Archive for the ‘F1’ Category

Caterham CT03 Renault…

Posted: April 4, 2021 in F1, Fotos
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Wonder if I can get triple J on this radio?

The drivers have to be digital natives to drive these things. There are twenty-two gizmos to push or twist in addition to the gearchange paddles on the steering wheel or tiller.

The dingo-ugly school of F1 design reached new heights in 2012-2013. Usual F1 levels of stupidity were attained when the FIA accepted a proposal to allow hit-with-the-fugly-stick chassis ‘modesty panels’ to be added to minimise (sic) the high-speed visual atrocity impact.

Charles Pic is the featured driver in all of the action shots, Van der Garde behind him here in first wet practice

Kimi Raikkonen won the 2013 Australian Grand Prix aboard a Lotus E21 Renault. Down the other end of the grid Giedo van der Garde made the cut in his Mark Smith designed Caterham CT03 Renault RS27 2.4-litre V8, Charles Pic did not – but was allowed to start anyway. Both cars finished too, Pic was 16th, Van der Garde 18th and last, two laps adrift of the podium trio, Raikkonen, Alonso and Vettel.

It was a tough season for the team, 14th placings by Pic in Malaysia and Korea, and by Van der Garde in Hungary were the best results in Caterham’s last full season of GP competition.

Credits…

Getty Images- Robert Cianflone and Paul Crock, Australian GP Corporation

Tailpiece…

The Australian Grand Prix corporation always work hard on pre-event promotion of the event within Australia and overseas.

Their 2013 focus was in part some fantastic footage of, and from the 750bhp Minardi Asiatech V10 two-seater piloted by Cameron McConville, with Victoria’s Great Ocean Road near the Twelve Apostles, as the backdrop.

Finito…

(Cummins Archive)

Ferrari 555 Super Squalo ‘FL9002’ at Hall & Fowler’s forecourt during the early eighties.

I’ve done these Ferraris to death already, here; https://primotipo.com/2015/08/25/arnold-glass-ferrari-555-super-squalo-bathurst-1958/ and here; https://primotipo.com/2020/10/10/squalo-squadron/ . There’s more; https://primotipo.com/2020/03/31/555-super-squalo-555-2/

This car started life as a works machine ‘555/2’ raced throughout 1955, it then became a Formula Libre machine raced by Reg Parnell in a two car team together with Peter Whitehead throughout Australia, New Zealand and South America.

‘555/2’, renumbered ‘FL9002’ by Ferrari when rebuilt as an F Libre car, was eventually owned by the Gilltraps Motor Museum at Kirra on the Gold Coast before Ian Cummins bought it. ‘He took it to the UK when he was working for Tom Wheatcroft at the Donington Museum. They took the Squalo and one of Tom’s cars in the old BRM transporter to a few historic events in Europe, letting some of the old-guard drive it, Maurice Trintignant and Froilan Gonzales included’ Paul Cummins recalls.

Ian Cummins aboard the Squalo at Donington in 1987, Tom Wheatcroft in light blue (Cummins Archive)

‘That all stopped, when in a closed session at Donington it was put into a concrete safety barrier. Tom had gotten a few cars out for everyone to try. I think Denis Jenkinson was amongst the drivers, the Squalo was first off the rank. In exchange for a drive of a Bugatti Royale, Dad let the curator (I think of the Blackhawk Museum) drive it. Someone standing at the corner of the accident said they heard the throttle being lifted on entry and then in the corner it suddenly went full-throttle- obviously getting the pedals mixed up (central throttle). The car went straight into the barrier shortening the nose and breaking the guy’s legs.’

‘Dad completely rebuilt it with the help of Hall & Fowler where the above picture was taken. Dad was never compensated for the accident even though it was promised. The car briefly came back to Australia and was then sent to the USA, basically being swapped to get his old D Type back.’

Charlie Cooper added, ‘Noel Tuckey and George Gilltrap rebuilt the car and Noel drove it in historics (in Australia). It didn’t handle very well. They discovered the rear suspension wasn’t working properly, once fixed the car was good. It was carried from place to place on a single-axle trailer. I recall testing it down the road beside the museum at Kirra. George didn’t want to race it because of hearing loss so he ran the Hudson and then the Elford KM leaving the Squalo to Noel. Good people and times.’

Within the same week the modern shot of the 555 was posted by Paul, David Zeunert uploaded this photograph taken by Australian ace Reg Hunt of a Ferrari 500/625 in New Zealand, or perhaps Orange, Australia in early 1955.

A pair of these cars were raced by Peter Whitehead and Tony Gaze that southern-summer. See here; https://primotipo.com/2017/03/23/bunbury-flying-50-allan-tomlinson-ferrari-500-et-al/ and; https://primotipo.com/2019/06/24/1956-bathurst-100-lex-davison/

The two chassis shown are not the same model but they are related. The modern shot makes it easier to visualise what has been removed in what appears a major rebuild or repair far from base.

The key elements of both machines are clear; ladder-frame chassis and light members supporting bodywork and ancillary parts. Right-hand gearchange. Solid rear axle located by two forward facing radius-rods and central sliding pillar. Rear transverse leaf-spring under axle. Shocks and links. Big drum brakes. Means of retaining the big fuel and oil tanks.

The more you look the more you see.

