’ De Tomaso 505 Ford, rather than the Brabham BT26 Ford he raced so well for Frank in 1969- he had been in and out of the pits with the recalcitrant car since the start of the race.

You can see Jack’s track down the inside of Piers’ De Tomaso and onto ‘all the shit and corruption’ off line (unattributed)

‘Into the final hairpin Jack went off line – into the marbles – to get by Piers, and when he put the brakes on, his car understeered straight on, thumping into the barrier, right at my feet.’

‘Rindt, meantime, flicked into the hairpin, looking across at the stricken Brabham, shaking his head in disbelief. Finally Jack got on his way again, and managed to cross the line without losing second place. When he stopped finally, he stayed in the cockpit a long time.’

ka-boomba but not fatally so- the marshall referred to by Jack has not appeared- yet! (unattributed)

Moments after the shot above with Jack furiously hitting the starter button, simultaneously, a marshall sought to push the stricken BT33 clear of he armco, into certain disqualification. As Jack released the clutch in reverse the marshall fell onto the Brabham’s nosecone- once the marshall decamped quickly from the car Jack headed for home and second place, crossing the line 23 seconds after the staggered Rindt.

What was I thinking?! The normally unflappable Brabham close to the finishing line (unattributed)

‘Once the course car had been round, I ran the length of the pit straight, arriving in the area of the Royal Box just as Jochen climbed the steps, shook hands with Rainier and Grace, and accepted the garland and the trophy. Trembling, and with tears rolling down his face, he looked like a man coming out of a trance, and probably he was. After the national anthems, the French commentator excitedly announced his time for the last lap: “Une minute vingt-trois secondes deux-dixiemes!” For the first 40 laps of the race, Rindt’s average lap time was 1m 27.0s; for the last 40 it was 1m 24.9s – a full second faster than his qualifying time…’ Roebuck wrote.

‘I can’t believe my luck!’ Rindt, Lotus 49D Ford (B Cahier)

After the Gala Ball at the Hotel de Paris, Jochen came down to the Tip-Top Bar, as drivers did in those days. At midnight he and Nina arrived, swinging the trophy between them. At the Tip-Top they used to run a book on the race, and Rindt wanted to know what had been the odds on him. “Seven to two,” someone said. “Ha!” Jochen grinned. “Was anyone stupid enough to bet on me?”

The Belgian GP at Spa saw ‘BT33-2′ qualify fifth but its intrepid pilot was sidelined first by an off at Malmedy induced by an oily rag in the cars footwell- and then after he passed Rindt and Stewart, by clutch failure on lap 19. That was the epic race made famous by an incredible high speed dice between the BRM P153 of Pedro Rodriguez and Chris Amon’s March 701- Pedro won by just over a second from Chris. To my mind the 701 is a much maligned machine if you look at the number of times those chassis’ were in winning positions that year.

John Miles Lotus 72B, Jochen’s 49C and Jack’s BT33 in the Spa pitlane (unattributed)

In testing at Zandvoort prior to the Dutch GP Jack suffered a sudden left-rear Goodyear deflation. The car ‘…entered a vicious slide, and the deflated tyre left the wheel-rim, which then hit the road. The car broadsided into the sand, the wheel-rim dug in and we flipped, rolling over and over into the wire catch-fencing in which it wrapped itself up, trapping me inside my cockpit, trussed up like the Christmas turkey. I might not (quite) have been stuffed, but I was terrified I might yet get roasted. Had any leaking fuel caught fire, there was no way I could have escaped’ Jack recalled in his memoir written with Doug Nye.

The BT33 came to rest inverted over a ditch, with Jack hanging from his seat belts. ‘Here I was in another test session – on a deserted circuit – out of sight of the pits, trapped in a crashed car. I really was getting too old for this. I’d have needed wire cutters to make my way out. I could smell petrol. My finger was poised (over the extinguisher button). At last I heard running feet and voices. Hands began to yank the wire away. I took that as my cue to twist my safety belt release – forgetting I was hanging by it – and dropped on my head, with my entire weight twisting my neck. The Dutch spectators then managed to raise one side sufficiently for me to wriggle out…I would have a stiff neck for a while’. The car was virtually undamaged, but after two more punctures during the GP itself the Brabham combination finished twice-lapped, He was eleventh in the awful event in which Piers Courage was burned to death in a most gruesome fashion.

The French GP at Clermont-Ferrand resulted in a win for Jochen on this glorious undulating road circuit, together with his joyless victory at Zandvoort he was well on the way to putting a championship winning season together. To further underline his speed Jack finished third and set fastest lap in France, BT33 was as fast on open road circuits as the twists and turns of stop-start Monaco.

By the July British GP Rindt had told Chapman of his intention to retire at the end of the season, that decision no doubt in part due to the deaths of his friends and colleagues Bruce McLaren and Piers Courage at Goodwood and Zandvoort respectively.

In fine weather Rindt took pole from Jack and Jacky Ickx Ferrari 312B- this machine one of the other cars of 1970- the Lotus 72 Ford, Brabham BT33 Ford, Ferrari 312B and BRM P153 the four supreme machines of the year.

Lap 1, the grid exits Druids Hill on the run to Bottom Bend, Brands, British GP 1970. Amons March 701 in shot, from Q17- wonder what happened to him in practice? 5th place (GP Library)

Jack and Jacky got away best from the start with Ickx holding the lead from Brabham until differential failure outed the Ferrari at the start of lap 7 at Paddock Hill bend. At the same time Jochen lunged for the lead and got through Jack’s defences. Jochen didn’t get away from the BT33 though, the guys were close together throughout the race. Oliver’s BRM held 3rd until lap 55 when the big V12 cried enough promoting Denny Hulme’s McLaren M14 Ford to third.

Rindt and Brabham were this close for much of the race- a nice visual compare and contrast between the brand new edgy, wedgy 72 and brand new front-rad ‘old school’ BT33- both equally fast mind you (Getty)

Sex on wheels- 72 visually about as good as a GP car gets- current GP cars can trace their fundamental layout and looks back to this baby, or more particularly the ’68 Lotus 56 Pratt & Whitney Indycar anyway. Rindt Brands 1970 (unattributed)

On lap 69 of 80 laps Rindt muffed a gear change and Jack was through into a lead he promised to keep until on the very last lap the car ran out of fuel on the run to the line- Brabham was able to coast home second with Denny third and Clay Regazzoni’s Ferrari 312B fourth.

Jack glides to the line DFV in silence, but still in 2nd place (Getty)

It was an incredibly lucky win for Jochen and proved to the world, yet again, that at 44 Black Jack- he of the permanent ‘five o’clock shadow’, still very much had his elite level racing mojo.

As Brabham coasted to a stop after finishing, Jack spotted Ron Dennis sprinting along behind him. ‘I thought I bet I know what’s happened, the silly bugger’s left the injection set to ‘Full Rich’ – the setting used to start the engine from cold’ – he shrugged off his belts and leapt out determined to check the setting first. ‘Sure enough, it was on ‘Full Rich’. For thirty years Sir Jack would blame Ron Dennis for the oversight, but at dinner with another team mechanic – Nick Goozee – in 2002, owned up: ‘That wasn’t Ron – it was me’.

Ron Tauranac, Ron Dennis, Nick Goozee? and Jack, Brands pits 1970 (B Cahier)

Rindt won again at Hockenheim and in a season of many different winners- Ickx, Rodriguez, Stewart, Regazzoni, Fittipaldi, Brabham and Jochen, had amassed enough points by the time of his death at Monza in September to win the drivers title posthumously from Jacky Ickx who had a serious shot to overtake Rindt’s points haul in the final three rounds but ‘karma prevailed’, the dominant driver in the fastest car of the year won- albeit he had a bit of luck. Just ask Jack!

‘Cor Jochen, we nicked another one off ‘ole Jack!’ Chapman, Nina and Jochen Rindt (Popperfoto)

One of the many fascinating things about motor racing are its ‘ifs, buts and maybes’- the greatest of 1970 was Rindt winning a World Title in a Brabham BT33 Ford and retiring at the seasons end, alive…

Brabham BT33 Ford cutaway by (Bill Bennett)

Brabham BT33 Etcetera…

Where is that DFV? Never a clearer expression of the structural role played by that particular engine than this one! Austrian GP weekend, Zeltweg (B Cahier)

Ron Tauranac preferred the lightweight, easily-repairable, highly-tuneable, multi-tubular spaceframe chassis construction into 1969, albeit his 1968-69 BT26 and BT26A designs were spaceframes with partially stress-skinned, sheet aluminium to augment the designs rigidity. Whilst the approach could be said to be ‘old school’ compared to the monocoque, the modern expression of which was the Lotus 25 which made its debut at Zandvoort in 1962- the BT26A Ford was one of the fastest cars of 1969 with Jacky Ickx winning at the Nurburgring and Mosport.

