Archive for the ‘Compound curvature’ Category

‘XKD520’ was the seventh production D-type, it was ordered through the ‘Brysons’ Bridge Road, Richmond, Melbourne Jaguar dealership- the two storey glass sided showrooms housed lots of lovely curvaceous Jags and was well known to several generations of Melbourne enthusiasts…

The building is still there but houses ‘Dan Murphy’s’, a national booze outfit these days. The order for the racer was placed in June 1955 by Kew driver/dealer Bib Stillwell, who later recalled: ‘I purchased the car new from Jaguar and it arrived in Melbourne, Australia in January 1956. I competed with the car for two seasons and had numerous successes with it. Click here for a short but fascinating bio on Jack Bryson, the man who brought Jaguar to Australia; ‘http://www.johnbryson.net/memoirs/jack-bryson-an-uneducated-man

In the later stages of his racing career Stillwell developed into a driver of world class who was competitive with the generation of internationals who raced in Australasia during the immediate pre-Tasman and Tasman Cup (commenced 1964) years- he was the winner of Australia’s Gold Star, the national drivers championship for four years on the trot from 1962 to 1965 in Coopers and Brabhams. After retiring from racing his local and global business career in car retailing and aviation was even more successful, click here for a bit on the amazing Bib; https://primotipo.com/2015/03/10/bib-stillwell-cooper-t49-monaco-warwick-farm-sydney-december-1961/

Citizens of Melbourne’s leafy eastern suburbs will easily pick the location of the ‘Sports Cars and Specials’ (good magazine by the way, haven’t got many of ‘em but wish I had more) shot of Bib and his new car as on Kew Boulevard not too far from the Chandler Highway intersection- that’s Willsmere ‘nut house’ as my Dad useter delicately call the local mental health facility, in the distance. That stretch of road does not look that much different sixty-five years later.

Sir William Lyons and Jack Bryson, date and place unknown, mid fifties perhaps (J Bryson)

 

Stillwell slices into Longford’s Viaduct on the way to second place in the 1963 South Pacific Championship race- Brabham BT4 Climax 2.7 FPF, the winner was Bruce McLaren, Cooper T62 Climax (K Devine)

 

Bib Stillwell and Australian Jaguar concessionaire, Jack Bryson during XKD520’s debut weekend, Albert Park Moomba meeting March 1956 (unattributed)

The car was signed off for delivery by Jaguar’s famous test driver Norman Dewis as ok for delivery on 15 November 1955, it’s build was completed in September.

Australia’s ‘wharfies’ or waterside workers, were renowned for their militance, when the car arrived from the UK it was during one of their infamous occasional strikes, only a great deal of sweet talking by Bib ensured the precious cargo was unloaded and processed to make its planned local debut at Albert Park during the March Labour Day, Moomba long weekend, Reg Hunt’s Maserati 250F was on the same ship, perhaps they put together a fund to appease the burly toilers to do the right thing…

There, he did very well, finishing second to Tony Gaze’ HWM Jaguar in the Moomba Tourist Trophy and on the second weekend of the carnival, gearbox dramas sorted, took the machine to victory in the Argus Cup in front of Stan Jones’ Cooper T38 Jaguar in a classy field- over 100,000 spectators are quoted as attending on each of the two days of this meeting.

(T Scott)

 

Jones, Cooper Jaguar, Stillwell, Jaguar D Type and Tony Gaze at right in his HWM Jaguar, Albert Park Moomba meeting, March 1956- beautiful atmo shot, note the man with the king-sized Oz flag(unattributed)

 

Jones driving with all the brio for which he was famous, Cooper T38 Jaguar only 12 months old itself, pushing Bib’s ‘spankers’ D Type hard at the Park, March 1956 (Ed Steet)

At the Easter Bathurst meeting the three recently acquired ‘outright cars’ new to the daunting circuit were the Hunt and Stillwell machines plus Lex Davison’s Ferrari 500/625 he had acquired from good mate Tony Gaze after the end of the New Zealand internationals that summer- and so it was that the feature race, the Bathurst 100, was won by Davison from Hunt and Stillwell- Bib stopped the timing clocks on Conrod at 148.6mph.