(Cummins Archive)

‘Dad gave Froilan Gonzales a drive of the car at Bordeaux in 1987. Gonzales knew where everything was even after a gap of 32 years. He had a ball in the car and jumped out patting Dad on the head exclaiming “Gooda Motore! Gooda Motore!”

There is no higher praise!

Etcetera…

(Cummins Archive)

Bordeaux Retro GP after the celebrity race- Ian Cummins, Tom Wheatcroft and Froilan Gonzales, he won it. Thirty year celebration of the last GP held at Bordeaux.

(Cummins)

Maurice Trintignant signs autographs while Cummins looks on. Imola 1987.

Credits…

Paul Cummins-Cummins Family Collection, Reg Hunt via David Zeunert

Tailpiece…

(Cummins Archive)

Super Squalo being loaded into the ex-BRM transporter at Imola in 1987. Cummins at the wheel, Wheatcroft at right by ramp/door.

Finito…

(D Lupton)

Rocky Tresise’ Lotus 18 Ford with Mike Ide’s Riley Special behind during an Australian Motor Sports Club meeting at Calder circa 1964.

Every now and again Melbourne enthusiast/racer/Brabham historian Denis Lupton sends me a great colour shot or two, these are his latest, grazia Denis.

Rocky commenced racing his road-going MGA, progressing to this Lotus, chassis ’18-J-797′ in January 1963. The car was one of a batch of three imported by Sydney’s Paul Samuels in 1960. The car was featured on the Lotus stand at the Melbourne Motor Show in April 1961 before being acquired by Jack Hunnam who was very quick in it. He scored first in class results in the 1962 Sandown Cup and Victorian Road Race Championships.

Tresise raced it throughout 1963, his best result on his climb to a Tasman 2.5 drive with Lex Davison’s Ecurie Australie was fifth in the Victorian Road Racing Championship. The sad Rocky story is here; https://primotipo.com/2016/05/20/bruce-lex-and-rockys-cooper-t62-climax/

Three likely Melbourne lads- Rocky Tresise, MGA with Tim Schenken’s Austin A30 on the outside and Allan Moffat’s Triumph TR3A at Calder on February 24, 1963 (M Carr)

Tim Schenken was the next purchaser, racing the outdated machine to many firsts before he sold it a year or so later to jump a ship to the UK and international racing success.

The car passed through Don Baker, Bob Minogue and two others hands before its arrival in historic racing with Gavin Sala in 1972. Kim Shearn has owned it for a couple of decades.

The other Calder Lotus 18 shot is ‘three of the five Birchwood race school cars, four were green, the spare in the workshop was white.’ I know little about Jon Leighton’s operation, it would be great to speak to a graduate or former employee to flesh this out.

(D Lupton)

Credits…

Denis Lupton, ‘Historic Racing Cars in Australia’ John Blanden, Mychael Carr via Graham White

Finito…

(Brabham Family)

Brabham’s Cooper T23 Bristol was billed as the fastest car of its type in the world as a Jack’s ongoing development of it with Frank Ashby’s advice and mentoring off to the side.

These images from the Brabham Family Collection were taken at Mount Panorama during the Easter 1954 meeting, the start of the A-Grade scratch race.

Jack’s T23 being tended by Keith Holland in the white overalls and Arthur Gray of Belshaw Foundry in the blazer (Brabham Family)

I’ve done Cooper Bristols and Jack’s T23 chassis ‘CB/1/53’ to death, here; https://primotipo.com/2017/02/24/the-cooper-t23-its-bristolbmw-engine-and-spaceframe-chassis/ and here; https://primotipo.com/2016/06/24/jacks-altona-grand-prix-and-cooper-t23-bristol/

The other two photos are at Mount Druitt, Stephen Dalton reckons June 27 1954 or 8 August 1954, thanks to Stephen and John Medley for photo IDs.

Credits…

Brabham Family Collection, ‘The Jack Brabham Story’ Jack Brabham with Doug Nye, Stephen Dalton, John Medley

Tailpiece…

(Brabham Family)

Finito…

(R Herrick)

Ken Wharton’s BRM P15 is pushed onto the Ardmore grid during the January 1954 New Zealand Grand Prix weekend.

He had the race in the bag until a silly problem caused by a bit of road grit ruined his race, see this article for a feature story on this machines trip south to the Ardmore and Wigram meetings that summer; https://primotipo.com/2019/11/18/ken-wharton-and-brms-grand-turismo-south-in-1954/

(R Herrick)

It was this rare photograph of the unclothed rear of P15 chassis ‘2’ which caught my eye. Note the chassis, beefy de Dion tube, big Exide battery mounted nice and low, no lightweight aircraft Varley batteries in those days. The Dunlop brake calipers- one of the edgy aspects of the design can be seen and the oil tank at the extreme rear, the big fuel tank is behind the driver but within the machines wheelbase.

I know the car was bonkers, was it Doug Nye who described its design and construction as being akin to a group of Victorians attempting a moon landing?  In any event, the thing is endlessly fascinating in terms of the projects politics, personalities, extraordinary engineering and innumerable ‘what if’s’.

(M Millar)

Credits…

Roger Herrick, Max Millar

(R Herrick)

Ardmore paddock, interest in the rear of the car indicates that things up-front ok, even if for a brief period of time! Love the Lucas mans service vehicle, probably the busiest service man in New Zealand…

Finito…

(B Henderson)

Cripes! Move. My clutch! My water temperature!