1970 revised Formula 1 regulations demanded greater protection for F1 car fuel tanks- bag tanks, which in effect dictated the adoption of fully stressed-skin monocoque construction. Tauranac first monocoque chassis was Brabham’s 1968/9 Indianapolis contender, the BT25 powered by the Repco ‘760 Series’ quad-cam, 32 valve 4.2 litre Lucas fuel injected V8.

Jack’s 1970 BT33 chassis under construction at MRD, Weylock, Weybridge, Surrey 8 January 1970. Technical comments as per text below (Getty)

Motor Racing Developments built three BT33 chassis during 1970- BT33-1 was the car raced by Rolf Stommelen until he damaged it in practice for the British GP. Rebuilt, it was raced by Graham Hill, Tim Schenken and Carlos Reutemann in 1971.

BT33-2 was Jack’s 1970 chassis.

BT33-3 was built after Rolf damaged his car too badly to race during the British Grand Prix meeting- used by him for the balance of 1970, it was raced very competitively in 1971 by Tim Schenken, and by Graham Hill and Wilson Fittipaldi in early 1972.

All of the BT33’s were sold by BRO after the end of their useful frontline racing lives.

The BT33 chassis is an aluminium ‘bathtub’ monocoque with strong bulkheads providing a structure of great strength and structural integrity. Front suspension (see photo above) is inboard by front rocker, lower wishbones and coil spring/damper units. At the rear single top links, an inverted lower wishbone, twin radius rods and outboard coil spring/dampers are used. Adjustable sway bars were fitted front and rear. Steering is MRD rack and pinion, uprights cast magnesium front and rear.

At this stage of its development the 3 litre Ford Cosworth DFV V8 gave around 420 bhp @ 9500 rpm, the gearbox was a Hewkand 5 speed DG300. The engine, as you can see from the colour shot above is a stressed member- it is a part of the cars structure, it bolts to the rear chassis bulkhead.

Whilst far less exotic in its conception than the Lotus 72, Tauranac’s BT33 didn’t give an inch to Hethel’s finest. Jack got every ounce of performance available from that car but Rindt would have squeezed even a smidge more. Oh to have seen him in a Brabham that year…

Credits…

Popperfoto, Getty Images, LAT, Bernard Cahier, William Vanderson, Deviantart, Bill Bennett

Bibliography…

Automobile Year 18, MotorSport Magazine May 2013 article by Nigel Roebuck, ‘The Jack Brabham Story’ Doug Nye, oldracingcars.com

More 1970 Reading…

Brabham’s 1970 season; https://primotipo.com/2014/09/01/easter-bathurst-1969-jack-brabham-1970-et-al/

Lotus 72; https://primotipo.com/2014/09/08/flowers-mark-the-apex-jochen-rindt-lotus-72-ford-dutch-gp-1970/

Ferrari 312B; https://primotipo.com/2016/02/26/life-is-all-about-timing-chris-amon-and-the-ferrari-312b/

Matra MS120; https://primotipo.com/2014/07/06/venetia-day-and-the-1970-matra-ms120/

March 701; https://primotipo.com/2014/05/15/blue-cars-rock/

Spanish GP; https://primotipo.com/2015/11/14/spanish-barbecue-1970-gp-jarama/

Belgian GP; https://primotipo.com/2014/10/03/ferrari-312b-jacky-ickx-belgian-grand-prix-spa-1970/

The one that really did get away: Brabham, BT33 Brands 1970- leaping out to check the DFV’s fuel injection settings…

Finito…

Cosworth DFX…

Posted: May 22, 2018 in Icons & Iconoclasts, Who,What,Where & When...?
Tags: Cosworth DFX V8, John Barnard, March 86C Cosworth DFX, Michael Andretti, Parnelli VPJ6B Cosworth DFX

Dan Drinan prepares Michael Andretti’s March 86C Cosworth DFX at Indy, 19 May 1986…

It’s the final few days of preparation before Carb Day and the last chance to test the car before the Memorial Day classic on 31 May. Michael’s cheque for qualifying third is on the wall.

Bobby Rahal won in a similar March with Michael sixth from grid three having led 45 of the 200 laps, including the first 42. In a rout for March, the Bicester concern had cars in nine of the top ten placings, the only interloper was Al Unser Jr’s Lola Cosworth in fifth.

Rick Mears, Kevin Cogan and Rahal battled for the lead. In an emotional win, Rahal got the jump from Cogan after a lap 194 restart and took victory for team owner Jim Trueman who died of cancer eleven days later. Rick Mears was third.

Michael Andretti, Indy 500 1986, March 86C Cosworth (B Harmeyer)

With an opening photo like that the focus has to be on that magnificent engine and it’s conversion from F1 ubiquity to CART interloper.

John Barnard’s appointment to replace Maurice Philippe as designer for the Vels-Parnelli F1 and Indy team was at the behest of his former Lola colleague, Jim Chapman, then VPJ Team Manager.

Barnard achieved much with VPJ and Chaparral before returning to Europe and staggering F1 success with McLaren. It’s his role in development of what became the Cosworth DFX V8 turbo which is of interest in this article.

John’s primary VPJ role was to design and develop the ground-breaking Parnelli VPJ6B and 6C which introduced the turbo Cosworth DFX to Indycar racing. Over the next dozen years the engine dominated, winning 151 races, including 10 consecutive Indy 500s from 1978-87.

When Barnard arrived in South California in 1975 he was thrown into the deep end, fettling the team’s F1 car and designing the drivetrain for Parnelli Jone’s off-road Ford truck, you can’t argue with those extremes of variety.

Danny ‘On The Gas’ Ongais, Parnelli VPJ6B Cosworth , Indy 1977 20th from Q7 (B Harmeyer)

Al Unsers VPJ6B rear, Indy 1977. Note turbo plumbing and wastegate outlet (B Harmeyer)

Through the early and mid-1970s Indycars were allowed to run unlimited boost, the ageing four-cylinder Offenhauser was finally pushed way beyond its limits. “I was on USAC’s rules committee and we kept blowing up engines,” says Parnelli Jones in a Gordon Kirby article published in MotorSport.

“You could not buy an engine from Drake Engineering (manufacturers of the Offy) and run 500 miles. You couldn’t even run it 100 miles because of porosity in the engines. We had a machine to impregnate the engines so we could keep ours together, but you had to pull it all apart and blueprint it after you bought it…Then USAC cut the fuel mileage back to 1.8 mpg and I said to Vel, “We’ve got those little Formula 1 Cosworths. I think they could work’.”

In amongst the team’s F1, USAC and F5000 programs Barnard was beavering away converting the F1 design into a USAC car using a mix of changes including turbo-charging the Cosworth DFV F1 motor.

John Barnard picks up the design changes: “It was actually a completely new chassis. We put coil springs on the rear, but I kept the torsion bars on the front. The Brit strengthened the car by double-skinning the monocoque and designing a much stronger front bulkhead. “That proved very useful,” Barnard says. “In ’77 we were practising at Indy and Al ran over Janet Guthrie’s turbine wheel, which came out on the track, and had quite a big accident. But he walked away. I was glad I had double-skinned that front bulkhead.”

The resulting VPJ6B was a much smaller overall package than the existing Offy and Foyt/Ford-powered chassis’ then racing.

Ongais again in 1977, note front suspension linkages, torsion bars the spring medium up front (B Harmeyer)

Unser 1977, Q3 and 3rd in the race won by AJ Foyt’s Coyote Foyt/Ford V8 turbo and Tom Sneva McLaren M24 Cosworth who started from pole (B Harmeyer)

Barnard also designed many key components for VPJ’s DFX development program. “There was a lot to do on the engine, inlet manifolds and all sorts of things. I was drawing conrods and pistons, an oil pump system, fuel injection and God knows what else. It was fantastic for me because I had never really got into engines much, but we had our engine shop so we could do this stuff to every part of the car and engine. It was fantastic, just like having a toy shop.”

But there was little support from Keith Duckworth for turbocharging the DFV. Duckworth famously didn’t believe in turbos. “I remember him giving me a lecture about turbos,” Barnard adds, “and another one about why 4WD wouldn’t work. I remember Vel reporting that Cosworth told him he was a bit of a twit trying to get all this horsepower out of an engine that was designed to generate 500bhp, and there we were getting more than 800,” Barnard says. “Vel told me, ‘Those bloody guys at Cosworth don’t mind selling me pistons and heads all the time. I’ve spent $100,000 with them just on pistons.’ But they told him we were idiots for making a turbocharged version of their engine.”

