Archive for September, 2018

(S Wills)

Stirling Moss was at his impeccable best in his works Maserati 250F in winning the 1956 Australian Grand Prix held over 250 miles at Albert Park, 2 December 1956…

With six laps remaining it suddenly rained and it was only then we saw what a true master Moss was- controlling his slipping and sliding car on the treacherous track with sublime skill.

Stirling is probably being interviewed by a journalist, or perhaps he is attending to an autograph? Known for his love of sleek cars, it is said he was not averse to sleek women. We think the young lady at right is his current friend. Does anyone have any clues as to her identity? What about the Moss wrist-watch, a distinctive part of his race apparel at the time- can any of you horologists advise us of make and model?

In the photograph below he may have been telling Reg Hunt, fourth and first local home in his 250F, how easy it was. Reg is already in street attire whilst Moss has not had a chance to change. We know the curly, dark headed boy is John Calligari, but who is the partially obscured driver on Reg’s left?

Look at all the boys, young and old, their eyes riveted on the man of the moment, or more particularly one of the two men of the era…

(S Wills)

Regular readers may recall the first of racer, restorer and author Bob King’s ‘Words from Werrangourt’ article a month ago. Bob has amassed an immense collection of photographs in sixty years of intense interest in motorsport which he is keen to share.

My traditional Sunday offering is a ‘quickie’- a few words and an image or two. This format will be used to gradually get the work of some wonderful photographers ‘out there’- fear not, there is enough to keep us going for a decade or so. And many thanks to Dr Bob!

Feature on the ’56 AGP…

https://primotipo.com/2016/12/27/moss-at-albert-park/

Credits…

Bob King Collection- photographer Spencer Wills

Finito…

 

‘My signature shot, Jim Clark Lotus 49 Ford DFW and Chris Amon Ferrari Dino 246T. Two of the best drivers of their time. Taken early in my photography journey. Not only is it a record of the 1968 Surfers Tasman race, the pic is pretty well balanced and shows the scenic aspect of the old Surfers Paradise track. I describe in the Tasman book, the trauma experienced in getting to and from the race’ (R MacKenzie)

 

I finally bought the Tasman Cup bible at Sandown a while back, what a ripper book it is!…

 

There are some heavy dudes involved in it. Publisher Tony Loxley has assembled a swag of ‘in period’ talent- journalists, photographers and drivers to contribute, forty in all. I blew my tiny mind when I got it home and penetrated the thick plastic, protective cover to unveil content rich words and images. That Sunday afternoon was completely shot.

At $A95 it’s a snip, nearly 500 pages of beautifully printed and bound hardcover with about ninety percent of the (900’ish) images unfamiliar to me. Mucking around with primotipo I’ve seen plenty of shots in the last four years or so- it was awesome to view a vast array of unseen images, some from the archives of ‘snappers ‘I have met online’ who have kindly allowed me to use their work on my ‘masterpiece’.

Which brings me to Rod MacKenzie’s work.

I’ve used his images before but the material in the Tasman tome is sensational for its compositional artistry. So I gave him a yell and said you choose two photos (Clark and Muir) and I’ll choose two (Gardner and Walker) to showcase the work and support this article. The photo captions are Rod’s, his ‘artists notes’ if you will. We plan some occasional articles going forward, many thanks to Rod.

 

‘Frank Gardner, Brabham BT23D Alfa Romeo negotiates Newry Corner at Longford, Tasmania 1968. Perhaps one of the wettest races i have attended. At least i was taking photos, not driving! This pic has its own appeal, i just pressed the button. Frank’s skills were tested and you can see the race was on public roads with spectataors in the most unsafe areas. Fences were barbed wire, no run-off and badly cambered roadway.’ (R MacKenzie)

 

Rod writes about his work…

‘We all have favourites.

In over fifty years of motor racing photography some of my earlier photos remain dear to me.

However, the photos were not quite as important as the spectacle of close racing between highly skilled ‘pilotes’ in competition with their cotemporaries.

They at the time were the source of income to attend the many race circuits and were sold to magazines in Australia and overseas.

Now the photos have become most important.

These photos are now historical records of these men and some women whose exploits have been written about and add reality to reports and clarity to memories.

I also endeavoured to photograph many of the competitors ensuring not only ‘the stars’ were captured.

Without the photos, memories become clouded and distorted. Not by intent, but by the passage of years.

My photos of several Tasman Series spent some time in the proverbial shoebox during a period of having a new family to bring up.

They were revisted to be included in two books (so far) from Tony Loxley of ‘Full Throttle Publishing’ about Formula 5000 and The Tasman Cup and have been included in many other books now. I have released some of the photos on social media and they are still appreciated judging from some of the comments received.

I take pride in my photos as i try to add ‘something’ above and beyond a picture ‘of a car on asphalt somewhere’. A good black and white photo in my view is more difficult to produce than a colour photo and just suits the history of races.

My photos should convey the ‘atmosphere’ of motor sport- the drama, the commitment, the excitement, the humour, the unusual, and the extraordinary when that is possible.

Consequently my shots can be moody and dark, bright and clear, or show incidents capturing moments of drama.

They generally also have content to ensure recognition of the location of the subjects. The content may be from background, the cars, the weather or the occasion.

Together, Mark Bisset and i plan a small series of ‘favourites’ chosen between us from my vast collection.

These random photos will continue to appear as time and subject allow, and i also invite you to sample a few more from my http://www.rodmackenziecollection.com/ website and Facebook Group.

Until the next offering, enjoy the photos here’.

Rod MacKenzie

 

‘One of those shots that work even when most things are not right for composition. The car is too far away, the foreground is irrelevant, the background does not relate to much. BUT John Walker, Matich A50 Repco, in a 1973 wet Tasman race came undone at the Warwick Farm Causeway, and used the short circuit to recover. The pic shows how lost he seemed to be!’ (R MacKenzie)

 

This weighty addition to my shelves got me tangentially thinking about what ‘The Essential Library of Books on Australian Motor Racing History’ comprises. I reckon its these works, in no particular order…

.‘The Official 50 Race History of The Australian Grand Prix’ Graham Howard (and others)

.‘Bathurst: Cradle of Australian Motor Racing’ John Medley

.‘Lex Davison: Larger Than Life’ Graham Howard

.‘David McKays Scuderia Veloce’ David McKay

.‘John Snow: Classic Motor Racer’ John Medley

.‘As Long As It Has Wheels’ James Gullan

.‘Phil Irving: An Autobiography’

.‘Jack Brabham Story’ Brabham and Doug Nye

.‘Tasman Cup 1964-1975’ Tony Loxley (and others)

.‘History of The Australian Touring Car Championship’ Graham Howard and Stewart Wilson

.’Historic Racing Cars In Australia’ John Blanden

The above books don’t cover the Repco Racing story in anything remotely approaching full. Two that sorta do are Malcolm Preston’s ‘Maybach to Holden‘ and Frank Hallam’s ‘Mr Repco Brabham’ but both have warts. Malcolm’s is good, mind you, my Repco Brabham Engines buddies say it has quite a few errors. Hallam’s book is 70% insight and 30% arrant bullshit, but you need a fair bit of Repco knowledge to separate, page by page, the gold from the crap. I’ve stayed clear of marque specific books- Catford on Elfin and King on Bugatti for example, as I’m trying to get spread of topics from a small number of books not a long list of works…

I’m really interested to hear from you all on additions or deletions to the list.