Look a bit closer, the Formula 3 car caught in the 1969 Monaco GP traffic is being towed by the Simca in front. I love the creativity of Bryan Henderson’s shot, a Scot who emigrated to Sydney, Peter Houston tells me he was a Formula Vee racer in the mid seventies, he plies his trade as Scanpix.

Bryan recalls, ‘The 1969 Monaco GP was my first F1 race, i had just arrived to pursue a career as a freelance photographer and jumped on a train down to the south of France to catch the race. I remember taking the photo of the car in the traffic, I was waiting to cross the road and there was the open-wheeler in my way! I was able to get the shot as it drove away.’

So, who is it?

F2 Index to the rescue. My guess as to the number is 50, 52, 58 or 59! #50 was Bernard Plaisance who raced an Ecurie Tecno France, Tecno 69 Ford, DNQ. Car 52 did not arrive, so let’s cross him off. #58 was Peter Hanson’s Chevron B15 Ford DNQ and #59 was Roger Keele, EMC F3 Ford, he was eighth in the race won by Ronnie Peterson’s Tecno 69 Ford. I’m going for Bernard, he’s French, the other two blokes are British so would probably have a Pommie registered tow car…

I’ve chosen a few other Henderson shots which are a bit different from the average, the first is Vic Elford heading up the hill from Ste Devote in his Cooper T86B Maserati.

(B Henderson)

 

(B Henderson)

The next one is Jackie and Helen Stewart walking down the hill towards Ste Devote, JYS even has a bag-man, who is the guy, he looks familiar?

How great would it have been to have attended the race then, plenty of challenges too that weekend, high wings were banned after the Thursday session by the CSI so the shot of Jo Siffert’s Rob Walker Lotus 49B Ford sans wings is probably on the Friday, by Saturday front wings were back.

(B Henderson)

Credits…

Bryan Henderson at Scanpix.com.au

(B Henderson)

Denny Hulme’s McLaren M7 Ford on Pit Straight, perhaps a Matra ahead, classic Monaco shot with that home made fence in the foreground!

Finito…

DB, Brabham BT59 Judd EV V8, AGP 1990 (BA)

It was great to see David Brabham race a Brabham in Adelaide during the 1990 Australian Grand Prix, whilst the BT59 Judd looked the goods it was not a great car, and Brabham was hardly the marque it was during the Brabham/Tauranac and Ecclestone eras.

David qualified 25th and failed to finished after spinning off on lap 19, we saw him again in 1994, when he raced a Simtec S941 Ford HB V8 but that simple car, still fitted with a semi-manual gearbox, remember them, was well and truly under-cooked in amongst the Top-Guns.

And that, sadly, turned out to be the end of David Brabham’s time in Formula 1, mind you, he had a great professional race career inclusive of a 2009 Le Mans win aboard a Peugeot 908 HDi FAP in amongst heaps of sportscar and other victories.

In more recent times, after a legal battle of about a decade, he has gained control of the Brabham name and intellectual property and built the awesome Anglo-Australian Brabham BT62 Ford Hypercar, the first of what will hopefully be a long line of racing and road cars. If ever there was a time for ‘Team Australia’ to climb aboard it is now?

DB, BT62 during the Adelaide Motorsport Festival 2019 (InSydeMedia)

Here is the car during the 2019 Adelaide Motorsport Festival, love the circa 1990 Brabham era livery!

When I think of David Brabham in Adelaide it is the 1987 F1 carnival weekend which sticks in my mind. DB won the 15 lap, ANF2 (1.6 litre, SOHC, two-valve, carbs) one-race Gold Star  Championship event from the back of the grid, finishing ahead of a classy 28 car field including most of the top ten placegetters of the six round Formula 2 Championship which concluded a couple of months before.

In more recent times David has made public his motivation for that great drive. In one of those ‘shit happens’ moments of youth, he had ‘potted’ his girlfriend, and as an expectant father, Jack had given DB the ‘that’s the end of your F1 aspirations’ brush off. #3 son’s drive in Adelaide was an ‘I’ll faaarkin show you mate moment’, and man it was really impressive to watch!

I was rooting for Mark McLaughlin’s Elfin 852 VW as an enthusiast of the marque, and watched with amazement from the East Terrace section of the track as he caught and passed the competition hand over fist. It wasn’t his first race on one of the more technical road courses, Brabham was second in the Formula Ford Championship race the year before, and his Ralt RT30 VW was the right bit of kit, but it was an impressive drive all the same. A portent of what was to come.

DB, Ralt RT30 VW, Adelaide 1987 (driving.co.uk)

 

DB Adelaide 1987 (BA)

 

BT62 launch at the Australian High Commision, London (BA)

Jack Brabham and Ron Tauranac would chuckle with delight at the pragmatism of the BT62.  The car bristles with the latest in technology in some ways but beneath the sinfully edgy and sexy aerodynamically efficient carbon fibre and kevlar body delivering 1,600 kg of downforce, lurks a good old fashioned multi-tubular spaceframe chassis and a wonderful 5.4 litre modular Ford V8 modified to Brabham Automotive specifications.