Unser and Andretti ran a few practice laps at Indianapolis that year in an early version of the VPJ6. The first complete 6B made its debut in Unser’s hands in 1975’s season-closing race at Phoenix, finishing fifth. “Once we got in the right ballpark with wheel and spring rates we had pretty good balance, and it got better and better,” Barnard remembers. “We continued to muck about with the engine. It was an ongoing programme. I was making wastegates and all sorts of things.”

Unser scored the Parnelli Cosworth’s first win in the Pocono 500 in June 1976, then won again at Milwaukee in August and Phoenix at the end of the season. “We proved that the engine worked and we brought Duckworth over to Pocono because we wanted to get a distributorship for the Cosworth Indy programme,” Parnelli recalls. “So Duckworth came over and damned if he didn’t turn around and steal Larry Slutter and Chickie from us.”

Ongais 1977 (B Harmeyer)

Unser 1977, gorgeous bit of engineering kit. Took the first Cosworth DFX Indy win aboard a Chaparral Lola in 1978, 11 of the 33 starters were Cosworth powered (B Harmeyer)

Barnard took a dim view of Duckworth’s manoeuvre. “As soon as we won Pocono, Cosworth saw the light. It wasn’t long afterwards that they nicked Larry Slutter and set their own engine shop up right there in Torrance, which to be honest I thought was pretty mean. “I was told by somebody at Cosworth many years later that the turbo Indy engine programme – the DFX as they called it – was their most profitable programme of all. So I wasn’t impressed with the way they did that. Vel and Parnelli were the ones putting their hands in their pockets to develop this car and engine, and I don’t think they ever got the proper credit.”

After all the money and effort VPJ had put into developing the engine, not being able to turn it into a commercial enterprise was a big blow, playing a role in the team’s demise a few years later. “Of course,” Jones says, “we were in a catch-22 because you had to satisfy your sponsors and we needed to order parts from Duckworth. We could have sued him, but we decided to try to work with him.”

For the 1977 season both McLaren and Penske built new Fl-based cars with DFX engines. Tom Sneva won the USAC Championship aboard Penske’s Cosworth-powered McLaren M24 and Penske PC5. Johnny Rutherford also won four USAC races in the works McLaren DFX while Unser and new team-mate Danny Ongais each won a single race, with Big Al taking the California 500.

Barnard quipped “I didn’t start the Cosworth programme,” he adds, “but I had most of the input making a car work around that engine. Looking back, I learned massive amounts and enjoyed it, too. It was bloody hard work, but I was a young man and ready to do whatever it took.”

Unser 1977, classic aero of that just before ground effect period. The F1 Lotus 78 raced throughout 1977- the first of the Lotus g/e’s (B Harmeyer)

Bibliography/Credits…

MotorSport article by Gordon Kirby in 2013, Getty Images-Bettman and Bob Harmeyer

Tailpiece: Cosworth factory DFX studio shot…

Finito…

Motor Manual Yearbooks…

Posted: May 20, 2018 in Fotos, Who,What,Where & When...?
Tags: Magazine Covers, Motor Manual 1950-51 Yearbook

The covers of some old magazines are amazing aren’t they!?…

Rob Bartholomaeus, one of our friends in South Australia sent me this ‘Motor Manual’ 1950-51 Year Book to assist in the research of the Derek Jolly article I wrote not so long ago.

This magazine lasted well into the 1970’s, to me it was always a distant third behind the two Australian road car monthlies- ‘Wheels’ and ‘Modern Motor’ both of which survive today, the latter title became simply ‘Motor’ in 1992. These yearbooks are research gold now. Mind you Rob and I can make no sense of the painted cover in terms of the cars and places represented, perhaps the blue car has a bit of Maserati 4CL about it- I like it all the same!

The content of the ‘Tailpiece’ is different though- and a beauty it is too from Brian Caldersmith’s collection. It is MM’s Yearbook Number 6 of the 1955 season. The top image is Reg Hunt’s Maserati A6GCM, arguably the dominant car of the season if not the AGP winner. The bottom photo is an Albert Park grid front row with the nose of Kevin Neal’s ex-Hunt Cooper T23 Bristol alongside Doug Whiteford’s blue Talbot-Lago T26C and Hunt’s A6GCM at right.

Sweet aren’t they?

Credits…

Rob Bartholomaeus, Brian Caldersmith

Tailpiece…

Finito…

1960 Australian Tourist Trophy…

Posted: May 17, 2018 in Features, Sports Racers
Tags: 1960 Australian Tourist Trophy, Australian Motor Racing History, Cooper T38 Jaguar, David Finch, Derek Jolly, Doug Whiteford, Frank Matich, Jaguar 'D Type', Longford, Lotus 15 Climax, Maserati 300S, Ron Phillips

(B Dunstan)

Derek Jolly racing past the Country Club Hotel, Longford on his way to winning the 1960 Australian Tourist Trophy, 7 March 1960, Lotus 15 Climax FPF…

I wrote an article a while back about Derek and his career inclusive of a snippet about this win, but I had a swag of wonderful photos of the Longford meeting, too many for the earlier piece. So here they are courtesy of Kevin Drage, John Ellacott and Ellis French-some of Ellis’ shots are his own, some from the Walkem Family Collection and others from Brian Dunstan, hopefully I have the attributions correct.

Sportscar racing has waxed and waned in this country, I guess everything other than touring car racing has really. Mind you, GT racing is a strong class at present, interesting too such is its variety.

The Australian Tourist Trophy has some great names inscribed upon it including Stirling Moss, who won the classic aboard a works Maserati 300S in 1956, Bib Stillwell in 1961/2, Cooper Monaco, Pete Geoghegan drove a Lotus 23 Ford in 1963/5 and in 1977 won with Laurie O’Neill’s much more brutal Porsche 935. Frank Matich had a mortgage on the race for a while, he won in 1964, Lotus 19B Climax, 1966 with an Elfin 400 Olds and in 1967 in his self constructed Matich SR3 Olds and then again the following year in an SR3 this time Repco ‘620’ V8 powered. I saw Paul Gibson’s Rennmax Repco ‘740’ 5 litre V8 win at Winton in 1979, that too a memorable machine. After a period in which the title was not contested the ATT was reinstated in 2007 and usually awarded to the winner of designated events rather than a one-off race as in its earliest days.

Doug Whiteford’s attention to preparation and presentation detail was legendary with all of his cars. Here his Maser 300S during the ATT weekend. Rice transporter of Austin Miller’s Cooper in the background, and a Morris Major- don’t road cars of a period provide wonderful context for a racer of the same era? (J Ellacott)

In the distant past sportscar racing was up there with single-seaters, indeed in the days when the Australian Grand Prix was held to Formula Libre prior to 1964, but especially in the AGP’s handicap days and then before 1960 it was common for sportscars to contest the AGP.

One of the 1960 ATT strongest contenders, Doug Whiteford fitted into that category. The former thrice winner of the AGP entered his ex-works Maserati 300S in the AGP at Longford in 1959- he knew the tricky, demanding place like the back of his hand. Doug was a formidable competitor of vast experience, even though the Maser was not the latest bit of kit, with his driving skill and car preparation the combination could be expected to be there at the finish- at the front.

Matich D Type and Ampt, beside his Decca Mk2 Climax, #92 Finch D Type, light car to his right the Jack Cooper, dark coloured car nose of Jolly’s Lotus 15. Tall fella in blue driving suit with his back to us in silver helmet is Jolly. Darker red car the Wright Aston DB3S (K Drage)

From John Ellacott- Longford paddock- Frank Matich at left, long-sleeved Joe Robinson an owner of Leaton Motors and in the green overalls Joe Hills and the Leatons XKD (J Ellacott)

Frank Matich and Derek Jolly were both coming-men.

Matich was aboard the Leaton Motors Jaguar XKD ‘526’ first owned by the Anderson Family in Brisbane and raced with much success by Bill Pitt. Matich progressed through Healey’s then the Leaton Motors C and D Type Jaguars, proving his pace in all of them. The Sydneysider’s career as a professional of elite world class would extend all the way to early 1974. Let’s not forget the race winning sports and Formula 5000 cars he and his team built from 1966 to 1974 either.

Jolly, Lotus 15 in Longford’s pit straight (E French)

Derek’s Lotus speed was proven in his earlier Lotus 15 despite it toting only an FPF Coventry Climax engine of 1475cc- this car met its maker at Albert Park in late 1958, probably due to component attachment failure. Derek raced his replacement Series 3 15 as a works entry at Le Mans in 1959 with Graham Hill, the engine blew with Derek at the wheel when the infamous Lotus ‘Queerbox’ jumped out of gear- the revs went sky high, then an errant rod comprehensively carved the alloy block in half.