The debate isn’t ‘my favourite books on Australian motor racing’ but rather the minimum number of books which most thoroughly tells the history of Australian motor racing. What books should a young enthusiast with limited funds buy is perhaps the filter to apply to your thinking?

Whilst the biographies listed may seem specific- they are, but they also cover heaps of related racing stuff over the period of the subjects life, so have great breadth.

Pre-war Oz racing books are thin on the ground, few were written- in that sense Medley’s and Gullan’s books are gold. So too are the relevant chapters of the ‘History of The AGP’ which provide lots of context in addition to the race reports themselves.

Howard, McKay and Medley were/are enthusiasts/racers who have wonderful historic perspective and deep insight that only masters of subject matter have. Bringing all of the threads about a topic together and drawing conclusions is hard, all have that ability.

All of the books listed are out of print except ‘John Snow’ (Medley still has copies) ‘History of the AGP’ and ‘Tasman Cup’, but all can be obtained with patience on eBay. The only one which is a bit on the exy side is Phil Irving’s book, the prices of which are high given huge global Vincent enthusiast demand in addition to us car guys.

In any event, all debate on the topic is invited, and yes, lets hear of your favourite books as well…

Credits…

Rod MacKenzie Collection

Tailpiece: Bob Muir, Lola T300 Chev, Warwick Farm 1972…

 

(R MacKenzie)

‘Action! Getting close to Bob Muir’s Lola T300 in the Esses at Warwick Farm in 1972. This remains my favourite Warwick Farm location although getting it right was really difficult. There were only a few places that were close enough to warrant an uninteresting background.

So we have the best location, best looking Lola, and a great photo that shows Muir’s speed and commitment at the most difficult section of the ‘Farm’.

Finito…

(Jalopy Journal)

Franz Weis fettles his Chaparral Chev in the paddock prior to the Lime Rock GP, 6 September 1971…

This car has to be the least known of all of Jim Hall’s machines?

The 2J ‘Sucker Car’ frightened the bejesus out of Hall’s fellow Can-Am competitors who leant on the SCCA who banned the car- the combination of fans and Lexan skirts constituted ‘moveable aerodynamic devices’.

Predictably and rightfully Hall told them to go and shove it, after all, he had shown SCCA officials the car before the team raced it and said officialdom had pronounced it legal. It was such a shame because that single action in some ways tore the heart out of the series by removing its most interesting team and the ‘anything goes’ principle which made the Can-Am great.

In any event, into 1971 the Rattlesnake Raceway boys didn’t have much to do so dusted off a chassis built by Don Gates at Chevrolet R&D in 1966- the ‘GS-111’ which was intended as the basis of a Chaparral Indy entry.

This never happened as Chaparral were up to pussy’s-bow with Can-Am and World Sportscar Championship commitments at the time and as a consequence the single-seater languished in a corner of the teams, Midland, Texas base.

Car appears built with low drag in mind, tiny front winglet, rear wing integrated into rear body. Chev engine appears well forward, up and over exhausts and dry sump tank clear- weird vertical brackets at the rear, DG300 Hewland ‘box assumed (Jalopy Journal)

So Franz Weis, Hall’s mechanic, engine builder and test driver dusted the chassis off and turned it into an F5000 machine which he raced in the final two 1971 rounds of the US SCCA L&M Continental F5000 Championship at Brainerd and Lime Rock in August/September.

At the Minnesota GP weekend at Brainerd on 15 August David Hobbs was on pole in his McLaren M10B Chev with a time of 1:31.739, with Franz back in 21st spot on 1:39.973 in a grid of 30 cars.

Franz failed to finish his heat with engine dramas after 19 laps and was 22nd in the final completing 47 of the 60 laps with undisclosed problems. The race was won by Brett Lunger from Eppie Wietzes and Lothar Motschenbacher in Lola T192 and McLarens M18, all Chev powered of course.

It had been a tough weekend but hardly unexpected even for a well tested car. The guys had three weeks before the final round of the series- won that year by David Hobbs’ Hogan Racing McLaren M10B Chev, to get the car ready.

At Lime Rock he qualified the car 13th in a field of 28 cars with a time of 53.276 seconds compared to the well developed and sorted Hobbs M10B pole time of 50.475 seconds. A collision on the first lap ended the cars short racing career. Hobbs won the race from Sam Posey’s Surtees TS8 Chev and Skip Barber in an F1 March 711 Ford.

The remains of the Chaparral F5000 are said to exist but their whereabouts are a mystery. Hall had unfinished F5000 business of course and became the dominant team fielding Lolas driven by Brian Redman until the SCCA ditched the category at the end of 1976 for a return to Can-Am albeit the ‘F5000’s in drag’ were a shadow of the ‘real-deal’ cars we all loved…

Inboard coil spring/shock- rocker top, lower wishbone, hip mounted radiators, totally different in appearance to anything else on the grid in 1971. It would have been very interesting to see how quick the combination was had the car appeared much earlier in the very competitive season (unattributed)

Further Reading…

Checkout Allen Brown’s summary and photos of the car on oldracingcars.com;

http://www.oldracingcars.com/f5000/chaparral/

Note Allen’s request for information on the detailed specifications of the car, please get in touch with either Allen or me and we can publish such details.

Credits…

The Jalopy Journal, oldracingcars.com

Tailpiece: Franz Weis, Chaparral 2J, Watkins Glen 1970…

Franz Weis eases the brilliant new Chaparral 2J Chev along the pitlane in 1970 (unattributed)

Finito…

image

Wilkie Wilkinson points out the finer points of the Bristol 2 litre six to Marion Skevington at Silverstone, the photo is dated 1 January 1953…

‘twould be interesting to know the Cooper T20’s chassis number, driver and meeting date. Is that a lineup of ‘factory’ C Types behind?, Wilkinson was a works Jag mechanic amongst a varied career with BRM and others.

It looks like one of those ‘advertorial’ shots newspapers plonk on page 3 to help get bums on seats come raceday.

Credit…

Evening Standard

(M Bishop)

Geoff Brabham gets the jump from Grace Bros Racing team-mate Andrew Miedecke and Alfie Costanzo at the Hume Weir, Australian National F2 round on 15 June 1975…

Birrana 274 Ford Hart, Rennmax BN7 Ford Hart and Birrana 274 again- Costanzo won that day but Geoff won the series.