Brabham and Tauranac won a couple of world titles in 1966-1967 with engines of relatively modest technical specifications and were still winning Grands Prix with spaceframes in 1969 when a change to regulations requiring ‘bag’ fuel tanks effectively mandated monocoques in F1.

The poverty pack BT62 is priced at US $975K plus taxes, whereas the ducks guts BT62 ‘Ultimate Track Car’ hits the road at a giddy US $1.3M, only proprietors of Chinese Wet Markets should apply. Seventy cars only will be built at Brabham’s new 15,000 square metre facility, at Edinburgh Parks, within parent company Fusion Capital’s complex.

(BA)

 

(BA)

The Ford ‘Voodoo’ based, Brabham DOHC, four-valve, fuel injected, flat-plane crank 5.4 litre V8 has a bore/stroke of 94 x 97 mm for a capacity of 5,387 cc giving 700 bhp @ 7,400 rpm and 492 lb/ft of torque. This lot hits the road via a six-speed sequential Holinger transaxle. Suspension front and rear is by way of push-rod actuated upper and lower wishbones and coil spring/dampers with adjustable roll bars at both ends. Brakes are carbon/carbon and carbon/ceramic for race/road.

BT62 has enormous, menacing presence, it is 4,460 mm long, 1,950 mm wide, 1,200 mm high and weighs 972 kg with a weight distribution of 41/59% front/rear.

Brabham delivered its first competition BT62 to Horsepower Racing in the UK in May 2019 to contest the Britcar Endurance Championship, in a wonderful start for the machine it won its first race from pole driven by David Brabham and Will Powell at Brands Hatch last November 9. Great stuff!

(BA)

 

(BA)

There is something wonderful about Brabhams being built in Adelaide’s Edinburgh Parks, only a kilometre or so from Holden’s closed Elizabeth factory. The city has a long history of automotive engineering and manufacturing excellence with such famous/prominent companies as Elfin Sports Cars, Clisby Engineering, Birrana Cars, Globe Products, ASP and many others building racing cars and components since the earliest days of motoring in Australia.

Without drawing too long a bow in making an historic connection between Brabham and Adelaide, Clisby Engineering in Prospect manufactured the 1967-1970 30, 40, 50, and 60 series cylinder heads for the range of Repco-Brabham Engines Pty. Ltd. racing V8s, including those used on the ‘740’ engines which won the 1967 world F1 championships.

Ooops, forgot! Jack’s first national championship speedway win was at Kilburn Speedway on 25 February 1949, 9 km from Adelaide’s GPO, so lets take the Adelaide/Brabham connection as a given.

Fusion Capital, the Brabham Automotive parent company, is based in Waymouth Street, Adelaide, they position themselves as ‘a partner of investors and small business’ and operate in three business sectors; advanced manufacturing and renewables, property and private equity.

Brabham Automotive’s brothers in the advanced manufacturing and renewables division are Precision Buses, Precision Components, a manufacturer of pressed metal and fabricated components, and Heliostat, a business which makes heliostats, mirrors which turn to reflect light in solar energy applications.

(BA)

 

(BA)

Hopefully Fusion Capital has a balance sheet of sufficient strength to allow Brabham to complete the construction of the seventy BT62s in their business plan as the first step of a process which will establish the company as a manufacturer of road and racing cars with a return to F1 at some point.

It is amusing to hear of ScoMo’s mob’s recent interest in the manufacturing sector given the final act of automotive sodomy which destroyed the motor industry was performed by Tony Abbott, a knuckle-dragging, towering monument to intellectual and leadership bankruptcy. In truth the seeds of the industries ultimate failure were established at birth, that is, a total lack of Australian ownership and therefore control. Generational management failure, union and head office greed, governments of both stripes applying economic rationalism since 1972 (and I’ll fess up to supporting such policies) without any ‘societal good’ over-ride and our high dollar did the rest.

The ongoing success of Bolwell in Mordialloc, who have navigated the travails of manufacturing in Australia with nimble skill since the sixties, 35 year old (yes!) Borland Racing Developments closeby, Geelong’s ‘Carbon Revolution’ wheel maker, and now Adelaide’s Brabham Automotive give great cause for optimism in the weird world in which we live, long may these enterprises prosper.

(BA)

Etcetera…

(BA)

 

(BA)

 

(BA)

 

(BA)

Credits…

Fairfax, Adelaide GP FB page, driving.co.uk, InSydeMedia, Getty Images, BA-Brabham Automotive, Fusion Capital

Tailpiece…

(BA)

Match race between David Brabham’s BT62 and Matt Hall in a Zivco Edge 540 V3 aircraft, during the Adelaide Motorsports Festival in 2019.

Finito…

(CAN)

Chris Amon carefully pushes his Maserati 250F ‘2506’ (or ‘2504’ or ‘2509’) out of the ‘escape driveway’ during the February 3 1962 Dunedin Road Race…

Its practice and wet, the Kiwi great overshot the corner at the junction of King Edward Street, Wilkie Road and Bridgeman Street. The angle suggests the photo was taken from the building opposite, the dark industrial buildings contrasted by the colourful advertising hoardings, red Maserati and dead, gold grass all create a very atmospheric panorama.

Chris retired his car after a collision with Bill Thomasen, Cooper T51 Climax. It was a sad event, champion racer John Mansel died in his Cooper T51 Maserati, the race was won by Pat Hoare’s Ferrari 256 V12 from Jim Palmer, Lotus 20B Ford and Barry Cottle’s Lola Mk1 Climax.