Jolly at left and Kevin Drage discuss the Lotus in the Longford paddock. Note the 1960cc Coventry Climax FPF fed by twin-throat SU carburettors (E French)

Jolly’s Lotus had only just arrived in Australia, equipped with a 1960cc Coventry Climax four-cylinder FPF engine it was the latest bit of 15 kit- in fact it was the most modern car in the field. Derek took a debut win in its first Australian meeting at Gnoo Blas, Orange, New South Wales in early February winning the ‘South Pacific Sportscar Championship’ from David Finch in a Jaguar D Type.

Finch also entered the Jag at Longford. ‘XKD520’ was first owned by Melbourne car dealer/racer Bib Stillwell and was a machine through which Frank Gardner progressed before his departure to Europe. When Frank decamped to the Old Dart Finch raced it with skill, mainly in New South Wales and Queensland, the car left Australia in 1967, the purchaser was none other than Grand Prix driver and later Le Mans winner Richard Attwood.

These panoramic shots give a sense of perspective about this part of Tasmania and the exacting nature of the circuit. Here Alan Jack Cooper T39 Climax, David Finch D Type and Geoff McHugh Allard J2 are coming off Long Bridge. McHugh was not entered in the ATT so this is either practice or the Monday LCC Tas Trophy race (E French)

Tom Sulman, by then one of racings senior citizens, entered his Aston Martin DB3S, a car he had raced since its inclusion as a member of the three Aston ‘The Kangaroo Stable’ team in Europe in 1955. Sulman was a driver of vast experience in all kinds of cars and surfaces going back to his mid-twenties speedway days in both Australia and the United Kingdom. But his car was a winner only in the event of mechanical misfortune at the front of the field. Jim Wright entered another ex-Kangaroo Stable DB3S, he was stepping up from the Buchanan TR2 he had raced at Lowood in the ATT in mid 1959.

Tom Sulman rolls his Aston DB3S onto the Longford grid beside Whiteford’s Maser 300S. Perhaps before practice or a preliminary, I don’t be live the other two cars contested the championship race (J Ellacott)

Ellis French Collection

The other outright contender was Wangaratta’s Ron Phillips in a Cooper T38 Jaguar.
Reg Parnell raced the attractive beast in the New Zealand Grand Prix in 1956, for car owner Peter Whitehead after which it was acquired by Stan Jones who sold it on quite quickly having raced it at Fishermans Bend and Albert Park. Passed through the hands of a couple of drivers, the cars return to competitiveness was the result of Phillip’s driving skill and the racers preparation by Melbourne driver/engineer Ern Seeliger.

Seeliger had looked after Phillips’ Healey 100S and was the fellow who created Maybach 4- the final iteration of that great series of Charlie Dean designed and built, (Repco Research team duly acknowledged) Stan Jones driven cars. Maybach 3 was modified by Ern by the fitment of a Chev Corvette V8 where six-cylinder Maybach motors previously existed- and some other mods by that clever chap too.

Ron Phillips Cooper Jag on Pit Straight (J Ellacott)

Ron Phillips enters The Viaduct, Cooper T33 Jaguar (HRCCT)

The Cooper Jag was a real chance with a mix of handling and grunt well suited to Longford’s nature, Ron had raced it at Longford the year before so knew his way around the place. Phillips was also ‘in form’ having won the ATT at Lowood, Queensland in June 1959 from Bill Pitt’s Jag D and Bob Jane’s Maser 300S- the sister works car to Whiteford’s which came to Oz during the 1956 Australian Grand Prix carnival. Phillips and Jolly had jousted regularly when Derek raced his Decca Mk2 Climax FWA in 1956-58 with Ron then racing his Austin Healey 100S, both drivers had stepped up to more powerful ‘outright’ cars.

Ron Ward MGA from Tony Basile Porsche Carrera (oldracephotos.com.au)

The 22 car field was rounded out by smaller cars of which the John Ampt Decca Mk2 Climax, ex-Jolly, the Eddie Perkins (father of Larry) Porsche Super, Owen Basile Porsche Carrera and Alan Jack’s ex-Bill Patterson Cooper T39 Climax ‘Bobtail’ were the strongest.

Whiteford and Jolly were generally considered favourites for the race, but the ‘Australian Motor Racing Review’ report of the event states that there was confusion over practice lap times and as a consequence that pair and others were placed well back on the grid.

The start: Phillips, away quickly from pole #87 Matich, to his left, partially obscured is Ampt, arrowed is Jolly, behind Derek in the Porsche is Eddie Perkins, #92 is Finch, #8 Jack, well back is #10 Whiteford, #16 is T Cleary Austin Healey 100S (K Thompson)

The Phillips’ Cooper Jag and the Matich D Type were on the front row, behind them were Alan Jack’s Cooper Climax 1.5 and David Finch’s D Type, then John Ampt in Decca Mk2. Tom Sulman’s Aston DB3S was on the next row with Jolly, then Whiteford’s Maser and one of the Porsche’s- and the rest of the field.

Phillips, Cooper Jag, #32 Ampt Decca Climax, #92 Finch Jag D, #8 Jack Cooper Climax- with the two Aston DB3S of #99 Sulman and #126 Wright in line astern behind Jack. Tail of Jolly Lotus 15 is behind Finch, the red of Whiteford’s Maser back a bit centre, Porsche Carrera Coupe is Eddie Perkins and the rest (B Dunstan)

Race…

The ‘Australian Motor Racing Review’ report of the event follows.

‘With terrific acceleration at the start Derek Jolly moved through the field to the front and soon showed that the other 22 cars in the field would have a hard job trying to catch him.

Moments after the start: Jack, Cooper and Finch D Type. Look closely to the right of Finch’s helmet and you can spot the silver Jolly helmet- he has jumped away at the start. You can see the red of Whiteford’s Maser further back. Porsche is #46 Porsche Eddie Perkins, #16 John Cleary Austin Healey 100S (oldracephotos.com.au)

Ron Phillips in second place, was fighting hard to keep ahead of Matich’s D Type and Whiteford was well behind in fourth place. On the sixth lap of the 24 lap race Whiteford began to increase his speed and on the seventh lap passed Matich to move into third place’.

Matich at speed in the Leaton D Type. He hit his straps and proved equal to the ‘Big Car Challenge’ as Frank Gardner called it during the Leaton phase of his career- Jag C, Jag D and the Lotus 15 to follow the D Type proved his sheer pace (oldracephotos.com.au)

‘On the ninth lap, Phillips, who was experiencing brake trouble, slowed and allowed Whiteford into second position 11 seconds behind Jolly. In the next lap Whiteford put in an amazing burst to reduce this lead by a further 2.5 seconds’.

Whiteford turns his Maser into Mountford Corner during practice. Sex on wheels- few fifties sporties prettier than this. 3 litres wasn’t enough to be an outright contender when they were first built in Europe, but plenty quick in Australia. Such a shame he didn’t buy a 250F when Maserati returned back to Europe at the end of the ’56 AGP carnival, rather than the 300S raced in that carnival by Jean Behra- to see him mixing it with Davison, Hunt, Jones and Gray in that 1956-58 period in a single-seater would have been mega (K Drage)

‘Jolly, having been notified of this by his pit crew, increased his speed. On the fifteenth lap Phillips retired from the race with smoke steaming from his car. By the seventeenth lap Whiteford had closed to within 5 seconds of Jolly but the speed of the Lotus was again increased until, on lap 26, Whiteford had dropped back to 13 seconds behind.’

Cruisin’ @ high speed through the Tasmanian countryside, perils of the formidable Longford circuit readily apparent. Jolly, Lotus 15 Climax ‘608/626’ (oldracephotos)

Matich on Pit Straight during the race (J Ellacott)

‘In the closing stages Whiteford seemed to have lost one or more of his lower gears and Jolly went on to win from him with Matich a long way behind in third place’. Another report has it that Whiteford’s problem was a slipping clutch. John Ampt was fourth in the 1100cc Climax FWA engined Decca Mk2- this little car had a wonderful track record in Australian Tourist Trophy races despite its modest capacity, it was fifth in 1958, fourth in 1959 as well as its fourth in March 1960. Tom Sulman was fifth in his Aston DB3S and then David Finch sixth in his Jaguar D Type.

An elated winner. Jolly, Series 3 Lotus 15 Climax FPF 1960cc. Works entered @ Le Mans 1959, it was a trick, schmick car. Jack Cooper T39 and the Matich D Type further back (Walkem)

Winners Are Grinners…

To the victor the spoils of success, well warranted and well deserved.