In the black helmet at far right on the second row is Ray Winter in the Mildren ‘Yellow Submarine’ still a winner seven years after it first raced in Frank Gardner’s hands in the summer of ’69 Tasman Series.

The high water mark of Australian National Formula 2 racing (1.6 litre, DOHC, 2 valve- which effectively mandated the Lotus Ford twin-cam engine- the ducks guts version was the Hart 416B circa 205bhp injected variants) was in 1974 when an infusion of sponsorship dollars from shirt manufacturer Van Heusen resulted in an influx of drivers stepping up into the class and/or acquiring new cars.

Geoff Brabham during wet Oran Park practice in 1975. Birrana 274 Ford/Hart. No F2 championship round that year held at OP (oldracephotos.com.au)

Guys like Leo Geoghegan, Enno Buesselmann, Bruce Allison, Ken Shirvington, John Leffler, Chas Talbot, Wolfgang Prejawa with Sonny Rajah jetting in from Malaysia and Graeme Lawrence did a round or two from NZ. In some cases drivers ‘stepped down’ from F5000- Bob Muir, John Walker, Kevin Bartlett and Max Stewart to name a swag. For the sake of clarity Leo was an established ace- having finally won the Gold Star, the national drivers championship he deserved in 1970, he retired and then did a ‘Nellie Melba’ and returned to drive Malcolm Ramsay and Tony Alcock’s new Birrana 272 in mid-1972.

An absolute corker of a 1974 series was won by Leo in the ‘works’ Grace Bros sponsored Birrana 274 Ford-Hart in a closely fought battle with the Bob and Marj Brown owned Birrana 273 raced by Bob Muir and Leffler’s ‘tricky-dicky’, superb, variable rate suspension Bowin P8.

Sex on Wheels. John Leffler’s John Joyce designed Bowin P8 Ford-Hart at Sandown’s Dandy Road during the 1975 Tasman meeting, DNF suspension (B Keys)

Predictably in some ways the Van Heusen money ended up supporting ‘taxis’ in 1975 despite the great show put on by the F2’s in 1974. All the same, the 1975 championship was a good one given all the newish cars about.

Into late 1974 or early 1975 Costanzo bought Leo’s championship winning car- and in that ’75 season gave his career the shot in the arm it needed after running around in an old Elfin 100 Mono F2 for way too long. I think Alfie did travel to Italy seeking a drive in the late sixties, without success- imagine if he had popped his bum into the right car back then rather than a decade later at the end of the seventies when Alan Hamilton’s Porsche Cars Australia finally gave him the drive he deserved- the ex-VDS/Brown Lola T430 Chev F5000 and subsequently the McLaren M26 Chev and Tiga Formula Pacifics into the early eighties.

Miedecke, Rennmax BN7 Ford/Hart in the Calder paddock 1975. It was a small, neat bit of kit- conventional but for the chassis as per text. Uncertain if this is the first or second of the two Calder rounds won by Miedecke and Costanzo respectively (oldracephotos.com.au)

Brabham and Miedecke stepped up from Formula Ford- a Bowin P6F and Birrana F73 respectively, retaining their Grace Bros support which helped fund far more sophisticated and expensive cars than their FF’s. Geoff took the obvious choice in acquiring a Birrana 274- a low mileage, late build car from Neil Rear in WA whilst Andrew sought the ‘unfair advantage’ with a new Rennmax- the BN7 from Bob Brittan’s Sydney workshop.

In fact it wasn’t that edgy a choice really as his car was a refinement of Doug Heasman’s BN6 which hit the track about 12 months before- the speed of which was proven by Bob Muir in one or two races in the car before he got the Brown’s Birrana ride at Enno Buesselmann’s expense.

This photograph shows clearly the middle monocoque and front spaceframe sections of the ex-Miedecke BN7 recently (via R Bell)

 

Apropos the above- chassis front section (via R Bell)

The BN7 design was different to the paradigm of the era in having a monocoque centre-cockpit section and spaceframes both front and rear- the more usual approach was an ally mono from the front ending in a bulkhead aft of the drivers shoulders with an ‘A-frame’ at the rear to carry the engine and suspension.

Both the P8 Bowin and Rennmax were wedge nosed designs with side radiators whereas the Birranas and Elfins (works 622 as raced by Walker and 630) followed the ‘Tyrrell’ bluff nosed approach with a front radiator.

Amaroo Park 1975. Brabham Birrana 274, Winter Mildren Sub, Miedecke Rennmax BN7 and Hong Kong’s John McDonald Brabham BT40. Brabham won from McDonald and Winter (unattributed)

 

Paul King in the foreground beside his Birrana 374 Toyota F3, whilst Ray Winter strides across the track. His car is the famous Mildren ‘Yellow Submarine’ Ford-Hart ex-Gardner/Bartlett/Muir. The guys had a territorial dispute after Paul got a blinder of a start and Ray attempted to assert F2 superiority into the first corner. Hume Weir 1975 (M Bishop)

In a year of strong competition between Brabham, Costanzo and Miedecke Geoff took the title with three wins at Amaroo, Symmons and Phillip Island from Alfie with two wins- Hume Weir and Calder and Andrew, who won the first Calder round in May. Arguably the quickest of the trio was Costanzo but reliability was a little lacking on both his and Miedecke’s part.

With my new drivers licence I no longer had to rely on my reluctant dad to cart me around to race meetings- I saw the Calder, Sandown and Phillip Island rounds that season and well recall a chat with Geoff and Peter Nightingale, his mechanic/engine builder, after the final ‘Island round in late November which Brabs won in fine style.

He had his ‘tail up’ in his modest way and was looking forward to taking on the world in Europe.

Doug Heasman, Rennmax BN6 Ford from Peter Macrow, Cheetah Mk6 Toyota, Hume Weir, date uncertain (M Bishop)

Interest was added to the series with lady racer Sue Ransom doing some events in Leffo’s Bowin P8 Ford/Hart- I pissed myself with laughter watching him pop her Willans six-pointer on at Calder, he was far more judicious with the crutch straps than he would have been with a fella. In those days the two lady-quicks were Ransom and Christine Cole/Gibson, I always thought it a shame Sue didn’t race the Bowin for longer than she did. Leffler himself did a round or two in Paul England’s Brabham BT36/Dolphin in amongst his Bowin P8 Chev F5000 commitments- the Brabham/Dolphin was also raced a couple of times by Tony Stewart- a talent lost.

Other drivers who added colour were Ken Shirvington, Chris Farrell, Enno Buesselmann, Doug MacArthur in the Lola T360 Bartlett and Lawrence had ‘guested in’ the year before when it was imported and owned by Glenn Abbey- and Ray Winter still pluggin’ away in The Yellow Sub, albeit substantially modified by Mawer Engineering.