(E Sarginson)

Allan Dick, a ‘famous photograph above of the first lap at Dunedin in 1962. Against all expectations it was Chris Amon who led the first lap, not Pat Hoare who eventually had an easy win’. Chris retired after the collision with Thomasen, see photos below.

Hoare’s Ferrari 256 was a 246 Dino to fit a Testa Rossa 3 litre V12 at the factory. Click here for an article about that awesome car here; https://primotipo.com/2015/11/09/pat-hoares-ferrari-256-v12-at-the-dunedin-road-race-1961/

(CAN)

 

(B Wilson)

 

(B Wilson)

Allan Dick picks up the story, ‘Chris is almost out of the car as his 250F hits the power-pole dead centre. Amon led the first lap but reality struck and the faster, better, newer  cars passed him one by one. He was in fourth place when Bill Thomasen (Cooper T51 Climax) tried to take him on the outside of the left-hander out of Andersons Bay Road into Princes Street South, the two cars tangled and ran off the road.’

Chris’ Maser was repaired by Bruce Wilson in Huntsville (I must buy his book ‘The Master Mechanic) returning with a longer nose.

John Mansel, Cooper T51 Maserati rounds the Glen Hairpin on what was to be his last lap (CAN)

Unfortunately John Mansel also fell foul of one of the lamp-posts. The champion driver started the race after many laps, he had completed about 10 when he lost control of his ex-Centro Sud Cooper T51 ‘F2-13-59’ Maserati 2.9 and slid into the immovable object side on. He was thrown from the car and died of head injuries sustained a week or so after the accident, a very sad day in Kiwi motor sport indeed.

He was eighth at Wigram and Teretonga in the fortnight prior to Dunedin and had been very successful in the ex-Moss 250F, Stirling won the 1956 NZ GP in chassis ‘2508’ and sold the car at the end of his trip, for some years.

John Mansel at Teretonga the week before, here ahead of Ross Greenville, Lotus 18 Ford and John Histed, Lola FJ Ford (CAN)

 

(E Sarginson)

The couple of photographs are of Pat Hoare on his way to victory in the Ferrari.

In the monochrome shot he is traversing ‘Cemetery Corner’, the lower photograph shows just how wet the track was and therefore how treacherous given the normal road hazards, which were, in the traditions of the day, ‘modestly protected’ if things went wrong at higher speeds. A statement of the obvious. The bruised nose of the sleek Italian V12 racer is a consequence of kissing the back of Brian Blackburn’s Maserati 250F whilst lapping him.

(CAN)

They are crackers of shots aren’t they, the docks area of the city was used for this event and then the Oval Circuit from 1962. Click here for an article in part about the development of the Dunedin and other circuits post-war; https://primotipo.com/2019/09/05/the-gp-aston-martin-dp155/

Credits…

Allan Dick- ‘Classic Auto News’, Bruce Wilson, Euan Sarginson, Derek Woods

Etcetera…

(D Woods)

 

(CAN)

This is Chris in practice, clearly it was a very soggy weekend throughout, Amon wore goggles in practice and went with a visor in the race.

Pat Hoare’s Ferrari 256 lines up on the grid, the black car is the Bob Eade ex-Moss/Jensen/Mansel Maserati 250F with Bill Thomasen’s Cooper T51 Climax alongside. There is another red car almost obscured as well beside the M Garr Ltd garage- I wonder if the premises are still there?

(B Woodford)

Beautiful crisp colour shot of Jim Palmer’s Lotus 20 Ford 1.5, he is in his fourth season of motor racing and still a teenager’ noted Allan Dick.

Went all the way to the top of racing too, winning the NZ Gold Star drivers championship on four occasions in the sixties, click here for a brief article on Jim; https://primotipo.com/2018/01/02/renwick-50-and-jim-palmer-new-zealand-1965/

(B Wilson)

Who are they, Chris and his Leica excepted and where was the photograph taken? Ardmore perhaps?

Credits…

Allan Dick- ‘Classic Auto News’, Bruce Wilson, Euan Sarginson, Bob Woodford

Tailpiece: Pukekohe 1963…

(B Wilson)

Derek Woods was there that weekend and recalls, ‘Chris sits on the pit counter in blue T-shirt, goggles and racing boots whilst the Cooper T53 Climax is warmed up after qualifying sixth. He stormed through to third on the opening lap but fell back and pitted with ignition problems when running in fourth or fifth. He then made a late charge to finish seventh. Had things gone to plan he would have finished in the top three, possibly second. Typical Amon luck right from those early days.’

By the end of that summer Chris was off to Europe with Tim Parnell, and the rest, as they say, is history. Thats David McKay, the car owner at far right chopped in half by the crop- a key person in Chris’ rise and in his later 1968/69 Dino 246T Tasman campaigns.

Finito…

Reg Parnell and Peter Whitehead in line astern- Ferrari 555 Super Squalo 3.5’s during the Southland Road Race, Ryal Bush, New Zealand 16 February 1957…

The two Brits had a very successful New Zealand summer taking this race in a one-two in Whitehead’s favour with Horace Gould’s Maserati 250F third.