 

Bib chasing the Brabham Cooper T39 Bobtail Climax during the 1956 ATT at Albert Park- heading through Jaguar Corner. Moss won the race- Bib was second behind Pitt in the ‘resident Australians’ classification and Jack was first in the under 1500cc class (unattributed)

 

Stillwell’s Jag being fuelled at Albert Park during the November/December 1956 AGP meeting (B Hickson)

 

Stillwell’s D Type at Bathurst on its first appearance at Mount Panorama, Easter 1956- lapping the J Martin MG Spl during the Bathurst 100 in which he was third (unattributed)

 

Bib, Bathurst Easter 1956, who is that alongside? (unattributed)

 

Shortly after Bathurst, on April 29, Bib set a new open class record at outer Melbourne’s Rob Roy Hillclimb ‘with his Jaguar D Type which can hardly be classed as an ideal hill-climb machine. His time of 27.48 seconds was exceptionally fast’ AMS reported.

Stillwell and his crew took the car to Port Wakefield, north of Adelaide and had an easier time of it than his closest competitors in the Formula Libre 30 lap South Australian Trophy- the race was held in wet conditions and as such his mudguards made it easier to see!, he won from Stan Jones’ Maserati 250F and Eldred Norman’s stunning Zephyr Special s/c.

AMS in its August issue noted that ‘Bib Stillwell should find the D Jaguar a better behaved car on its next outing, as the factory, impressed with his many wins, have sent him out the latest type rear-end assembly. He will be closer now than ever to the GP machinery!’

Stillwell raced the car at Port Wakefield again in early October and had success- third in an A Grade Scratch race which was won by Ted Gray’s Tornado 2 Chev, a win in the 20 lap Sportscar feature- the main event on the card, and fourth in the Racing Car Handicap.

Then it was back to the team’s longtime Kew headquarters in Cotham Road to prepare for the Fishermans Bend meeting in mid-October. This short trip yielded a win in the Sports and Saloon 8 lap event from Paul England’s Ausca Holden and Doug Whiteford in an Austin Healey 100S.

Travelling much further afield near Toowoomba, north of Brisbane, Stillwell took on Bill Pitt’s D Type on home ground at Lowood in the Queensland Tourist Trophy held over 1 hour on November 4. Pitt won the 76 mile race from Bib who had expected the Geordie Anderson owned car to retire after it experienced gearbox problems earlier in the day, this was only rectified moments before the race commenced.

 

Port Wakefield, October 1956- Bib, another car and white Austin Healey 100S of Ron Phillips (unattributed)

 

Stillwell on the front row at Phillip Island in December 1956 alongside the G Baillieu Triumph, Derek Jolly, Decca Mk2 Climax and Paul England, Ausca Holden

 

Australian Tourist Trophy 1956, Albert Park- a row back from the leading Maserati 300S of Moss and Behra are the Stillwell, at left and Bill Pitt D Type Jaguars, with part of Brabham’s Cooper Bobtail at far left, then the Phillips AH 100S and Tom Sulman’s Aston Martin DB3S (unattributed)

 

Back at Albert Park in November for the 1956 AGP ‘Olympic Meetings’ he was fifth in the Australian Tourist Trophy behind the factory Maserati 300S’ of Stirling Moss and Jean Behra, then came Ken Wharton aboard the Ferrari 750 Monza he would roll to his death in New Zealand a couple of months hence, and Pitt’s D Type.

Bib determined that his next logical racing step was into an outright Formula Libre single-seater and at the end of the meeting it was reported he had agreed to buy Reg Parnell’s Ferrari 555 Super Squalo. Reg raced the car in Australia and then the New Zealand internationals throughout the summer of 1957 before heading back to England and a new job, having retired from the cockpit, as Aston Martin’s Team Manager.

The deal fell over, but Bibs path was set, the near new Jaguar was advertised for sale in AMS, and before too long Bib bought Reg Hunt’s Maserati 250F when that mighty fine driver retired way too early to focus on his Melbourne motor dealerships through which he amassed a fortune- he is still with us too.

Stillwell raced the Maserati for the first time in New Zealand- DNF in the NZ GP after 50 laps, the race was won by the very car Bib was purported to be buying- Parnell’s Super Squalo- his racing of the 250F is a tangent I will leave for another time.

Bib’s last run in the D Type was at the Phillip Island opening meeting on 15 December 1956, he was second in the Bill Thompson Memorial Trophy 12 lap feature, thirty seconds adrift of Jack Brabham- home for some summer Australasian racing in a Cooper T41 Climax, and fourth in the Formula Libre race also won by Jack.

 

AMS January 1957

At the end of the year ‘XKD 520’ was sold via dealer and former AGP winner John Crouch to the Ampol Oil Company for Jack Davey, a colourful and immensely popular radio personality for over thirty years.