Derek had completed his apprenticeship having first started racing Austin 7’s in his native South Australia in 1948 and progressed through his Decca Climax FWA powered specials in the mid-fifties into the outright Lotus 15. The best if not the most powerful car in the field, and one he drove with great skill.

Lets not forget his winning Lotus 15 was a Team Lotus works entry at Le Mans in 1959, the drive shared with Graham Hill. He was no slouch. In many ways it is a shame business pressures forced Derek out of racing, he had not peaked, there was still more to come I think.

(Walkem)

A great mighta-been is how he would have fared aboard a single-seater Lotus 18 or 21 FPF engined ‘Tasman’ car in the early sixties- he was the Australian Lotus distributor after all. His battles with Frank Matich, seen below congratulating Jolly from the cockpit of the Leaton Motors Jag, would been great to behold. So too those with other top-liners of the period such as Lex Davison, Stan Jones, Bib Stillwell and David McKay.

(B Dunstan)

Etcetera: Other Longford ATT Photographs…

Doug Whiteford and Maserati yet again, on the grid for the Monday Light Car Club of Tas race- #120 is the very neat Zephyr Special of Jim Barrie (E French)

Kevin Drage doing a plug change on the Jolly Lotus 15 in the Longford paddock (K Drage)

Doug Whiteford again, the photographers are drawn to these wonderful red cars! Maser 300S near the start line

Pre start vista with the Ampt Decca Climax, Jolly Lotus and Finch D Type in view(oldracephotos.com.au)

Refuelling Whiteford’s Maser 300S and the Ern Tadgell owned Lotus 12 Climax FWB ‘351’ aka ‘Sabakat’. Ern, unclassified, contested the F Libre Longford Trophy won by Brabham’s Cooper T51 Climax. Recreation of Sabakat still extant (K Drage)

Related Articles…

Lotus 15

https://primotipo.com/2017/11/09/dereks-deccas-and-lotus-15s/

Aston Martin DB3S

https://primotipo.com/2017/09/28/david-mckays-aston-martin-db3ss/

Jaguar XKD

https://primotipo.com/2015/01/17/le-mans-1957-d-type-jaguar-rout-ron-flockhart-racer-and-aviator/

Maserati 300S

https://primotipo.com/2015/05/15/bob-jane-maserati-300s-albert-park-1958/

Longford 1960

https://primotipo.com/2015/01/20/jack-brabham-cooper-t51-climax-pub-corner-longford-tasmania-australia-1960/

Jolly, Lotus 15 Climax on Pit Straight during the race (J Ellacott)

Bibliography…

‘History of The Australian Grand Prix’ G Howard and Ors, Australian Motor Racing Review 1959/1960, Ellis French Collection

Photo Credits…

John Ellacott, Kevin Drage, Ellis French, Walkem Family, Brian Dunstan, Keverall Thompson, oldracephotos.com.au, Ken Devine Collection

(K Devine)

Arcane and Irrelevant: The Last Sportscar To Enter an Australian Grand Prix?…

I think it was Jeff Dunkerton’s Lotus Super 7 Ford 1.5 pushrod, above, which contested the ’62 AGP at Caversham- he was classified 9^th having completed 46 of the 60 laps covered by the winner, Bruce McLaren’s Cooper T62 Climax 2.7 FPF.

In the days when full 2.5 litre Coventry Climax FPF’s were as rare as hens teeth in Australia- they were in the hands of F1 teams, Frank Matich’s Lotus 15 Climax 2.5 FPF was the last ‘competitive’ sportscar AGP contender, i reckon. His ex-Team Lotus car was delivered with a 2.5 FPF, much to the annoyance of the locals running single-seater Cooper T51’s who couldn’t get their hands on one.

FM failed to finish the 1960 Lowood AGP only completing 9 laps. The race was won by Alec Mildren’s Cooper T51 Maserati 2.5 by a ‘bees dick’ from Lex Davison’s glorious front engined 3 litre Aston Martin DBR4 GP car. I’m not saying Matich would have knocked off Alec and Lex but the 15 had the pace to finish 4^th– in behind Bib Stillwell’s Cooper T51 Climax 2.2 FPF. He would have given Bib a run for his money too!

Anyway, its interesting how long sportscars were a part of our great race…

Tailpiece: Kevin Drage’s Longford paddock panorama in March 1960…

Kevin was Derek Jolly’s mechanic/crew, the Lotus 15 is centre stage with the Geoff Smedley built Kenley Vincent Special alongside (K Drage)

Finito…

Transcontinental Vauxhall 30/98…

Posted: May 15, 2018 in Obscurities, Who,What,Where & When...?
Tags: Australian City to City Car Records, Australian Motor Racing History, Australian Transcontinental Car Record, Eddie Scott, John Balmer, Repco, RS Robinson, Vauxhall 30/98

The Vauxhall 30/98 was an iconic high performance, light touring car despite the relatively small number, circa 596, built.

Such was the build quality and the fact that ’old car people’ saw the intrinsic merit of the Laurence Pomeroy design a large proportion of those constructed between 1923 to 1927 still exist. They were popular in Australia, we have a lot of 30/98’s in Oz in relative terms, the cars are a very welcome and admired part of the historic car scene. This short article is about two Velox bodied fast tourers shipped to Australia in 1924, chassis numbers OE86 and OE100.

In some of my history of Australian motor racing articles i’ve mentioned the grip on the publics imagination transcontinental or city to city record breaking had in the formative motoring years of this great sun-bleached land. Vauxhalls featured heavily in these achievements in the hands of Boyd Edkins and others.

30/98 at the Queensland/Northern Territory border fence (unattributed)

John Balmer was the scion of a well to do Victorian family, his mother acquired 30/98 chassis number OE100 as a gift for him. He competed in various motorsport events with it, and together with co-driver Eddie Scott set the transcontinental Darwin to Adelaide, Fremantle (Perth) to Adelaide, and Adelaide to Melbourne records during 1936 in the car.

OE100 was somewhat bruised by this experience so its core components- 4224cc 112 bhp four cylinder engine, gearbox and front end wheel to wheel were fitted into OE86, another 30/98 owned by RS Robinson, a friend of Balmer’s from their Melbourne University and Citizen Air Force training days.

With sponsorship provided by Shell, Dunlop and Repco, Balmer and Richard Kent established a new 9326 mile circumnavigation of Australia record of 24 days, 11 hours and 58 minutes in 1938. The Repco advertisement at this articles outset recognises that remarkable achievement of grit and endurance.

Crossing the Katherine River in the Northern Territory (unattributed)

John Balmer was killed on a bombing mission over Berlin in 1944 but left his share of the car to Robinson’s wife Janet. The car was retained by the Robinson family in Victoria’s Warrnambool area, little used other than in occasional VSCC events until sold in 2016- and restored by Paul Chaleyer in Blackburn, Victoria.

Bibliography…

ausauto.com, MossGreen auctions

Tailpiece: The transcontinental adventurers, John Balmer and Richard Kent, ‘Boys Own’ stuff isn’t it? Blackall is in central Queensland…

Trust Me I’m a Racing Driver…

Posted: May 13, 2018 in Compound curvature, Obscurities
Tags: 1970 EFDA European Formula Ford Championship, Brabham BT35, Colin Vandervell, Lotus 59 Formula Ford, Peter Wardle, Stirling Moss

(Popperfoto)

Stirling Moss does his thing…

Here he is gently hoisting Miss Heathrow, Carol Marshall, into the cockpit of Peter Wardle’s Lotus 59 Formula Ford outside the Savoy Hotel on 16 April 1970.

Its the press launch of the Johnson Wax Euro Formula Ford Trophy with Stirling present in his capacity as ‘Director of Racing for Johnson Wax’- Claude Bourgoigne won the 1970 championship in a Lotus 69F.

I was researching the winner of the series and found this gem by Marcus Mussa on tentenths.com. Its British Formula Ford and Formula Atlantic champion, Grovewood Award winner and ‘Vanwall’ Tony Vandervell heir Colin Vandervell providing his recollections of the 1970 ‘EFDA European Formula Ford Championship’ series- he was second in the ‘Magic Merlyn’, the Mk11A chassis also raced by Emerson Fittipaldi and Jody Scheckter.

Colin Vandervell pensive, atypical it seems (ESPN)

‘The series was run initially by Nick Brittan and I seem to remember Tony Dron was involved (maybe he was Nick Brittan’s assistant at the time). I spoke to Colin Vandervell, who is blessed with an incredible memory- who told me a bit about the 1970 season. The series was sponsored by Johnson Wax. First prize was a F3 Lotus, with Holbay engine and a full budget for 1971!