The Kiwi international season opened at Ardmore with the New Zealand Grand Prix, it was a Parnell-Whitehead one-two there, in fact it was the last major victory of Parnell’s very long career. There was little joy in the win though, fellow Brit Ken Wharton died after a tragic ‘racing incident’ accident aboard his Ferrari Monza in the sportscar preliminary immediately prior to the feature race.

At Wigram it was Whitehead from Jack Brabham’s Cooper T41 Climax 1.5, in Dunedin, Parnell from Brabham with Whitehead third, then Ryal Bush before the circus proceeded on to Mairehau although by that stage the two Brits had returned to Europe.

Parnell on the Dunedin Wharf road circuit, 2 February 1957- he won from Brabham’s Cooper T41 Climax and Whitehead’s Ferrari  (G Paape)

 

Peter Whitehead with his crew during the 1958 Le Mans 24 Hours. First Englishman since Dick Seaman to win a major European GP in taking the 1949 Czechoslovakian GP aboard a supercharged Ferrari- the first also to coax such a car from Enzo- the man really did have impeccable Ferrari connections (Motorsport)

Whilst these cars were never the weapons in Grand Prix racing the predecessor 2 litre Ferrari 500 was, they were pretty handy Formula Libre cars when fitted with 3431cc Tipo 860 Monza four cylinder motors rather than the 2.5 litre fours which sat below their bonnets in F1 events.

By January 1957 Ferrari’s frontline weapon was the Lancia-Ferrari D50 V8, variants of which they ran in F1 from the 11 September 1955 Italian GP, indeed the lack of pace of the 555 (and 625) was one of the reasons for the deal brokered gifting the cars to Ferrari when Lancia went bust. I really must get to the D50 at some stage, it’s one of my favourite Grand Prix cars.

The Parnell #2 and Whitehead in the Albert Park AGP practice in December 1956- the tail of car #9 is Lex Davison’s ex-Ascari/Gaze Ferrari 500/625 3 litre (J Lineham)

While the drivers returned to England after Ryal Bush the two Ferraris stayed in the Antipodes. Whitehead’s ‘555-1’ aka ‘FL/9001’ was bought by (later Sir) Tom Clark of Crown Lynn Potteries fame, later still becoming the famous ‘Morrari’ before its resurrection.

Parnell’s ‘555-2’ aka ‘FL/9002′ passed through the hands of McMillan/Glass and others including the Gilltrap Collection on the Gold Coast and eventually into Bernie Ecclestone’s hands. Click here for an article about this chassis’ ‘Australian phase’; https://primotipo.com/2015/08/25/arnold-glass-ferrari-555-super-squalo-bathurst-1958/

Reg Parnell in the Goodwood paddock in April 1954. Happy chappy that weekend- he won the Lavant Cup in this Ferrari 625 from Roy Salvadori’s Maserati 250F- a very good win

Both machines were works entries in 1955 but were surplus to requirements once the D50’s were unloaded at Maranello before being eagerly snapped up by existing customers Whitehead and Parnell after fitment of Tipo 860 Monza engines. The chassis’ were lengthened to allow them to fit, new chassis plates were affixed to the frames during this process.

Some older enthusiasts remember these cars in Australia as both contested races during the two weekend 1956 ‘Olympic’ Australian Tourist Trophy/Grand Prix carnival at Albert Park in late November/early December. The ‘Scuderia Ambrosiana’ duo were third and sixth, Peter was behind the ‘Officine Alfieri Maserati’ 250F’s of Stirling Moss and Jean Behra.

It was then off to Port Melbourne and across the Tasman Sea then, the NZ GP was on 13 January.

The #4 Parnell Ferrari 555 and Whitehead’s behind at Wigram in 1957, note the aircraft hangars in the background. Car #46 and driver folks? (Library NZ)

 

(CAN)

Lady Wigram Trophy start 1957.

Ron Roycroft, Ferrari 375, Parnell and Whitehead Ferrari 555’s and Brabham’s tiny Cooper T43 Climax at far left on row one. Gibbons, Jensen and Gould on row two and Shuter, Jensen, Clark and Freeman on row three. Whitehead won from Brabham and Roycroft- the shot below shows the Whitehead crew in the Wigram pitlane, make that runway!

(J Manhire)

 

Tom Clark at Levin circa 1957, he first raced the car- having graduated through a pre-war Maserati 8CM and the ex-Macklin/Gaze supercharged HWM Alta, in February 1957.

He contested six meetings in it from then until February 1959, his best result was a victory in the South Island Championship Road Race at Mairehau in 1957.

(CAN)

Stunning Hillclimb vista in New Zealand with Tom Clark right on the apex- whereizzit I wonder Kiwis?

(M Clayton)

Ferrari 555 Super Squalo cutaway drawing, perhaps by Giuseppe Cavara, technical specifications as per text.

Etcetera…

The front view of Paul Frere’s Ferrari 555 ‘555/1’ during the 1955 Belgian GP meeting at Spa- the local boy did well in what would become Whitehead’s car.

He was fourth behind Farina’s third placed 555 but the first and second placed Mercedes Benz W196’s of Fangio and Moss were nearly a couple of minutes up the road. Castellotti was on pole that day in a Lancia D50- a single car final entry for the team, with Farina’s third slot the best of the four Ferrari 555’s which practiced.