Brian Shead, Cheetah Mk5 Toyota ANF3- Mk5 the prettiest and one of the most successful Cheetahs of all- amazing what Shead produced from that little ‘shop in Mordialloc (M Bishop)

The quicker of the 135bhp ANF3 cars (1.3 litre, SOHC or pushrod engines on carbs) could always give an average driven 205bhp F2 a run for its money, dudes like the two Brians- Shead and Sampson, Paul King, Peter Macrow and Dean Hosking to name several who extracted all these little cars had to give.

(M Bishop)

I’ve no idea who the ace felling a ‘pine plantation’ at Hume Weir is, I’m intrigued to know? Ditto the car.

(M Bishop)

What about the career trajectory of the 1975 F2 protagonists you ask?

Miedecke did another F2 year in the BN7 in 1976, Costanzo acquired a Lola T332 F5000 and was immediately quick in it against the established 5 litre aces whilst Brabham headed off to Europe for a couple of Ralt RT1 Toyota F3 seasons before launching his pro-career in the US.

Etcetera…

Geoff Brabham Birrana 274 leads a group of cars up the Calder return to the paddock road- remember that setup? Peter Macrow’s Mk5 Cheetah and Paul King’s Birrana 374 behind. Geoff’s chassis, ex-Neil Rear was ‘274-018’, it was then bought by Ray Winter to replace the Sub but if memory serves he had a huge accident in it, Lakeside maybe? Now in the Holmes family collection (oldracephotos.com.au)

 

Ray Winter in the Mildren Ford Hart ‘Yellow Submarine’ at Oran Park circa 1975 (B Williamson)

 

 

 

 

Photo Credits…

Mark Bishop, oldracephotos.com.au, Bruce Keys, Ray Bell on The Nostalgia Forum, Bob Williamson

Tailpiece: Graeme Crawford, Birrana 273 Ford F2- he won the national title in this car in 1976- from Brian Shead’s self built Cheetah Mk5 Toyota F3, Hume Weir 1975…

(M Bishop)

Finito…

 

 

image

Jim Clark races his Lotus 49 Ford through the daunting dives and swoops of the Ardennes Forest in 1967…

He popped his dominant Lotus 49 on pole, then led until a stop to change plugs. Dan Gurney took a famous win in his Eagle Mk1 Weslake thereby joining the club of which he Jack Brabham and Bruce McLaren are the only members- drivers who won a championship Grands Prix in a car of their own manufacture.

Credit…

Rainer Schlegelmilch

(WFFB)

Despite being in the middle of built up Sydney, Warwick Farm had its bucolic elements…

And there is nothing more quintessentially country Australian than a windmill- here as a backdrop for Leo Geoghegan’s Lotus 59B Waggott prior to the 1971 Tasman round on 14 February.

Frank Gardner’s Lola T192 Chev was victorious that weekend, Leo succumbing to ignition problems. The Lotus was kind to him though, he won the 1970 Gold Star in it with wins here and at Mallala- with the F5000’s about in the Tasman rounds the competition was a bit tougher though.

Geoghegan’s 59B in the Oran Park paddock during the September 1970 Gold Star weekend which he won from Garrie Cooper’s Elfin 600D Repco and Bob Muir’s Rennmax BN3 Waggott. Love the knock on wheels, radiator nostrils and distinctive air exit ducts. Bob Holden’s Ford Escort Twin-Cam behind (K Hyndman)

Dave Baldwin designed the spaceframe 59 as Lotus Components’ 1969 F3 and F2/B customer racing cars, there were a few Formula Fords too. Guys such as Emerson Fittipaldi, Mo Nunn, Roy Pike, Dave Walker, John Miles, Max Mosley, Graham Hill and Jochen Rindt raced the cars with success.

Shades of the 1961/2 F1 Ferrari 156 of course (P Townsend)

As pretty (and effective) as it is possible to get in its Castrol livery, WF 1970. Note the tail of Leo’s works Valiant Pacer Series Prod car behind (P Townsend)

In Australia the Tasman 2.5 litre Formula 1 (ANF1) was being phased out and F5000 phased in over 1970-71 so Leo Geoghegan saw an opportunity to replace his long lived, much loved, ex-Jim Clark Repco V8 engined Lotus 39 with a 59B.

Geoghegan’s Sporty Cars were Australia’s Lotus importer- it would also have made sense for Leo to race a Lotus 70 F5000 machine, not that it was one of their greatest designs mind you. Leo astutely chose the 59B and installed one of Merv Waggott’s new ‘TC-4V’ 275 bhp, fuel injected, DOHC, 4-valve 2 litre engines into the space usually occupied by a 1.6 litre Ford FVA F2 engine.

In a year of consistency he finally won the national title he had been chasing for years in the 39 Repco.

Leo’s car, chassis ’59-FB-14′ is still in Australia, in the Holmes family collection.

Hewland FT200 5 speed transaxle, big oil tank and hub mounted inboard discs (P Townsend)

Etcetera…

Again at the Farm, 6 September 1970 (D Simpson)

Photo Credits…

(WFFB) Warwick Farm Facebook page, oldracephotos.com.au, Ken Hyndman, Peter Townsend

Tailpiece: Geoghegan and Lotus 59B Waggott on Warwick Farm’s Pit Straight in 1971…

(oldracephotos)

Finito…

Arthur Wylie, Javelin Spl/Wylie Javelin, Rob Roy, date uncertain, possibly 1952 (L Sims)

Bruce Polain, a prominent Australian historic-racer, historian and restorer wrote this tongue in cheek piece about how Arthur Wylie’s radical Javelin Special/Wylie Javelin could have changed the face of motor racing history. Bruce’s full ‘bio’ is later in this article…

‘In addition to my personal motor sport participation, I had for some years been a contributor to the motorsport media and one of the monthly contributions I made actually took over from an old acquaintance, Mike Kable who had moved to a full-time position with the Murdoch Press.  My new task was to assemble ‘Spotlight’ for the first magazine of its type in the country – ‘Australian Motor Sports’. Initially edited and published by Arthur Wylie, a well known driver and enthusiast, it is a collector’s item these days.

I also took photographs such as this cover shot of Ray Kenny driving Barry Collerson’s Lago Talbot T26C at Castlereagh Airstrip.

 

 Spotlight was fun as I made it my business to collate about forty snippets of information for each monthly edition of the magazine.  This meant my phone was often busy as I chased up the same number of informants.

 

My association with both Jowetts and Arthur Wylie was the catalyst that created an interest by me to purchase a racing car built by Arthur some fourteen years prior with support from the importers of Jowett. It used a Jowett Javelin engine that was supercharged but it was far more innovative than that, as the construction placed the engine behind the driver.  This was in the period when the only other post war race cars with a rear engine, used motor cycle engines. However, while the Wylie project was quite different to local thoughts, it was not in contravention to that permitted within Grand Prix car rules.  Furthermore, the rules at the time allowed engines up to 4500cc normally aspirated.  Or if supercharged, the engine capacity was limited to 1500cc – this latter was the concept that Wylie used. As it eventuated I purchased the supercharged Wylie Javelin in March 1963 and retained ownership until September 1997 and during that period it was actively used with many successes.