John Andrew Davey was a Kiwi, after education at Kings College, Auckland he came to Sydney in 1931 and performed as a crooner with two radio stations- he was soon employed as an announcer on another network, possessed of a quick wit and a mellifluous voice Davey was away; click here for a summary of a marvellous life; http://adb.anu.edu.au/biography/davey-john-andrew-jack-9905

He was a lifelong car enthusiast who contested the first Redex Reliability Trial around Australia in 1953 in a Ford Customline with co-driver Lou Moss, finishing 91st.

Jack’s health was in decline, despite family and friends not wanting him to compete he again ran in 1954, but it was too much for him, he collapsed and was admitted to St Lukes Hospital not long after the event. Whilst his doctors, no doubt supported by friends and his commercial associates, ‘banned him’ from the 1955 event he did run in 1956 in another Customline and in 1957 and 1958 in Chryslers- in ’58 he achieved his best result, eighth in the Ampol Trial sharing the Chrysler Royal AP1 V8 with Eric Nelson and Bill Murison.

When Davey took delivery of XKD520 he had it repainted red, using it as a roadie and for promotional purposes, a passenger windscreen was also fitted. The D-type was left in the care of Bill Murray, whilst he was driving the car back to Sydney probably for use as part of the 1957 Ampol Round Australia Trial pre-promotion, the 1947 AGP winner lost control at high speed not too far from the Harwood Ferry which crossed (until 1966) the Clarence River on the Pacific Highway 650km from Sydney, and smashed into the back of a timber laden semi-trailer- both the D-type and Murray were badly hurt, this was in June 1957. The car was written off for insurance purposes, Murray, even after a long recovery process had ongoing health problems.

Jack Davey’s radio career went all the way to his untimely death from cancer at St Vincents Hospital in Darlinghurst, Sydney in October 1959. Such was his following that somewhere between 100,000-150,000 people stood in pouring rain outside St Andrews Cathedral to pay their respects.

 

Jack Davey with his D Type out front of his Gold Coast Ampol Servo- Davey had diverse business interests, this dovetailed nicely with Ampol support of various of his radio shows. Address folks?

 

Jack Davey and team at the Sydney Showgrounds start of the 1954 Redex Round Australia Trial DNF (unattributed)

 

Jack Davey applying suntan lotion to the lovely Sabrina’s chassis, doin the mutual celebrity thing in 1958. That teeny-weeny striped bikini seems to have no ‘rear suspension’, the wonders of photoshop in those days. Those 42 inch titties were insured against shrinkage for 100,000 pounds apparently- a drop to a petite 38 inches, if maintained for two months secured the businesswoman a payout of 5000 pounds, every inch lost after that paid another 2500 pounds.  The process of assessment in relation thereto would have been an interesting and enjoyable task. She was in Australia in 1958-9, Davey organised digs for her in Point Piper. Where else but primotipo could you learn useless shit like this? (nylon.net)

 

Frank Gardner across the top of the mountain, Bathurst, Easter 1956, 6 lap sportscar scratch. ‘On new disc pads, the Jaguar was at times almost brakeless and finished second (behind David McKay’s Aston DB3S). Frank obviously hadn’t read his 1970s book of advice to budding racing drivers!’ wrote John Medley. He won the last race of the weekend- the 6 lap sedan and sports handicap (unattributed)

 

Gardner and XKD520 looking all very nice, Mount Druitt, Sydney 23 May 1958. John Ellacott recalls FG did a 14.57 standing quarter in this sprint event (J Ellacott)

 

In the Bathurst paddock, Easter 1958 with FG looking across to David McKay, helmet on just about to jump aboard his Aston Martin DB3S- who is the slim driver in between? (unattributed)

 

FG is of that professional generation of drivers who started with an MG T Type, a TA his Uncle Hope Bartlett lent him at 17 to run at Marsden Park, NSW in 1949 and finished in ‘serious stuff’ with Lolas in the early seventies- a couple of races in the T330 in 1972 were his last events in single-seaters. What a vast ‘progression of technology’ he was a part of, noting his touring car career went for a number of years after that in Australia. He is aboard an F5000 Lola T300 here (unattributed)

 

Following the theme above, FG testing the Lola T260 Chev Can-Am car raced by Jackie Stewart as a Carl Haas works entry in 1971- no doubt the 7 litre Chev engined beastie felt somewhat different to XKD520 but it was part of what he called his ‘Big Cars’ progression. JYS would have preferred far more testing of this car before it jetted to the US BTW, an M8F McLaren it wasn’t…(D Phipps)

 