And the rear view of Eugenio Castellotti’s ‘555/2’ at Zandvoort in 1955- Mike Hawthorn raced ‘555/1′ at this meeting for seventh place. Castellotti (in Reg’s car) was fifth with the ole’ Mercedes W196 one-two delivered by Fangio from Moss.

The Ferrari’s weren’t quick though, Maurice Trintignant’s was the best of the Ferrari qualifiers with eighth slot in his 555.

Its interesting to see how the bodywork of the cars evolved from F1 to Formula Libre specifications.

Lady Wigram Trophy 1957 start. #4 Parnell, Ferrari 555, #19 Ron Roycroft, Ferrari 375, #2 Horace Gould, Maserati 250F, #5 Whitehead, Ferrari 555, #3 Brabham, Cooper T41 Climax (S Dalton)

Credits…

John Manhire Collection, Godfrey Paape, James Lineham, Getty Images, Ellis French, Stephen Dalton Collection

Tailpiece…

(E French)

Arnold Glass in the #2 ex-Parnell ‘555-2’ alongside Doug Whiteford’s Maserati 300S at Longford in March 1958 before the Gold Star race won by Ted Gray in Tornado 2 Chev. The bit of blue is the tail of the Bruce Walton driven, Norman Hamilton owned Porsche 550 Spyder.

Finito…

Ickx/Hobbs first place Mirage M1 Ford from Piper/Attwood Ferrari 412P and Hawkins/Love Ferrari Can-Am 350, Crowthorne Corner, Kyalami 1968 (G Kegel)

Paul Hawkins had a very successful African tour in November/December 1968 with his ex-works Ferrari 350 Can-Am, winning five of the seven races he entered.

Ferrari raced four P4s in the 1967 World Sportscar Championship, one of which was an upgraded P3, at the WSC seasons end two of the cars were lightened and modified to ‘350 Can-Am’ specification. David McKay acquired one of the cars at the end of the 1967 Can-Am Challenge Cup, ‘0858’, for Chris Amon to race in the 1968 Australian Tasman Cup round sportscar supporting events where he was beaten on every occasion he raced Frank Matich’s Matich SR3 Repco. The story of the P3/350 Can-Am is here; https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

After Chris returned to Europe Bill Brown raced the car throughout the domestic Australian season until after the Surfers 6 Hour enduro at which point Hawkins bought it and took it to Africa.

Kyalami (royckdboats)

 

4176cc, DOHC three valve, twin plug, fuel injected V12, 480 bhp @ 8500 rpm, five speed transaxle. Kyalami (royckdboats)

 

PH getting stuck into the Pommery after winning the 1968 Monza 1000 km- he shared the winning Gulf Wyer GT40 with David Hobbs

The prestigious Kyalami 9 Hour was the first race on Hawkins’ tour, there, on 11 November, sharing with South African single-seater ace, John Love, they were third having started from pole, the race was won by the Ickx/Hobbs Mirage M1 Ford. Tim Schenken took fourth outright and a 2 litre class win in a Chevron B8 BMW he shared with Brian Redman.

A week later Hawkins won the Cape Town 3 Hour at Killarney and was again victorious on 1 December at the GP Bulawayo, on the Kumalo circuit, he was second in the GP of Rhodesia on the same weekend. He again placed second in the 3 Hour de Lourenco Marques, in Mozambique that race won by Mike Hailwood and Malcolm Guthrie’s Mirage M1 Ford. He finished his tour with victories in the Roy Hesketh 3 Hours in Pietermaritzburg and 500 Km of East London on January 4 1969.

In May Hawkins raced a Lola T70 Mk3B Chev at Magny Cours, he entered Mike Hailwood in the Ferrari with Mike winning the race despite Paul setting pole and fastest lap of the race. Several days later Hawkins won the Dijon International, this time Mike started from pole and did the fastest lap but finished eighteenth. Shortly after this Paul sold the car to racer/dealer David Piper who had plenty of opportunities to evaluate the merits of the car on circuit!

Cyril Simson/Hawkins Healey Sebring Spite s/c, 20th with Morgan and Ferrari 250GT SWB in close attendance during the 1960 Tourist Trophy, Goodwood- the victor, Moss Ferrari 250GT SWB (Getty Images)

 

Hawkins/Makinen works Austin Healey 3000 during Targa in 1965. 21st and second in class. Vaccarella/Bandini won in a Ferrari 275 P2 (Bonhams Collection)

 

Paul Hawkins, Willment F2 Lotus 25 Coventry Climax FPF from Sam Tingle, LDS 1 Alfa Romeo during the 9 January 1965 Cape South Easter Trophy at Killarney, Cape Town, South Africa. Hawkins won from John Love and David Prophet (R Winslade)

 

Hawkins in a works-Lotus Ford Cortina FVA Group 5 machine during the 1967 BTCC, circuit folks? (unattributed)

‘Hawkeye’ was born in Melbourne’s inner eastern suburb of Richmond on October 12 1937, his father was a builder who later became a clergyman. He started racing circa 1958, having a few runs in Terry Valmorbida’s Austin Healey 100S before jumping a ship to the UK where a job with Healey quickly led to racing the marque.

He progressed through one of the toughest schools of all, British Formula Junior and then Formula 2 with John Willment in 1964, he was ninth in the 1965 South African GP aboard Willment’s Brabham BT10 Climax.