First round – Zandvoort. Nick Brittan would not let Colin enter as he considered him not experienced enough! Race was won by Tony Trimmer.
Second round – Zolder. Colin got in and finished 2nd, miles behind Claude Bourgoignie, thanks to a lot of cars dropping out/crashing etc.
Third round – Anderstorp. Colin won
Fourth round – Salzburgring. Colin won
Fifth round – Hockenheim. Colin finished 4th. The first 20 cars were inside and all over each other- no chicanes at the time! Colin describes the race as “highly dangerous”. He was in the lead for most of it with Trimmer then the main pack caught them two laps from the end and they were swamped.

After Hockenheim there was a hill-climb in Switzerland, which Bourgoignie won.

Then at Imola Colin was 1.5 secs quicker than anyone in practice but (Colin) Chapman arranged for a bunch of Lotus drivers to enter with instructions to take Colin out! At the first corner two Lotuses (Loti?) hit him, Mo Harness barrel rolled 15 times and ended up in a ditch, bits of his rear suspension ripping off one of Colin’s brake lines.

Imola and Hockenheim were very, very fast tracks at the time. Colin says he used a 25/25 (24/24?) top gear at these tracks, higher even than Silverstone.
The final was at Brands Hatch and Colin won again.

In the end Bourgoignie was champion by only 3 points by virtue of winning or being well placed every time. Colin is sure he would have won if Brittan had let him into the first race.

Colin was of course driving his Merlyn (ex Emerson Fittipaldi, future Jody Scheckter and Frank Sytner!). In those days FF ran on road tyres – Avon crossplies in the dry and Firestone radials in the wet (for the wealthier drivers!).’

1970 EFDA/Johnson Wax Series Results

I’ve included the full list to enable you to cast your eyes over the array of talent, many of whom came through into the professional ranks in the coming years if not F1.

1. Claude Bourgoigne (B) Lotus-Holday 69F
2. Colin Vandervell Merlyn-Rowland Mk11A
3. Tony Trimmer Lola-Steele T200
4. Tom Belso (DK) Hawke-Lloyd DL2A
5. Jac Nelleman (DK) McNamara-Steele
6. Ian Taylor March-Spence 708
7. Hans Meier (A) Hawke-BRM L2A
8.Peter Lamplough Palliser-BR MWDF2
9. Brian Nelson (IRL) Crossle Nelson 16F
10. Huub Vermeulen (NL) Lotus-Holbay 61M
11. Tom Strous (DK) Lotus-Holbay 61M
Charles Carling Crossle Lucas 16F
Bob Evans Palliser-BRM WDF2
Derek Lawrence Titan-Lucas Mk6
Hakan Dahlqvist (S) Lotus-Holbay 61M
Peter Wardle Lotus-Holbay 69F
Vern Schuppan Palliser BRM WFD2
Mike Fraser Royale-RP RP3
Giancarlo Naddeo (I) De Sanctis
Mo Harness Lotus-Holbay 69F
Theo Koks (NL) Lotus Holbay 61M

Crystal Palace F3 Final, 10 September 1971…

Before and after!

The plunge for the lead coming into the kink before North Tower. Jody Scheckter, Merlyn Mk21 Ford, Dave Walker, Lotus 69 Ford and on the right Colin Vandervell, Brabham BT35 Ford. Jody has plunged down the inside just as Walker popped out of Vandervell’s slipstream with the Lotus and Merlyn about to lock wheels- all three cars made contact.

Roger Williamson won that day in Tom Wheatcroft’s March 713M Ford.

(unattributed)

Walker, Scheckter, Vandervell- the long walk home! (unattributed)

Check out this summary of Colin Vandervell’s career written by Andrew Marriott…

http://en.espn.co.uk/f1/motorsport/story/9325.html

Photo and other credits…

Popperfoto, ESPN, f3history.co.uk

Finito…

Surtees in Solitude…

Posted: May 10, 2018 in F1, Features
Tags: 1960 British Grand Prix, 1960 Portuguese Grand Prix, 1960 Solitude Grand Prix, Bob Brown, Cooper T52 BMC, Graham Hill, Honda 250, Jim Clark, John Surtees, Lotus 18 Climax, Porsche 718/2

John Surtees looking very cheery prior to the 1960 Solitude GP aboard his Rob Walker/works/AFN Porsche 718/2, 24 July 1960…

And so he should, not long before he had won the 500cc motorcycle GP aboard an MV Agusta before jumping into his car for the Formula 2 Grand Prix, his fortunes in that event not so good.

I found this photo randomly on Getty Images, this brief Porsche chapter of the great mans career was not one I was familiar with but a couple of my online buddies identified the event- many thanks to Roger Virtigo and Glenn Ducey.

My initial plan for this article was a quickie on Surtees’ first year in cars but then I became rather enamoured of the Solitude circuit, in particular the significance of the 1960 race for reasons which will become clear when you read the great Denis Jenkinson’s MotorSport account of the weekend.

Whilst still the benchmark in grand prix motorcycle racing – he would retain both his 350cc and 500cc world titles aboard MV’s in 1960 – Surtees at 26 years of age, stepped into cars that year.

Surtees ventures onto Goodwood, Cooper T52 BMC FJ 19 March 1960 (LAT)

Clark from Surtees, Lotus 18 Ford and Cooper T52 BMC, Goodwood, 19 March 1960 (LAT)

His first race on four wheels was in Formula Junior at Goodwood on 19 March. He finished second to rising star Jim Clark’s Lotus 18 Ford during the BARC Members Meeting in a Ken Tyrrell Cooper T52 BMC. Click here for a short article about his debut; https://primotipo.com/2016/01/18/surtees-first-car-races/

Two months later he made his F1 world championship start at the Monaco GP in late May- Q15 and DNF gearbox on lap 17 in the race won by Stirling Moss in Rob Walker’s Lotus 18 Climax FPF.

In Surtees home GP in July, the British at Silverstone, he finished second, an amazing performance, Jack Brabham won on the way to his second World Championship aboard his works Cooper ‘Lowline’ T53 Climax.

Whilst the Lotus 18, Colin Chapman’s first mid-engined design was in many ways the 1960 ‘Car of The Year’ it was still amazing stuff, the transition from two to four wheels never done as smoothly before or since.

Surtees, works Lotus 18 Climax, on the way to 2nd in the 1960 British @ Silverstone-ain’t she chunky but pretty sans roll bar. And fast (unattributed)

It was with his tail up that Surtees headed off to the Solitude Grand Prix, that year an F2 race for cars of 1.5 litres or less in capacity.

The 7.1 mile Solitude circuit, a few miles out of Stuttgart had been in existence for many years- used mainly for motorcycle racing it took its name from Schloss Solitude, an old German castle on top of one of the hills overlooking the valley in which the circuit lay. The circuits narrow width precluded its use for cars until that was addressed, an international Formula Junior race was run in 1959 with the 1960 F2 race appropriate for a circuit Denis Jenkinson, who had raced on it as a motorcycle competitor, rated as one of the best in Europe.

The entry was excellent with the works Porsche, Ferrari and Lotus teams competing, as well as Jack Brabham with a Cooper

Porsche fielded five cars altogether, determined to win on their own proving ground with Bonnier, Hill and Herrmann driving the regular three factory cars. The Rob Walker car had been retrieved, a standard Porsche racing gear-change put back on it and loaned to Surtees, while a brand new car was finished the night before practice and driven by Dan Gurney, so the whole BRM team were being used!

Team Lotus entered three works Lotus 18’s driven by Ireland, Clark and Trevor Taylor, the last two also driving in the Formula Junior race with other 18’s.

Scuderia Ferrari sent two entries, one a normal front-engined 246 with a Dino 156 engine driven by Phil Hill, and the other a new version of the F2/60 rear-engined experimental car, driven by von Trips. ‘This car was basically the rear-engined model (246P) that appeared at Monaco and Zandvoort, but had undergone a lot of modifications. The construction of the wishbones had been altered and also their size and positioning on the chassis, so that although there were still double-wishbones and a coil-spring to each wheel they were of a new pattern. The 1 1/2-litre V6 Dino 156 engine was coupled to the gearbox/final drive unit used on the car at Zandvoort, still with inboard disc brakes, but instead of the clutch-operating mechanism being mounted on the last chassis cross-member it was now on an alloy casting bolted to the rear of the gearbox casing and curving round the left side of the clutch body, which was still exposed. Consequently the chassis tube extensions beyond the gearbox were cut off and the space frame finished under the gearbox. There was no water header tank over the engine and the vertical distributor had been replaced by a horizontal one on the front of the engine, so the high head faring could be done away with and the rear decking was made flat, like a Lotus, with a perspex bubble open at the front over the three downdraught Weber carburetters. The tail of the car ended in an aperture fitted with a grille that would have made a nice radiator cowling for a front-engined car, and two long thin megaphone exhaust pipes stuck out the back, protruding well beyond the extremity of the body. The short, stumpy nose of the car was much as before, with the radiator fed from a typical 1960 Ferrari cowling and the cockpit having a wrap-round screen’.