Lynton Hemer has captured FG beautifully on The Causeway during the Warwick Farm 100 Tasman round in 1972. This is Frank and Lola’s Bob Marston’s whoosh-bonk F5000- take a T240 F2 tub- give the FVA and FT200 the arse, then bolt in a Chev and DG300 where they were, pop the radiators where they will fit, put some swoopy bodywork over the top, hey-presto T300- and instantaneously create a successful car- and one of the sexiest of the decade. It wasn’t quite that simple but you get the drift (L Hemer)

In mid-1957 ‘XKD 520’ was sold to the up and coming Frank Gardner via his friend Bill Graber who was in the insurance industry- there will be a ring to this to some of you as FG’s C Type Jaguar had also been involved in a bad (fatal) accident, and was then written off before rescue by Gardner and resurrection as a very competitive mount.

The D Type was restored to sparkling good health at the Sydneysider’s Whale Beach Service Station at Avalon on Sydney’s Northern Beaches- several of Frank’s mates were involved in the process including Jack Myers who worked on the chassis, Clive Adams the body, and Alan Standfield who built a new bonnet to the latest D Type long-nose style. Click here for a link to an article about FG’s C Type; https://primotipo.com/2014/08/05/gnoo-who-gnoo-blas-circuit-jaguar-xkc-type-xkc037/

Gardner raced the car continuously from his first meeting at at Schofields, NSW in March 1958 where he won- the car was painted white, just like the C Type and had its engine sleeved to 3.8 litres.

Frank added further laurels to ‘XKD 520’s history including a second at Easter Bathurst, first at Mt. Druitt, and third in both heats at Gnoo Blas, Orange, NSW- in a MotorSport interview with Simon Taylor FG claimed 25 wins out of 26 starts for his two Jags.

He sold the car to David Finch after deciding to leave Australia to race in Europe, selling a five year lease on the Avalon garage- that was his time frame to make it or not in search of fame and fortune- which he very much achieved until returning home to race for several more years in late 1974.

Finch is a Sydney fellow who had cut his racing teeth in an MG TF throughout 1955 and then progressed to an Austin Healey 100-4 he ran at Mt Druitt and Bathurst in 1956-1958, before taking the big step up from a production sportscar to one of the fastest racing cars of the day- handling the more demanding machine with considerable skill.

 

This group of three photographs are of David Finch in ‘XKD520’ during the Gnoo Blas, February 1960 meeting. Lovely family scene, it could almost be a BP advertising shot! (Kelsey)

 

Huge grid for the sportscar feature. Derek Jolly, Lotus 15 Climax, Frank Matich in the ex-Gardner Leaton Motors Jaguar C Type, Finch in ‘XKD520’, on row two the ex-Kangaroo Stable Aston martin DB3S of Warren Blomfield #122 and Tom Sulman and the rest (D Finch)

 

Gnoo Blas as above (Kelsey)

 

Beautiful shot of David Finch on the way to a win in the 1961 Queensland Tourist Trophy at Lowood (unattributed)

Finch raced the D Type for the next three years, eventually fitting a factory-supplied 3.8-litre block after the original 3.4-litre ‘added its expiration to the fitting name of Bathurst’s engine-testing Con Rod Straight’ wrote the Fisken copywriter- in fact a piston collapsed and a rod punched two nice holes in the block.

He won the 1961 Queensland Tourist Trophy at Lowood with the new engine, ‘an encounter with a fence at Warwick Farm (September 1961) exceeded the ductility’ of the original bonnet and local aluminium ace Alan Standfield, again stepped in, and created a distinctively-shaped version of Jaguar’s long nose bonnet.

Australian drag racing pioneer and purveyor of ‘luxury’ American sedans, Ash Marshall was the next owner of ‘XKD 520’ from May 1962.

‘Flash Ash’ had come through speedway sedans, a sprintcar, rallying and raced on the circuits for a bit before a business trip to the US exposed him to Drag Racing for the first time- his key contact, Bob Fuerhelm took him along to a meeting and organised a ride in a super stocker which went 11.7 seconds over the quarter mile, he went for it hook, line and sinker.

Marshall imported two Plymouth super-stockers (’63 Plymouth Savoy Max and ’64 Plymouth Belvedere), first racing these at Castlereagh in November 1964, he then ‘doubled up’ by bringing in an outdated Rail called ‘The Vandal’- a short 137 inch wheelbase, full-length body, dropped l-beam front axle with transverse spring  American dragster.

Marshall was immediately a ‘headliner’ and very quickly applied his commercial skills to the business of motor racing, doing very well on and off the track for the balance of the decade, other cars- ‘The Scorcher’ and rear-engined ‘Soapy Sales’ followed Vandal.