Bruce Polain with Arthur Wylie in his creation at Amaroo Park in 1976 (Polain)

 

However, it was at the 1988 Australian Bi-Centennial Meeting at Oran Park where the s/c 1500cc Wylie Javelin, built in 1950, had its first encounter with a Grand Prix Ferrari with an engine capacity of 4500cc. The latter being the actual car that won the British GP in 1951 when driven by the Argentinian driver Jose Froilan Gonzalez and it was still coloured in French Blue, as it was when raced by Louis Rosier in 1952.

 

It brings to mind the ‘wotif’ or ‘if only’ situation.

 

 

For instance, in Australia, during 1950 we had Wylie, an experienced race driver/engineer building a most innovative rear engined car that would likely fit the specifications for the Grand Prix Cars of the period but the car did not leave Australia as neither the thought nor the finance was considered.

 

Therefore, while the ‘if only’ situation of an Aussie Special contesting the 1951 British GP was never an issue, the possibility of such a contest could now be staged at Oran Park some 37 years later as both the subject cars were entered. On one hand we had the GP winning Ferrari in the capable hands of its current owner, Gavin Bain of N.Z. who expended huge effort creating a beautiful restoration which included repurchasing back from Australia the original V12 engine where it served time in Ernie Nunn’s record breaking speedboat – after Frank Wallbank of Auburn had remanufactured a new crankshaft and 12 con-rods. On the other hand the Wylie Javelin had also been well prepared for this event.

 

What an opportunity to revisit the past?

 

On the day, and in in a series of races for quite a number of historic cars, there was also ‘a race within the race’ – that of the Ferrari and the Wylie Javelin.  In short, a re-run of the ‘wotif’ British GP of 1951.

The day was incredibly hot – so I drained the radiator water and replaced it with 100% coolant.  Plus, each time we returned to our pit, my sons-in-law crew (Mark Woolven and Craig Middleton) had buckets of water to pour over the radiator to obviate after boiling – and it worked.  Despite the conditions the WJ ran like a clock. The two cars met on four occasions and in the first instance the Ferrari was in the lead – however then the Wylie Javelin increased its pace and for all starts the W.J finished narrowly ahead of the Ferrari. Such a result begs conjecture as to what would have been the case if, in 1951, Arthur and the Wylie Javelin had somehow made it to the British GP – would the rear engined revolution have started earlier?

 

Actually, because of limited funds the Javelin was not raced in the early years, but was hill-climbed successfully.  However, it did appear in the 1953 AGP at Albert Park and ran in sixth position until a spin resulted in the loss of three places, which position it held to the end.

Polain from Bain at Oran Park in 1988 (Polain)

 

We know that years later, Jack Brabham driving a rear engine Cooper finished sixth in the 1957 Monaco which signified a change, later confirmed by Stirling Moss in a similar car winning the 1958 Grand Prix in Argentina.   Clearly, Arthur Wylie was well ahead of his time. Sadly, neither the Wylie nor the Ferrari are likely to meet again as both cars have been sold – The Ferrari to England and the Wylie to South Australia where it sees little active use – its current role is as a display feature at a winery.

 

There was another car at this meeting that I had previously owned – the Maybach 3 (or 4 dependent upon who you talk to), photo below.  It was also a dominant car being powered with a 400 hp Chevrolet V8 and had achieved many successes in days gone by and had come from West Australia to compete.  Lucky for us the circuit did not suit the Maybach’s gearing and once again the W.J. prevailed…

 

(Max Stahl)

 

Bruce Polain…

 

Bruce Polain was a month old when his father carried him across the Sydney Harbour Bridge on opening day. His first involvement with motor sport was visiting Foleys Hill aged 16years 10months while on his ‘L’s, he first raced at Mount Druitt in his MGTC – when racing was only up and down the strip. After Mount Druitt was extended, he was part of the Daniel/Spring/Polain entry in the 1954 24 hour race where they won the open (sports) category.

 

Immediately thereafter he left for the UK season as spanner for Mike Anthony in Mk6 Lotus – Mike was number three and Colin Chapman drove the leading team car.  This was in the days when Chapman had a day job and Lotus was operating out of a single car garage at the back of his father’s pub. He attended the UK meetings with the Lotus and all the F1 meetings, plus the Le Mans 24 hour and Rheims 12 hour on a Harley Davidson.

 

After arrival back in Australia in 1955 he joined Manly Warringah Sports Car Club holding numerous committee positions and promoted regular Foley’s Hill events, 24 hour trials plus probably the most successful Schofields Race Meeting.  He inaugurated the Mona Vale Sprint and represented the club at CAMS State Council. He was appointed CAMS Noise Panel Chairman and awarded life membership by MWSCC.

He raced a Jowett Javelin at Bathurst 1957 plus innumerable club events which generated his interest in the Jowett based Wylie Javelin, which he purchased in 1963 in very sad condition. After being rebuilt over the years much work resulted in many successes- example Geelong 13.2  Silverdale 39.16. He eventually sold the unique car in 1997.

 

Into the eighties Bruce created and then ran on multiple occasions the ‘Seaforth GP’ which took racing cars to the streets of Seaforth (on Sydney’s North Shore) for three 2.35 km laps. It was an amazing promotion with free entry for driver’s and spectators and always plenty of media coverage on all four local TV networks.

 

As Stephen Dalton observed in contributing this – ‘appropriate to combine AMS and the Wylie Javelin as one’. Indeed! Photograph is of Arthur lined up for the 18 July 1953 Fishermans Bend quarter-mile sprints (S Dalton)

 

Apart from salvaging the Wylie Javelin from destruction Bruce purchased the ex-Paul England Ausca chassis/body then sourced wheels, Repco Grey engine/gearbox and diff to bring the car back to life, winning at Amaroo in its first appearance. He purchased the ex-Barry Garner Rennmax in bits and again rebuilt it, as well as a Ginetta GT4, began the process for the Thompson Ford and also campaigned a very early Mallock U2. In 1983 he purchased one of Australia’s great racing cars, the Repco Research built Maybach 3 from Lance Dixon. The car was substantially reconfigured by Ern Seeliger after Stan Jones and Repco put it to one side with Stan’s purchase of a Maserati 250F- Ern replaced the Maybach six with a Chevrolet small-block V8, De Dion rear suspension and other changes. In Bruce’s ownership  its handling problems were solved with the intention of racing it in the UK in partnership with Arnold Glass where Arnold then living – however the Poms would not accept Maybach’s heritage so the car was sold.

 

In addition to the ‘Spotlight’ snippets in Australian Motor Sport he has contributed race and vehicle reports to Sports Car World, Racing Car News and other magazines – and with the knowledge gained from this pursuit plus the time spent on CAMS State Council has expended much effort on bringing to to CAMS attention many of its deficiencies.  In the interim he was the major contributor to the concept of (non-CAMS) ‘GEAR’ and awarded a life membership. GEAR has now been successfully extended to Queensland.