The significance of the above car, the mid-engined 1.5 litre V6 Ferrari 246P will be clear to most of you, the car referred to above was the prototype of the machines which would dominate grand prix racing in 1961, the commencement of the new 1.5 litre F1. I wrote about this car a while back;

https://primotipo.com/2015/10/04/monaco-panorama-1958/

GP gridding up. #22 Gurney Porsche 718/2, #4 Bonnier and #5 Herrmann ditto 718/2, #7 is the mid-engine Ferrari 246P 1.5 of Von Trips and the subject of extensive coverage by Jenkinson above. #6 Hill G Porsche 718/2, #14 Wolfgang Seidel Cooper T45 Climax, #16 Innes Ireland Lotus 18 Climax, #11 Jack Lewis Cooper T45 Climax (unattributed)

Jack Brabham represented Cooper with a 1959 car built up from bits and pieces, either a T43 or T45 and was looked after by his own mechanic- they were still cobbling the car together as practice got underway, whilst the rest of the Coopers were private entries.

‘With rain pouring down during the first session of practice there was little hope of judging how things would go, except that von Trips was outstandingly fast in the rear-engined Ferrari, at one time being 30 sec faster than anyone else and passing the factory Porsches on the winding leg of the circuit and leaving them. Although the car was sliding and slithering about in the wet von Trips seemed quite unconcerned, feeling perfectly safe in the car.’

‘The second session was a lot better…The rear-engined Ferrari was still going well and was soon down below the old sports-car record of 4 min 34.4 sec, and went on to get below 4 min 30 sec. The only driver to challenge von Trips was Jimmy Clark, who was benefiting from double practice, being out with the Formula Junior cars as well as the Formula 2 cars, and as the afternoon wore on he went faster and faster. The only other driver to get below 4 min 30 sec was Hans Herrmann and he was down to 4 min 28.3 sec, but von Trips had done 4 min 24.1 sec, while just as practice finished and the track was at its driest for the day, Clark did 4 min 23.6 sec…Practice took place again for 11/2 hours on Saturday afternoon, but once again rain completely washed things out and everyone’s times were nearer 5 min than 41/2 min.’

The challenges of the road circuit resulted in Australian rider Bob Brown’s death later from head injuries sustained when he fell from his Honda 250-4 during the motorcycle practice session.

The 30 year old, born at Little Plains near Inverell, New South Wales trained as motor mechanic and worked as such and as a taxi-driver in Sydney before local success led to seeking fame in Europe in 1955.

After doing well on privately owned bikes he was picked up by Gilera in 1957. In 1959, riding his private Nortons he was third in both the 350 and 500 World Championships beaten only by the works MV’s. Because of his experience aboard the Gilera fours in 1957 he was offered a works Honda 250-4 in 1960 on a race by race basis. On one of these technically very advanced machines, commented upon by Jenkinson below, he was 4th at the IOM TT becoming the first Western rider to score points on a Japanese bike.

Bob Brown, place and date unknown (AMCN)

Solitude was only a month later, Brown crashed on dirt or grit brought onto the surface by errant cars on the ‘notorious sand pit curve’ on the twisty Mahdenthal section of the course. Another theory has it that he was cruising back to the pits with a misfiring engine which suddenly popped onto all four cylinders- whatever the case he was tossed off his mount sustaining head injuries to which he later succumbed.

Even though he only contested four of the seven 500cc championship rounds in 1960, Brown was still 4th in the championship standings aboard his trusty Norton behind three MV’s- at Assen he was 2nd where he split the MV entries. In an lovely tribute to this little known Australian, Honda in its book ‘The Race for Leadership: 1961 World Championship Road Race’ the company produced to celebrate its maiden World 125/250 titles won by Tom Phillis and Mike Hailwood-Honda wrote that ‘Brown untiringly helped the Japanese riders who were new to the game and actively helped to improve the Honda-Four. Bob Brown was one of the foundations of Honda success’.

GP, the off. Bonnier from Hill and Hermann all Porsche 718/2, then Von Trips Ferrari 246P and to the outside of him Ireland’s Lotus 18, #19 Surtees and #22 Gurney both Porsche 718/2 with Jim Clark’s distinctive Lotus 18 to Gurney’s outside and the rest (Getty)

‘Sunday was happily fine and sunny and a crowd of 250,000 lined the circuit to watch first of all the motorcycle races, then a vast procession of publicity vehicles, and finally, the Formula Junior and Formula 2 car races.

In the 250-cc motorcycle race the outstanding thing was the Japanese Honda machine which finished third, this having a four-cylinder twin-overhead camshaft engine with four valves per cylinder and developing its peak power at 13,500 rpm, while it would safely run up to 16-17,000 rpm.

The technical variety of engine development in the motorcycle-racing world was something which made the Formula 2 racing world realise that we are stagnating for want of new engine designs. The 250-cc motorcycles had vertical twins, transverse fours, single cylinders, and two-strokes both air- and water-cooled, and there seemed to be no accepted layout which everyone was following.’

Surtees on the way to his 500cc MV Agusta Solitude GP win (unattributed)

‘The 500-cc class saw the usual easy win for John Surtees on the MV Agusta four-cylinder machine, and then we passed to Formula Junior.

The race was a complete sweep for Lotus-Ford cars, the works car of Jimmy Clark having an unchallenged win after Henry Taylor in Tyrell’s Cooper-BMC had blown up his engine. Trevor Taylor was confidently following Clark in second place and they forgot the opposition so much that they overlooked Ouveroff in another Lotus-Ford, who suddenly closed on them two laps before the end and split their confidence, finishing in second place. Of the first six cars, five were Lotus-Fords, odd man out being Ballisat with Tyrell’s second Cooper-BMC.’

Grid of the FJ race. #1 Clark Lotus 18 Cosworth, black Cooper alongside Keith Ballisat Cooper T52 BMC?, #9 Juan-Manuel Bordeu Lola Mk2 Ford, #3 settling into his car Pater Arundell Lotus 18 Cosworth and the rest (unattributed)

‘Finally we came to the race of the day, with weather conditions perfect and twenty cars lined up on the grid, the only non-starter being de Beaufort, whose Climax engine was beyond repair…The race was to be run over 20 laps, a distance of 228.340 kilometres and the start was perfect, with Bonnier just leading the field towards the first corner. At the end of the opening lap the first nine cars were so close that it was relatively unimportant who was leading, though in fact it was Graham Hill in front of Bonnier, with Herrmann, von Trips, Gurney, Ireland, Surtees, Brabham and Clark following.

With the track nice and dry for the first time this little lot were really motor racing, the standing lap being in 4 min 24 sec, and the first flying lap in 4 min 15.1 sec (virtually 100 m.p.h. average). Bonnier led on lap two, von Trips on lap three and Clark on lap four, while the others were nose-to-tail in varying orders, there being no signs of a procession beginning as yet. With the exception of Clark and Taylor, who had just driven in the Junior race, none of the others knew anything about the circuit in the dry, so we were witnessing, in effect, the first really serious practice session, and it was really serious. While Trevor Taylor was a bit out of his depth in this race, only his second with an F2 car, Clark was really profiting from his Junior race and his progress on the first few laps was 9th, 6th, 3rd and 1st, and having got the lead he drew away steadily, driving most beautifully, setting a new lap record at 4 min 08.0 sec.’

Clarks’s Lotus 18 Ford during his victorious run in the FJ race, he won from two other Lotus 18’s- Aussie Steve Ouvaroff and Lotus teammate Trevor Taylor (unattributed)

‘Meanwhile the rest of the runners were learning the circuit in the dry, and Herrmann led von Trips, Bonnier, Gurney, Graham Hill, Brabham and Ireland, while Surtees was having gear-change trouble and dropping back a bit, to be caught by Phil Hill in the front-engined Ferrari. Then came Lewis all on his own, having outstripped the rest of the private owners, but not quite fast enough to keep up with the works drivers, and already Schlesser had fallen out with crankshaft trouble. On lap six von Trips passed Herrmann once more and Graham Hill passed Gurney, but on the next lap Gurney was in front again, and at the end of the field Bianchi retired with a broken oil pipe and Seidel gave up as he thought his shock-absorbers were not working.’