Marshall was the first to break 200mph in Australia in February 1969 at Castlereagh and the first to go into the 6 second bracket- he did 6.98 seconds in 1972 at Castlereagh but the run was disputed and eventually disallowed.

Ash was involved in Pyramid Selling Schemes in Australia and the UK before moving to the US- in each country being one step in front of the authorities as such practices were made illegal, he settled in the US and ‘returned to his roots’ as a motor trader buying and selling exotics for high-flyers. He became involved again in the sport as the nostalgia scene developed in the nineties and died in January 2019.

Back to the D Type, when Ash and his team turned their attention to the Jaguar, they embarked upon a plush restoration complete with chromed accessories, XKSS style side exhaust and heat shield, plenty of polished aluminum, a carpeted interior and ‘a glass-like finish’ as described in Sports Car World‘, the car carried NSW registration ‘ASH 222’- Stan Brown worked on the body and Clive Adams painted it.

(T Scott)

 

Marshall loads up in front of a fascinated crowd at Riverside, during the first Nationals in October 1965. Vandal was the only USA ‘Top Fuel’ dragster in Australia at the time- troubles with the Chrysler Hemi intervened that weekend (D Cook)

 

Eddie Thomas’ Chrysler powered rail alongside Vandal in the fire-up road at Riverside during the ‘first’ nationals- there are claims by two events at Riverside in 1964, in October 1965. This pair never raced when Ash’ problems occurred (Street Machine)

 

Ash Marshall in the Vandal, this side and Jack ‘Fizzball’ Collins ‘Road Runner’ at Riverside, Fishermans Bend, October 1965 (moondog.net.au)

 

Later owners of XKD520 in Australia include Peter Bradley and Richard Parkinson who advertised it for sale in the September 1966 issue of Racing Car News magazine. Frank Gardner and Paul Hawkins contemplated purchase during their visit to Australia to race in the Surfers Paradise 12 Hour but decided against it when they became aware that Richard Attwood wanted to buy it.

In 1967 ‘XKD 520’ moved to the UK, bought by the former Jaguar apprentice, Grand Prix driver and future 1970 Le Mans 24 Hours winner. He had it worked on by Jaguar’s Brown’s Lane facility and then displayed it in his Wolverhampton Mercedes-Benz showroom for many years before selling it in 1977- since then it has had numerous owners.

There was considerable passionate discussion between the Author and Art Director as to the layout of this piece- whether to mix and match the new photographs of XKD520 with the old or separate them. So heated was the exchange that The Editor intervened to avoid a most unpleasant fracas- such are the pressures of a small office in Covid 19 times like these- photo credits for the modern ‘XKD520’ material are to Fisken and Sotheby’s unless otherwise attributed.

 

David Finch closest, and Jack Murray. D Types by two at Mount Panorama in October 1960 (unattributed)

 

Etcetera…

 

 

Jaguar D Type cutaway published in AMS (HG Molloy)

 

(D Finch)

David Finch testing on Mount Druitt airstrip in 1958- a good reason to smile!

 

 

 

(unattributed)

Stillwell jumps aboard ‘XKD520’ at Lowood, alongside is Bill Pitt’s D Type, ‘XKD526’ which won this 1956 Queensland Tourist Trophy event, complete with Le Mans start.

 

 

(D Finch)

Jack Murray in the silver Jack Parker owned D Type ahead of David Finch heading through Murrays Corner at Mount Panorama in October 1960- the NSW Sports Car Championship race won by Frank Matich in the Leaton Motors Lotus 15 Climax. Murray was fifth, Finch unplaced.

By Easter 1961 David had the rhythm of the car, he was on the front row of the Bathurst sportscar grids alongside Frank Matich’ Lotus 15 and John Ampt in the ex-everybody Cooper T38 Jaguar finishing fourth in the 3 lapper and third in the 10 lap main sportscar race- progress indeed.

 

(unattributed)

Stillwell heading up Mount Panorama during the 1956 Easter meeting.

 

 

(HG Molloy)

 

David Finch at Lowood, on the weekend in which he won the Queensland Tourist Trophy in 1961.

 

 

Bib at the Phillip Island opening meeting on 15 December 1956- only Jack Brabham’s presence ruined his party. Touch of the opposites, not sure exactly where he is on a circuit I know rather well.

 

 

(unattributed)

Bib at Bathurst in October 1956.

He contested the 13 lap NSW Road Racing Championship for sportscars, a handicap event in the manner of the day, finishing sixth but did the fastest race time. He was unplaced in the sedan and sportscar handicap at the end of the weekend’s proceedings but again did the fastest race time.