 

When CAMS closed Catalina Park, Bruce was somewhat disenchanted so formed ‘Friends of Historic Catalina’ $40 entry. John Large, then President of  CAMS was one of the early members) and spent funds on fence repairs, trimming undergrowth and patching tar- then (courtesy of the Navy, another story) painted the Armco battleship grey, the DSR were so impressed they renewed the licence without consulting CAMS (another story). The circuit was then used for lap dashes for another ten years. When the period for review came, CAMS (although invited, another story) did not officially turn up and that is why the circuit was closed. These days the circuit’s closure is said to be due to indigenous or noise reasons but Bruce claims that is incorrect, as at the time it was just the normal 10-year reassessment, as required under the Local Government Act, that applies to many council operations. That years later, council assigned the area to an Aboriginal Group was not the issue at the time- that latter decision was merely to devolve themselves of the responsibility of maintenance which automatically occurred whilst there was income from motorsport.

 

Professionally he has served decades as a shipping traffic manager, property developer, grazier and executive accommodation operator.  Married since 1960 to Tilli – one son and three daughters – Currently writing his memoirs which may put a new slant on CAMS History given that the current CEO rejects consultation.

 

Javelin Special Technical Specifications…

As reported in-period in MotorSport

 

 

Changes to the cars specifications from the above include a Marshall M200 supercharger, replacement of the Norton gearbox with a close ratio Jowett box which drove through a Ford differential with open driveshafts,. Early in the cars life the swing axles were replaced by a De Dion rear end and torsion bars donated by a Javelin.

 

(ACCM)

Bruce with plenty of interest (above) at a race meeting in the mid-nineties. Inherent design brilliance clear- mid-engine, Jowett low flat-four aluminium crankcase, cast iron head 1486cc, OHV, two-valve engine, its only the supercharger which makes the motor look ‘big’. Ron Reid’s Sulman Singer trailer in the background an ever-present member of the Oz historic scene for decades (still is, the car is now in his sons hands)

(ACCM)

Grainy photograph above shows SU carb at top-left, supercharger and inlet manifold. Standard Javelin heads were modified to allow the exhausts to exit to the rear.

(ACCM)

Photo above included to show the cars wonderful lines- and a great overhead shot of the suspension. You can see the De Dion tube, exposed axles and twin radius rods. At the front you can see the transverse leaf spring. Twin-fuel tanks, one each side of the driver, whopping big steering wheel and left hand change for the four speed Javelin close-ratio gearbox.

(ACCM)

Three little shots above.

To the left shows the chain drive from the crank to blower. In the middle a clearer one of the front suspension which comprises top transverse leaf spring, lower wishbones and co-axial shocks. Front radiator is clear as is the ‘semi’-spaceframe chassis. The far right shot is rear suspension detail- to the right the De Dion tube and to the left the open driveshafts/axles from the Ford differential.

In terms of the rear suspension, Bruce comments; ‘The torsion bar rear end was very clever- the two torsion bars (one either side) run alongside the chassis tubes with the ride height adjustment at the end- all of it was ex-Javelin and standard. As built it would have been fine on those rough circuits but for the later hot-mix variety I softened the suspension with positive results. I took a couple of leaves out of the front transverse spring and ground about thirty thou off the two rear torsion bars- it worked fine’.

The two two photos below ‘bring it all together’.

The first shows the chassis devoid of bodywork and the two side fuel tanks. It shows the two main chassis tubes and additional structural elements, can we call it a ‘semi-spaceframe’?

(SCW)

 

(SCW)

The other shot above reveals the key mechanical components and their justaposition- Jowett engine and four speed gearbox with the shortest of prop-shafts joining a Ford differential. Open axles and De Dion tube with two forward radius rods each side. Neat, clever, simple.

 

Arthur Wylie and his (and brother Ken’s) Javelin Special, with Wylie looking suitably nautical- I wonder what yacht club it is, in the 1953 AGP Albert Park paddock. Note attention to detail of the new car with its neat little grille and bonnet badge.

 

‘In Period’ Race Record of the Wylie Javelin…

 

The ‘Javelin Special’ appeared on Jowett agent ‘Liberty Motors’ stand at the 1951 Melbourne Motor Show.

Motor Manual reported that ‘One of the most interesting exhibits at the show…was the first pubic appearance of the Javelin racing car designed by leading driver Arthur Wylie. The little rear-engine car took pride of place on the stand and was painted vivid yellow’.

Wylie was dealing with a few health issues as the car was completed, as a consequence the Javelin’s competition debut was delayed- Stephen Dalton’s research shows he entered three races at the October ’51 Bathurst meeting, listing two different engine capacities, 1499cc and 1501cc to get under and over 1500cc, but did not appear, the reason given was ‘driver with a ricked back’.

The car finally appeared at the Rob Roy Hillclimb, Melbourne Cup Day meeting on 6 November 1951.

He set a time of 27.42 seconds in the first of three runs throughout the day, on one of his runs AMS notes he spun at ‘Tin Shed’ and went across the Spillway backwards whilst feeling the limits of his new car. I wonder if his concerns about the suitability of the swing-axle rear suspension started then?!

During that notable meeting Jack Brabham won his first road-racing Australian title- the 1951 Australian Hillclimb Championship driving his ‘Twin Special Speedcar’ dirt track midget, which, with the addition of front brakes satisfied the scrutineers of its eligibility.

Jack Brabham at Rob Roy during his November 1951 Australian Hillclimb Championship winning meeting ‘Twin Special Speedcar’ (L Sims)

In November 1951 Arthur contested the Victoria Trophy at the LCCA’s Ballarat Airfield meeting, he struggled during the 17 lap handicap race as ‘all his gears had left him except for top’.

He took a class win at Rob Roy in March 1952 and on the  Templestowe Hill that June.

In November 1953, by then with the De Dion tube rear suspension fitted, he took the Under 1500cc record at Rob Roy in the Australian Hillclimb Championship- and was third outright.

Arthur Wylie, Javelin Spl, Rob Roy 1954 (Polain)

That same month Arthur and his brother Ken entered the revolutionary little car in the first Australian Grand Prix held at Albert Park on 21 November. It was the circuit’s first meeting, and notable as the first AGP held in a major population centre or city.

Graham Howard’s ‘History of The Australian Grand Prix’ records that the ‘Most opportunistic start of the field had been made by Wylie’s yellow Javelin, a very accelerative little car, and he strung together a series of openings to be sixth (momentarily fifth) as the field swept through the very fast corners on the opposite side of the lake- and then on the quick left hand kink outside the football ground he lost it and had to wait for most of the field to go past before he could rejoin’.