On lap eight Clark had 1/2 sec lead but Herrmann was back in second place and Phil Hill had moved up a place into ninth position ahead of Surtees, and still the first ten cars were all pressing on at unabated speed. On lap nine Clark began to get worried about rising water temperature, for there had been signs of a head gasket leak on the starting line, while Herrmann and von Trips were now getting into their stride and the Ferrari brought the lap record down to 4 min 07.5 sec, and for the first lap since the start of the race there was no change in the order anywhere through the field. Halfway round lap 10 the leading Porsche and the rear-engined Ferrari were gaining rapidly on the Lotus and as Clark finished his tenth lap he drew into the pits, just as Herrmann and von Trips went by. In a flash the next eight cars were past, while water was poured into the Lotus and Clark restarted in tenth place, for Lewis also drew into the pits to retire with two broken main-bearing caps and a ruined crankcase. Behind the leading bunch came Trintignant, Taylor, Gregory, Gendebien, Laureau, Barth and Cabral in that order but spaced out.

Having got the lead Herrmann really flew and lapped in 4 min 07.0 sec, but von Trips was not giving in and two laps later recorded 4 min 06.4 sec and closed on Herrmann, and the two of them were now leaving Bonnier behind, who was being followed by Graham Hill and Gurney, who were changing positions continuously, and behind them came Phil Hill and Ireland, also chopping and changing places, while some way back Trevor Taylor had got in front of Trintignant. On lap 11 Brabham gave up with a split head gasket, never having been in the picture, and Surtees was slowing visibly, his continual gear-selection trouble having caused missed gears and subsequent bent valves.

On lap 13 von Trips was only a few lengths behind Herrmann’s Porsche, on the next lap he was right on his tail and he stayed like that for two more laps, while the two of them drew 16 sec ahead of Bonnier, but Graham Hill and Gurney were urging each other along and were catching Bonnier. On lap 16 Herrmann did 4 min 06.0 sec, but on lap 17 von Trips replied with 4 min 04.7 sec and sailed by into the lead, and the Ferrari really showed its possibilities by pulling out a 11/2-sec lead over the Porsche. Graham Hill and Gurney were still passing and re-passing and were now up with Bonnier, while Ireland and Phil Hill had not yet settled their battle.

On lap 15 Trevor Taylor had retired at the pits when a cam-follower had broken and on lap 16 Surtees had run wide on a corner trying to take it in a high gear to save the trouble of sorting the selectors out, and had spun on some loose gravel and stalled. Clark was still running, but a long way back from the leaders, and most of the tail-enders had been lapped. The rear-engined Ferrari was now safely in front and von Trips was making no mistake and he finished the 20 laps nicely ahead of Herrmann, having thoroughly trounced the Porsche team on their own doorstep. On lap 19 Graham Hill got into third place, but on the last lap Bonnier got by him down the straight and led him over the line with Gurney right behind them, and a little way back Phil Hill led Ireland on the penultimate lap only to be re-passed yet again on the last lap.

For once this had been real motor racing, with the first seven cars all going as hard as they knew how for the whole race, and if this was a foretaste of 1961 Grand Prix racing then no-one is going to be disappointed. Dan Gurney summed up this excellent race very nicely when he said : “I’ve never had to drive so hard in my life just for fifth place”. DSJ.’

Beautiful shot of Surtees Lotus 18 on the cobbled pave of the Oporto streets (LAT)

Surtees further showed his mettle at Oporto, the Portuguese Grand Prix held on 14 August.

In only his third event in 2.5 litre Grand Prix cars he put his Team Lotus 18 on pole on the unfamiliar challenging portside/coastal circuit.

Surtees lost out in the early skirmishes as Dan Gurney’s BRM P48 grabbed the lead, but he soon overcame Stirling Moss, Lotus 18 Climax – returning from injuries sustained at Spa – to run 2nd. The Lotus then closed on Gurney and was poised to challenge for the lead when the BRM hit engine trouble. Moss now moved forward and started applying pressure to Surtees, only to have to pit for a plug change on his Lotus 18. That left Surtees comfortably clear of reigning world champion Jack Brabham.

But Surtees had been battling with a fuel leak and, eventually, his petrol-soaked feet slipped off the pedals. The resulting incident burst the Lotus’s radiator and forced Surtees out of the race, but he looked at home up front of the field, which is rather where he belonged!

Another shot of Surtees on the run at Oporto (B Cahier)

Did you say the motel was to the left or right? Surtees on the road @ Riverside 1960. Lotus 18 Climax (Getty)

With his motorcycle commitments the only other F1 championship appearance for the great Brit that year was at Riverside, site of the 1960 US Grand Prix in late November.

There he qualified his Team Lotus 18 6th but spun and was collected by teammate Clark causing John’s retirement. Clark soldiered on using the nose cone off Surtees car! Stirling Moss won the race in the Walker Lotus 18, the fastest combination of the year- and noting Moss’ monster accident at Spa in June which outed him from mid-June till late November.

Surtees made a huge impact in his first season in cars- he was off to UDT Laystall for 1961 on an inexorable rise which took him via Lola to Ferrari in 1963 and a world title in 1964. Click here for an article on his Ferrari 158 championship year;

https://primotipo.com/2014/11/30/john-surtees-world-champion-50-years-ago/

Etcetera: Denis Jenkinson’s description of the wild Solitude road circuit…

‘The starting area is wide and level and a short straight leads into a series of four left-hand bends, they can be taken in one complete arc, to form a very large-radius hairpin, “Glemseck,” turning the direction of the road through 180 degrees. Between the start and the first corner are the pits, intelligently placed at an angle to the main track, the first pit being some 20 feet from the edge of the track and the last one being about 10 feet from the edge, thus allowing everyone in the pits a fairly unobstructed view and making a very large wedge-shaped pit area.

After turning through 180 degrees the road climbs steeply up the side of a hill, round a very tight hairpin to the right, “Hedersback,” and on up the hill on a gradient of nearly 1 in 61/2, levels out a bit on a left curve and then climbs up round a fast right-hand curve to the top of the hillside. Here it takes a long fast left-hand bend over the brow, “Frauenkreuz,” and down the other side, followed by another very fast downhill right-hand curve, and drops over a sharp brow to plunge down into a sharp left-hand corner, in thick woods. As the road levels out here this corner can be taken faster than imagined for the sudden cessation of losing height as you hit the corner means that the car gets a terrific downward thrust from its own weight, helping the cornering power of the tyres. From here the road is more or less level and to all intents and purposes is straight, although in actual fact there are two left-hand curves, but these are flat out. This ends in a very sharp right-hand hairpin that drops downhill to a lefthand hairpin that continues to drop downhill and is followed by a short straight rush down to a lake.

Here the road turns sharp left round the edge of the lake and from here to the start the road runs along the bottom of a valley and is flat, but by no means straight. From the lake to the starting area there is a series of fast and slow corners, running through woods with a high bank on the right. This is the most difficult part of the course, for so many of the corners look alike and all are rather similar as regards surroundings, making them difficult to identify, and for 31/2 kilometres after leaving the lake, on this home stretch, there is no straight and the car has to be whipped from one lock to the other. The last of this long series of swerves is a left-hander which brings you out of the woods and onto the short pits straight.

The circuit measures 11.417 kilometres to the lap (approximately seven miles) and contains just about every situation one could wish for in a racing circuit, and the whole thing is on normal public roads, closed for the occasion of racing, and sports cars lapped it at 150 kph (approximately 93 mph).’

Innes Ireland clipping the grass for the Solitude organisers during his victorious run during the 1961 GP- his works Lotus 21 Climax won from Jo Bonnier’s Porsche 718 and Dan Gurney’s similar car. Here he leads Jack Brabham Cooper T53 Climax not long after the start. The fast, open, wooded terrain of the circuit shown in this marvellous shot (Sutton)

Bibliography…

Solitude GP race report by Denis Jenkinson in MotorSport August 1960, Autosport, oldracingcars.com, Australian Motorcycling News article by Don Cox, ‘Motorcycle GP Racing in The 1960’s’ Chris Pereira, F2 Index

Photo Credits…

Getty Images, LAT, Sutton, Bernard Cahier, Australian Motorcycle news

Tailpiece: Likely Lads- Ireland, Clark, Surtees and Chapman, what an array of talent! Team Lotus, Oporto, Portugal 1960…

Finito…

	Nogueira on Ferrari 512S Three…
	BS on Ferrari 512S Three…
	BS on Ferrari 512S Three…
	McCarthy, Andrew on Ferrari 512S Three…
	Ferrari 512S Three… on Ferrari 512S…

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