Bathurst had a great tradition of a parade lap of competitors sans helmet at slow speeds- below are Stillwell and Bill Pitt leading this group in their beautiful D Types- other cars and drivers folks?

(unattributed)

 

 

Arcane with no semblance of relevance…

Hot rodding started in Australia just as it did in the US, in the depression years, when young men without any money created ‘specials’ from the amalgamation of parts of different makes- more often than not cast off bits and pieces. Sometimes V8s provided the power, into the 1940s American Hot Rod magazines started to jump the Pacific, this had an impact on hotting-up Holdens- doubtless the Repco Hi-Power cylinder head for the Holden Grey was a commercial response to that demand.

Street racing was a reality of course in Australia as elsewhere with ‘The Brickies’ on the present site of the Olympic sports precinct at Homebush Bay, the Mad Mile at Deadman’s Creek outside Liverpool and in Melbourne, Newlands Road, Coburg and Doherty’s Road, Altona North well known spots for ‘da boys’ in the day- each state had their favourite spots too- it was far from just an East Coast thing.

Getting these activities off the public roads was important of course, the Penrith Emergency Airstrip (west of Sydney, Penrith Speedway was a hallowed racing site between the wars) had been used for sprint racing pre-war and it was there during the 1959 NSW Sprint Championships that Ray Walmsley, of, amongst other things Alfa Romeo P3 GMC fame, first ran a Dragster in Australia- his Corvette powered ‘rail’ did a 14.04 second quarter mile pass.

Ash Marshall in his ’64 Plymouth Belvedere against a hot-rod at Castlereagh in July 1965, ‘known locally as Ramchargers, this and his ’63 Plymouth were way ahead of anything else with doors when they landed at the end of 1964’ (Street Machine)

 

Vandal at Surfers Paradise in 1966, note the commercialism disallowed on the circuits at the time (D Hill)

 

Marshall, crew, Miss Valvoline and Vandal at Riverside in 1965- see chassis and front suspension detail (Street Machine)

In Victoria the use of Pakenham Airstrip made things a tad more kosher from 1958 but the big step forward, with Victoria Police support, was the use of another former racing venue- Fishermans Bend, for drag racing from 1962, very quickly ‘Riverside Dragway’ became the first home for the sport in Australia with Eddie Thomas setting a local record of 10.07 seconds.

Riverside hosted the first nationals on October 2 and 3 1965, Ash Marshall’s Vandal made its first public appearance that day but ended up a fizzer when engine maladies intervened, ‘Top Eliminator’ was Jack ‘Fireball’ Collins ‘Road Runner’ over Eddie Thomas’ machine- the speed shop impresario a story himself.

Penrith, taken over by the NSW Hot Rod Association in 1965 and re-named Castlereagh International Dragway soon replaced Riverside as the home of drag racing in Australia, with Calder its ‘Victorian base’.

‘Eddie Thomas deploys the laundry in his first Greg Goddard built car at Riverside in 1965- Australia’s first parachute’ wrote Street Machine. Its interesting to look at Riverside, Lorimer Street Fishermans Bend and reflect upon its close proximity to the Melbourne’s CBD, and the houses closeby in Garden City for that matter- not something yerd see these days! (Street Machine)

Bibliography…

Sports Cars and Specials August 1956, various issues of Australian Motor Sports magazine from 1956-1960, ‘Historic Racing Cars in Australia’ John Blanden, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, Street Machine article on Ash Marshall

Photo Credits…

Kelsey Collection, Barry Hickson, The David Finch Collection, John Ellacott, Fisken, Sotheby’s, Tony Scott, Street Machine, moondog.com.au, D Cook, nylon.net, Lynton Hemer

Technical drawings/cutaway by HG Molloy in AMS June 1956

(unattributed)

Finish where we started, a photograph of Bib Stillwell upon XKD520’s first race at Albert Park’s Moomba meeting in March 1956- the raucous straight-six singing along Pit Straight with plenty of spectators in attendance.

Tailpiece…

Whilst it is a photograph it looks like a drawing- unattributed crop from a KLG sparkplug ad- it, too, is during Bib’s victorious Argus Trophy run during the 1956 Moomba meeting at Albert Park. Nice I think.