Lex Davison’s new HWM Jaguar passes the spinning Arthur Wylie on lap 1 of the 1953 AGP, Albert Park (SCW)

Both Wylies drove the car, they managed to finish ninth overall despite a slipping clutch. Bruce observes that the car then had no baffle behind the radiator and in such a long race both brothers suffered from heat exhaustion as a consequence.

The sophisticated nature of the car (below) and it’s unusual appearance drew crowds of people eager to have a look at the Javelin’s secrets, developed as it was by a talented young local.

Sensational 1953 AGP Albert Park paddock shot from the Dacre Stubbs archive. Stunning engine detail inclusive of SU carb, Marshall blower, water header tank, clutch linkage atop Javelin gearbox- and bottom right, one of the two main chassis longerons. Workmanship and attention to detail clear (Dacre Stubbs)

 

Ken Wylie, Javelin Spl ahead of Jack Brabham, Cooper T23 Bristol, Victoria Trophy, Fishermans Bend 1954 (SLV)

Stan Jones ran the car when offered it by the Wylies when his own Cooper failed at Templestowe, Jones took the car to a class record of 61.51 seconds.

At Fishermans Bend in March 1954 (photo above) Ken Wylie contested the Victoria Trophy finishing third behind Stan’s Maybach and Jack Brabham’s Cooper T23 Bristol. In a strong performance Wylie was in second from lap 23 and appeared set to finish in that slot until slowed by tyre wear allowing Jack ahead.

Wheels have it that Arthur drove the car to 3rd in the 1954 Victoria Trophy but it was brother Ken Wylie at the wheel that day

The following week Rob Roy succumbed to the little cars speed, Wylie set a class record with a race report recording that ‘this car is a very consistent performer and shows a clean pair of wheels to many of the larger racing machines in the longer road events’.

The brothers took the car to Orange at Easter 1954 contesting a series of races at Gnoo Blas- second in a 22 mile handicap and victory in the Redex 45 mile scratch race at an average speed of 95mph a good yield for the weekend. The Javelin was recorded at 132mph using a 3.3:1 rear axle.

Arthur Wylie and his steed at Gnoo Blas in 1954 (aussiehomesteadracing)

Wylie advertised the car in his Australian Motor Sports magazine in August 1954 and after listing its successes his ad said ‘contrary to what the armchair experts may say, the car has never blown a head-gasket, run bearings or broken piston rings etc. The car has the original motor’.

The little racer was bought by Arthur Griffiths of Toowoomba who air-freighted the car and trailer from Essendon Airport in outer Melbourne to Brisbane- the trailer was cut in half to fit into the aircraft and then welded back together again upon arrival in Queensland!

Leyburn was close by to Griffiths, success in September 1954 was achieved with a scratch race victory ahead of Rex Taylor’s ex-Whiteford Talbot-Lago T26C. Later in the day Griffiths won in front of Ken Richardson’s Cooper JAP.

Like practically every other racing car in Queensland, Griffiths entered the Javelin in the 1954 Australian Grand Prix held at Southport on the Gold Coast.

Motor Manual reported that ‘Arthur Griffiths…was one of Queensland’s main hopes in the race. For the first two thirds of the race he fought a continuous duel with Doug Whiteford (Black Bess Ford V8 Spl) but within a lap of Whiteford’s withdrawal the Javelin blew a cylinder head gasket forcing him out of the race’, he was in third place at the time. Lex Davison won this dramatic race in an HWM Jaguar.

I wrote about the 1954 AGP at Southport a while back, click here to read about it;

https://primotipo.com/2018/03/01/1954-australian-grand-prix-southport-qld/

Arthur Griffiths, Javelin Spl during the 1954 AGP (Polain)

 

Flat out during the AGP (E Hayes)

It was about this time the car obtained the name ‘Wylie Javelin’, which was thought to more appropriate after the car moved from Wylie ownership although its nickname amongst the racing fraternity was ‘The Goanna’ given the similarities in physical appearance of the reptile and car!

In March Griffiths raised the flying quarter class record at Leyburn from 112.7mph to 117mph but during the June meeting a rear axle failure caused a considerable rebuild- he was leading Geordie Anderson’s  Jag XK120 at the time. The car then passed back to Arthur Wylie in Melbourne before he sold it to Don Gorringe who was the Jowett agent in The Apple Isle, Tasmania.

Gorringe’s first meeting in the little machine was under the Wylie’s supervision- he contested the support events at the 25 November 1956 Tourist Trophy meeting at Albert Park, the wonderful photo below shows the car in the capacious park’s paddock.

(G McKaige)

 

Don Gorringe, Baskerville 1958 (Gorringe Family)

Gorringe had much success with the car and as a notable businessman about Hobart it was not uncommon for Don to drive the racer on the road, it was a quiet place after all!

(Gorringe Family)

I have written about the Tasmanian Youl brothers previously. The young graziers were making their way in motor racing, John was looking for the next step up from his Porsche 356 and in April 1958 acquired the Wylie Javelin racing it at all of the local venues.

He won races inclusive of setting a lap record at Baskerville, won a state hillclimb championship, took the Penguin Hill record- perhaps during the March 1959 meeting which he won, and finished third in the Australian Hillclimb Championship held at the Queens Domain, Hobart in November 1959- Bruce Walton in the Walton Cooper took the win that day, the second of six ‘on the trot’ championships Bruce won.

Youl completely rebuilt the car and commented at the time that it was the best handling machine he had ever driven. After he bought a Cooper T51 Climax to step into national competition the car lay idle for a while but was eventually taken to Victoria by John Sheppard on John Youl’s behalf- and was then sold to Victorian, Bob Punch.

When Punch offered it for sale, frustrated with its reliability, he was considering fitment of a Peugeot engine, it was at this point Bruce Polain came in- the little car was lucky Jowett enthusiast Polain came onto the scene then. The car was never cut and shut or butchered with other mechanicals in an effort to keep it competitive with more modern machines.

The racer continued to live an active life with Bruce a much loved member of the historic scene. It appeared at the first ‘All-Historic’ meeting at Amaroo Park in 1976 with John Youl as guest-driver in the Grand Parade.

In 1984 the Wylie Javelin toured New Zealand and continued to race all over Australia upon its return. In 1997 Bruce sold it, since then, sadly, the car has seen more sedentary use, somehow not right for such a significant and always raced machine…

Don Gorringe at the end of a race at Baskerville ahead of Stan Allen Fiat 1400 Spl with John Youl in the distance aboard the red Porsche 356 (oldracephotos)

Etcetera…

Stephen Dalton very kindly sent through this article on the new car from the June 1951 issue of Australian Motor Sports- before the car had first raced.

 

 

 

There is more- Sports Car World article…

Bruce has found an article about his car way back in 1966, it may be a bit challenging in parts to read but is included for completeness.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Arthur Wylie and AMS Snippets…

‘The pages relate to the 27-28 January 1979 Amaroo Historics meeting, with the Wylies guests for the meeting. A nice insight into Arthur and AMS’ wrote Stephen Dalton.