Along with Alberto Ascari, Hawkins is a Monaco Grand Prix diver survivor. He was racing Dickie Stoop’s Lotus 33 Climax towards the rear of the field on his eighthieth lap of the100 lap race in 1965. Denis Jenkinson saw it this way ‘…there was a bit of a furore at the chicane for Hawkins struck the wooden barrier at the entry and spun through the straw bales and over the edge of the quay and into the harbour. The Lotus sank to the bottom and the rugged Australian bobbed to the surface and struck out for shore, while boats went to his rescue.’

DSJ wryly observed ‘There was some discussion as to whether Hawkins used an Australian crawl or an American crawl to return to the edge of the harbour after his dive. Whatever it was it was an impressive and powerful stroke. Exactly ten years ago Ascari went in at the same place in a Lancia.’ Graham Hill won the race in fine style in his BRM P261.

Monaco 1965, Paul, Lotus 33 Climax about to be rounded up by second placed Lorenzo Bandini’s Ferrari 1512. Hawkins accident happened on his eightieth lap (unattributed)

 

Hawkins slightly soggy Lotus 33 Climax is repatriated from the chilly waters of Monaco Harbour. Chassis ‘R8’ lived to fight another day and is alive and well

 

Hawkeyes’s Lotus awaits him at a subsequent meeting! (R Schlegelmilch)

 

Hawkins on the way to winning the 1967 Targa Florio aboard a works Porsche 910 together with Rolf Stommelen (unattributed)

Hawkins quickly became a very fast, safe pair of endurance/sportscar hands winning Targa together with Rolf Stommelen aboard a works Porsche 910 and the Paris 1000 Km at Montlhery in a Mirage M1 Ford with Jacky Ickx in 1967 as well as the 1968 Monza 1000 Km together with David Hobbs. He was placed in five rounds of the World Sportscar Championship assisting John Wyer’s iconic Gulf sponsored Ford GT40s to victory in 1968.

At 31 he was still a young man in a wonderful career sweet spot racing factory cars and his own cars in national and international non-championship events.

On 26 May 1969 whilst running a works supported Lola T70 Mk3B Chev during the Tourist Trophy at Oulton Park, battling to get back in the lead group whilst running sixth, he hit a tree at Island Bend with poor Paul caught in the car as it was engulfed in flames. Brian Redman wrote ‘…I have no doubt his Lola T70 Mk3B suffered suspension failure, later in the race I crashed heavily at Knicker Brook due to the same problem.’

Treat this as a teaser, we will come back to Paul Hawkins, who is somewhat forgotten in Australia, Oulton was such a tragedy at a time his career trajectory was very much on the up.

1965 South African GP, East London. Paul Hawkins ninth place Brabham BT10 Lotus-Ford t/c from Dan Gurney’s Brabham BT11 Climax DNF- Jim Clark was up front in a Lotus 33 Climax (MotorSport)

 

Spa 1000 km start 1968. Hawkins GT40 inside Herman’s 908 Coupe, fourth and third respectively, Ickx/Redman Wyer GT40 the victor (unattributed)

 

Hawkins/Hobbs Gulf Wyer Ford GT40 Spa 1000 km 1968 (MotorSport)

Credits…

MotorSport, Brian Redman on ‘The Nostalgia Forum’, Gary Kegel, royckdboats, Richard Winslade, Mike Hayward Collection, Peter Maslen, Rainer Schlegelmilch, autopics.com.au, Bonhams Collection

Etcetera…

Hawkins Lola T70 Mk3 Chev about to surge past Alan Hamilton’s Porsche 906 during the 1967 Surfers 12 Hour (P Maslen)

We saw a bit of Paul in Australia later in his career. He contested the 1967 Surfers Paradise 12 Hour in a Lola T70 Mk3 Chev shared with car owner, Jackie Epstein, the duo were second in a race either they or the Scuderia Veloce Ferrari 350 Can-Am Hawkins shortly thereafter acquired should have won but both machines had problems, see here; https://primotipo.com/2018/08/28/1967-surfers-paradise-6-hour/

David McKay included Hawkins in his ‘works’ Holden Dealer Racing Team Bathurst 500 lineup in 1968.

Paul popped the Holden HK Monaro GTS327 he shared with Bill Brown third on the grid, but the pair were disqualified after ‘slicing’ a wheel in The Cutting and receiving outside assistance. In the shot above he is ahead of Fred Gibson’s works XT Ford Falcon GT. The race was won by Bruce McPhee and Barry Mulholland in another GTS.

It’s interesting to speculate about the manner in which Paul Hawkins Racing Ltd may have developed whilst Hawkeye continued to race and once he retired. Here Mike Hailwood ponders more pace from his Hawkins Racing Lola T142 Chev F5000 during the the 4 April 1969 British F5000 championship round at Oulton Park.

The spaceframe chassis, surplus T70 parts-bin special T140/142 is unlikely to be on any list of Lola’s greatest cars. This event was the first ever British F5000 championship race, Mike qualified third behind the David Hobbs Surtees TS5 Chev and Peter Gethin’s McLaren M10A Chev, Peter took the win from David with Mike a DNF after a driveshaft broke.

Tailpiece…

(Lola Archive)

Paul has the big, brutal Lola T70 Mk3B Chev beautifully dancing on its tippy-toes on the way to a win in the Guards Trophy at Snetterton in April 1969.

Finito…