Finito…

image

Veruschka von Lehndorff and Hiram Keller displaying the fine fashion of April 1969- Maserati Ghibli as a backdrop…

You are aching to know, I can feel it! German Countess Vera von Lehndorff-Steinort, the first Supermodel looking particularly fierce, wears a Mila Schon double faced pant suit with a yellow and black gilet, (a light sleeveless padded jacket apparently) he, an American actor and model, sports a black and white cotton print shirt by Carlo Palazzi. The photograph was for a Vogue magazine shoot dated 1 April 1969.

(B Betti)

Maserati unveiled the original Ghia/Giorgetto Giugiaro designed Ghibli at the 1966 Turin Motor Show as a two-seater.

Two ‘rear seats’- a cushion and backrest, enabled the car to be marketed as a 2+2. The 4.7 litre, DOHC, two-valve, dry-sumped, quadruple Weber fed V8 gave around 306 bhp and hit the road via a five-speed ZF manual or three-speed automatic gearbox. Front suspension comprised upper and lower wishbones with coil spring damper units. At the back was a good ‘ole fashioned live axle on semi-elliptic springs, dampers, and torque arm. Roll bars were fitted front and rear.

Spyder and 4.9 litre 330 bhp Ghibli SS variants were introduced in 1969, the total production run was circa 1295 cars.

Credit…

Franco Rubartelli, Bruno Betti

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

Graham Hill with his new Doppelganger, London, 10 October 1968…

With him is Austrian actress Loni Von Friedl who appeared in ‘Doppelganger’, a movie which is the subject of this promotion, an activity which seems quite agreeable to the great Brit. The car, also a movie-star was ‘designed and built by Alan Mann Racing, has a Ford engine and chassis, is 44 inches high and is capable of 144 mph’.

The film, also called ‘Journey To The Far Side Of The Sun’ in some countries has a screenplay written by Gerry and Sylivia Anderson of ‘Thunderbirds’ and other 1960’s ‘Supermarionation’ puppet TV series fame- well known to those of us of a particular generation.

Set one-hundred years into the future, the film is about a joint European-NASA mission to investigate a planet in a parallel position to Earth and ends in disaster with the death of one of the astronauts- his colleague discovers that the planet is a mirror image of earth. Click here for some more detailed information about the movie which first screened in 1969; https://www.imdb.com/title/tt0064519/

Who gives a rats about the movie for most of us! As to the car, I can find out a little bit, Alan Mann Racing has a great website but the car does not rate a mention there so I am intrigued to know more about the detailed design.

It seems the styling of the futuristic car (three were built for the film) was the work of Derek Meddings, the machines were ‘redressed slightly’ for a subsequent movie named ‘UFO’. The donor chassis was a Ford Zodiac Mk4 with the shapely aluminium body draped thereon. The gull-wing doors did not actually work, someone such as Hill G, or off camera during the movie was required to support a door.

‘The actors reported that the cars were very unpleasant to drive in, as there was not enough headroom, engine exhaust fumes spilled into the interior…and the cars were not fast, so many scenes were sped up to simulate a fast-moving vehicle’. The bones of the car still exist and will no doubt make an interesting curio at race/concours meetings when completed.

Photo and Other Credits…

PA Images/Joe Bangay Getty, projectswordtoys.BlogSpot.com

Tailpiece: Another of Doppelganger’s cars, Loni and a bloke…

Finito…

(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…

ballila ad

Fiat ad for the Balilla Berlina circa 1932…

‘The new Balilla, for everyone, women’s elegance’.

The Balilla was a 1 litre, 4 cylinder, 4 seater built at the Lingotto plant and also assembled in Poland, Germany and France from 1932-37. With a 3 speed ‘box, the car did around 50mph. Not normally primotipo material but the ad caught my eye!

Fiats on test at the famous, iconic Lingotto, Turin factory (Getty)

Credit…

Fiat, Getty

Piers Courage and Sally Curzon aboard Piers Charles Lucas Racing, F3 Lotus 41 Ford Cosworth, Brands Hatch 8 May 1966…

 Courage had just won the ‘Les Leston Trophy’ from Peter Gethin and Roy Pike in a season which was a breakthrough one for him. Lucas ran the Lotus factory team with Courage racing the 1 litre Cosworth powered Lotus as much in Europe as in the UK.

 He won the prestigious Pau GP in April, another Les Leston round at Mallory Park in late May, the Coupe de Auto Club Normand at Rouen in July, another Les Leston round at Brands in late August and the Coupe de Vitesse at Albi in early September.