(S Dalton)

 

(S Dalton)

 

‘A tribute to Arthur Wylie’ 1990 Amaroo Historics Program cover in the style of AMS…

 

(S Dalton)

Credits/Bibliography

Bruce Polain, Australian Motor Sports, (ACCM) Australian Classic Car Monthly October 1996, ‘Historic Racing Cars in Australia’ John Blanden, Eric Hayes, George McKaige, oldracephotos.com.au, Max Stahl, Leon Sims Collection, Gorringe Family Collection, Martin Stubbs and Dacre Stubbs Archive, Stephen Dalton and his collection, Sports Car World

 

Tailpiece: John Youl, Wylie Javelin, Queens Domain, Tasmania, November 1959…

(oldracephotos)

Finito…

fazz 1

(GP Library)

Brand spanking new Ferrari 156, the aluminium body still unpainted awaits its Modena test in early 1961…

fazz 2

(Klemantaski)

Its all happening in this shot.

Its the first track test in April 1961 of the new 120 degree 1.5 litre DOHC, 2 valve V6 which offered a lower centre of gravity to the dominant cars of that year. Phil Hill was crowned World Champion of course, in a year of tragedy for the team, ‘Taffy’ von Trips lost his life at Monza late in the season.

Bending over the car’s nose is Luigi Bazzi, Ferrari’s ‘Senior Technician’ of the time, the large fella to Bazzi’s left is famed ‘panel basher’ Medardo Fantuzzi who made the sexy bodies of these cars and many other Ferrari’s. Carlo Chiti, the cars designer, has his hand in the cockpit. Richie Ginther, ace racer/tester gets comfy before the off. In the hat behind Richie is Romulo Tavoni, Team Manager and leaning against Enzo’s Ferrari 250GT is the chief himself and Phil Hill.

Superb G Cavara cutaway of the jewel like Ferrari 120 degree V6, the key elements of which are beautifully clear

Etcetera…

Rear suspension and bodywork detail at Zandvoort during the Dutch GP weekend in May 1961.

Upper and lower wishbones- the bottom one quite widely based, with coil spring/Koni shocks and an adjustable roll bar.

Cockpits of the day were minimalist- we are a year or so away from leather bound wheels in Ferrari cockpits.

Veglia tach and gauges probably displaying water temperature and oil temperature and pressure. Classic Ferrari ‘open gate’ change to the right which lasted all the way to the semi-automatic paddle-shift boxes pioneered by Ferrari in the 3.5 litre 640 V12 in 1989.

Ferrari 156 at the Nürburgring during the August 1962 German GP weekend, by this stage of things the dominant car of 1961 has been well and truly surpassed by the Lotus 25 Climax and BRM P57- Graham Hill won aboard the latter that weekend,.

65 degree V6 in this chassis, note the spaceframe chassis which looks a bit ‘wonky’ in the length above the cam covers of the engine- Doug Nye christened the Ferrari welders of the day ‘Mr Blobby’ given the finesse and finish displayed. They worked ok in 1961 mind you!

(B Cahier)

Four 156’s were entered at the Nürburgring in 1962, here is the World Champion, Phil Hill. He DNF with suspension failure after 15 laps, Ricardo Rodriguez was the best placed Ferrari driver in sixth, Giancarlo Baghetti was tenth and Lorenzo Bandini DNF after an accident on lap 5.

Credits…

GP Library, Louis Klemantaski Collection, G Cavara

Tailpiece…

enzo

(Klemantaski)

An earlier test than the one above, this chassis fitted with the 65 degree V6. Chiti is at left then the boss, another gent and copiously making notes is famous Ferrari engineer, Mauro Forghieri, then in his early days with the Scuderia. I’m intrigued to know who the mechanic is.

Its a stunning shot of the cars unbelievable lines, their purity complete with the Borrani’s off the car…

Finito…

Holden LJ Torana ad-shoot at Sandown Park circa 1972…

The Tommy Torana is of no interest other than that GMH are promoting a mid-spec Torana-Six rather than the huffin’ and puffin’ 202 GTR-XU1, surely one of Australia’s finest all-round touring-car racers on tarmac and dirt?

Two of Bob Jane’s cars form the backdrop- the Tasman Formula Brabham BT36 Waggott 2 litre and McLaren M6B Repco 5 litre ‘740’ V8 sports-racer. John Harvey raced the Brabham and both Harves and Jano shared the one of a kind, Repco powered McLaren- albeit it was with John at the wheel that the car won the 1971 and 1972 Australian Sportscar Championships.

John Harvey, McLaren M6B Repco, Warwick Farm Esses 1972 (oldracephotos)

Both cars are superb jiggers and still extant, the McLaren still in Australia and owned by Bob (ongoing family litigation duly noted). Jane’s taste in racing cars down the decades has been flawless, his machines included but are far from limited to a Maserati 300S, Jag XKD, Jag E Lwt, Elfin Type 100 ‘Mono’ Ford, Brabham BT11A Climax, Elfin 400 Repco, Brabham BT23E Repco, the Rennmax built Jane Repco, Bowin P8 Repco, Ralt RT4 Ford plus twenty or so touring cars/sports sedans the most mouth watering of which were the Shelby built Ford Mustang, John Sheppard built Holden Torana GTR-XU1 Repco and Holden Monaro GTS350 and Pat Purcell constructed Chevy Monza. Lets not forget the Porsche 956 tho it was a lease deal not a car he owned. I’ve lost touch with exactly which cars he retains but I think the scorecard includes the Brabham BT11A, Ralt RT4, McLaren, Monaro and a 635 CSI BMW rings a bell- be great to hear from those who know.

Many other fellas raced these cars other than Jane- the uber successful businessman put way more into racing than he ever extracted- the tabloid family stoushes of recent decades are a sad final chapter in a great mans life.

Sandown old-timers know this bit of real estate rather well. The racers are facing the wrong way in the pitlane, the models are standing more or less on the spot, depending upon your car, that brakes and a downshift or two into second gear would be considered for the ‘Peters’ or ‘Torana’ (depending upon your era) left-hander and then the blast up the back straight.

Harvey again, Brabham BT36 Waggott, into the WF Esses 1972 Tasman round (unattributed)

Etcetera: Bob Jane Racing brochure circa 1971 from Murray Thomas’ Collection…

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Credits…

Greg Feltham Collection, Murray Thomas Collection

Tailpiece…

 

 

 

 

 

‘When You’re Hot- You’re Hot’ absolutely captured the performance variants of the Torana at the time- the GTR ‘poverty pack’ and ‘ducks-guts’ GTR-XU1. But, at fourteen years old at the time, overall I thought ‘Going Ford Was The Going Thing’! Fords ‘Total Performance’ approach to motor racing globally was intoxicating for a teenaged racing nut- this one anyway!

Finito…