The European International Challenge, the ‘F3 Grand Final’ was held at Brands on 2 October, Piers was 2nd to Chris Irwin’s Brabham BT18 Cosworth. Behind Piers was Chris Williams, Jean-Pierre Beltoise, Brian Hart, Kurt Ahrens and Jacky Ickx. Jonathon Williams was outside the top 10, he was racing an unfamiliar Brabham BT18 rather than the de Sanctis Cosworth with which he did so much damage that year in Europe- he won a lot of races, enough to impress Enzo Ferrari. The depth in F3 never fails to impress.

The pretty lady is Lady Sarah Curzon, daughter of renowned British racer Earl Howe, she and Piers married in 1966, click here for her interesting story, well known to you Brits, but not necessarily to the rest of us;

https://www.telegraph.co.uk/culture/3608233/For-the-love-of-a-dangerous-man.html

 Credits…

 Getty Images- Victor Blackman, f2register

 

image

Mrs Montgomerie-Charrington prepares her Cooper for the Ladies 500 Race at Brands Hatch, 14 October 1950 …

‘Monty’ was unplaced in the race won by Miss E Store in a JBS Norton from the Miss O Kevelos driven Kieft Norton and the Mrs J Gerard, Bob’s missus I guess, Cooper Norton. Funny the social practice of the times in terms of citing the matrimonial status of the chicks.

There were five 500 races on the program- Don Parker won the Open Challenge race, and JN Cooper, using his product to good effect was second in the Brands Hatch Championship and third in the Championship of The Meeting event.

Click here for a short article about ‘Monty’ and her husband Robin, the cars usual driver;

http://www.500race.org/web/Men/MontgomerieCharrington.htm

And on Cooper 500’s;

https://primotipo.com/2014/12/08/cooper-mk-v-jap-penguin-hillclimb-tasmania-australia-1958/

Credits…

Bill Price for the photo and Stephen Dalton for providing the race results from his vast archive

mon 1

(Getty Images)

Felipe Massa blasts his Ferrari F138 through the Monaco streets oblivious to chassis’ above as exquisitively proportioned as Maranello’s latest…

’twasn’t a great 2013 race for the Brazilian, he had an accident on lap 28 at Ste Devote mirroring one he had on Saturday morning, locking a brake over a bump and boofing the barrier hard on the outside of the circuit.

massa 2

Felipe Massa Ferrari F138 on Saturday before his accident, Monaco 2013 (Ercole Colombo)

Nico Rosberg won in a Mercedes F1 W04 emulating father Keke’s 1983 win in a Williams FW08C Ford. Seb Vettel and Mark Webber were 2nd and 3rd in their Red Bull RB9 Renault’s.

mon 2

Nico Rosberg in the oh so complex 2013 Mercedes F1 W04, Monaco 2013. Carbon fibre chassis, 2.4 litre V8 & KERS energy storage system, 7 speed semi-automatic gearbox et al (unattributed)

mon 3

30 years earlier in 1983 Keke wins Monaco in the oh so simple Williams FW08C. 3 litre Ford Cosworth V8 powered, 6 speed manual Hewland gearbox #27 is Patrick Tambay’s slightly more complex 1.5 litre V6 twin turbo-charged Ferrari 126C3 (unattributed)

keke monaco 1983

Keke, Monaco ’83 (The Cahier Archive)

Photo Credits…

Getty Images, Ercole Colombo, The Cahier Archive

Don’t listen to him! Trust me girls, we can get 142 bhp @ 7,600 rpm out of this V8 ’60’ Flattie on methanol!…

The chief mechanic trying to reassure her team she can take on Doug Whiteford’s Ford V8 Special ‘Black Bess’ post-war with a combination of Edelbrock manifold, two Stromberg 2-barrel carbs, Offy heads, Jahns pistons to suit the .030 overbore, a Claysmith crank and Isky cam. Not to forget the hand fabricated extractors.

The first shot was taken during World War 2 at Ford’s Geelong factory in Victoria, Australia. The ladies of the Womens Emergency League, VAD Transport Services and Red Cross are learning how to maintain a Ford V8.

I am interested to know exactly which variant of the venerable Ford Flathead V8 this is, and the car to which it is fitted!

Henry Ford and his ‘flathead’ V8 creation in 1932 (FoMoCo)

Credit…

State Libraries of Victoria/South Australia, FoMoCo

Tailpiece: Doug Whiteford’s ‘Black Bess’ leads the ‘Woodside Handicap’ at Woodside, South Australia on 10 October 1949…

(SLSA)

Click here for an article about Doug Whiteford’s 1950 Australian Grand Prix winning Ford V8 Spl ‘Black Bess’;

https://primotipo.com/2015/05/05/doug-whiteford-black-bess-woodside-south-australia-1949/

Finito…