Archive for the ‘F1’ Category

It’s a Bull’s Life…

Posted: November 15, 2018 in F1, Fotos
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Will I for a gallop along the track? Nah, I’ll hang here it’s more peaceful…

Maserati 250F going past but can’t figure whose, the number on the tail appears to have a 3-prefix but no such car was entered. Any ideas? Moss won the race from Mike Hawthorn and Phil Hill- Vanwall VW57 from Ferrari Dino 246 times two.

I wrote an article about this 1958 Moroccan GP meeting a while back, click here to read it;

https://primotipo.com/2014/09/05/vanwall-cars-and-the-moroccan-grand-prix-1958/

Credits…

Klemantaski Collection

Stoffel Vandoorne, 7th, McLaren MCL32 Honda, Singapore GP 2017 (salracing.com)

‘There is no point rueing the good ole days!, you just sound like a silly old tugger!’ my youngest son observed of his father with all the respect typical of the ‘friggin millennials…

He is right of course. Every era of motor racing is interesting, the challenge is to keep up. But I must say, as a humanities graduate, the physics of kinetic recovery systems and the like is simply beyond the conceptual capacity of my noggin. No way can I write about it as I simply don’t geddit.

During the same research session that i was reading about McLaren’s use of 3D-Printing (announced April 2017) to more quickly design and deploy components on their cars- hydraulic line bracket, rear wing flap, radio harness boot and carbon fibre brake ducts to be specific, i also found some photos of those designer/builders Messrs Brabham, Gurney and Surtees.

I smiled to myself at the thought of those inveterate fettlers, fiddlers and finessers of racing cars and the manner and pace at which they would have used the tools of today.

 

 

 

 

 

 

 

 

 

 

 

Its Dan Gurney bearing down on Jack who is just pulling his Brabham BT24 Repco up in the 1967 Monza pitlane having tried the ‘cockpit streamliner’ he and Ron Tauranac concocted to squeeze a few more top speed revs out of the reliable- but not as powerful as the new-fangled Ford Cosworth DFV V8 in the hands of Clark and Hill, Repco SOHC ‘740 Series’ V8.

Dan is anxious to know the response of his mate and former employer, his own F1 experiment is about halfway through its life at this point. The Gurney-Weslake V12 engined variant of Len Terry’s Eagle Mk1 design (#10 in the pitlane- the car behind Dan’s is the Eagle raced by Ludovico Scarfiotti) made its debut at this very race meeting twelve months before.

‘Black Jack’- he of the permanent 5 o’clock shadow, would have driven Tauranac bonkers with the 3D technology and his ideas- imagine what Colin Chapman, always a man of the future and of overnight tweaks would have done with it!

(oldracingcars.com)

Meanwhile at Warwick Farm John Surtees is looking for a way to get a few tenths out of his Surtees TS8 Chevy F5000 car during practice for the 1971 Australian Grand Prix at Warwick Farm.

One of the reasons Alan Jones left Surtees was just how painful ‘Big John’ was with car adjustments he ‘knew would not make the car quicker’ observed Jones of Surtees attitude on Jones requested TS19 chassis changes- despite Surtees ‘pottering around 2 seconds off the pace’ whilst forming his views.

The beauty of the 3D production process is the cost-effective manner in which (some) ideas can be tried, something all three of the impecunious owner/engineer/drivers mentioned would have approved.

2017 Singapore GP, Vandoorne, McLaren MPL32 Honda. Lewis Hamilton the winner in a Mercedes F1 W08 (McLaren)

There is no reason why engineer/drivers are not in F1 now, either in a formally qualified manner or via the ‘school of hard knocks’ but so far no-one has challenged an article i wrote a while back which anointed Larry Perkins as the last of the engineer/mechanic/racers at F1 level?

The truth is that we misty-eyed enthusiasts do look back with fondness at the racing we savoured to watch or contest in our youth, whereas the pro-elite level fellas never cast a glance to the rear but only forward to find the next means to win…

Credits…

salracing.com, oldracingcars.com, Bernard Cahier, thisisf1racing.com, McLaren

Tailpiece: McLaren MPL32 Honda, 2017 Singapore GP…

(thisisf1racing.com)

Finito…

 

 

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Rainer Schlegelmilch’s artistry lays bare the clinical beauty of the 1991 McLaren Honda at Silverstone on 14 July…

Whilst this article is a summary of McLaren’s ultimately successful 1991 season of changing fortunes with its new Honda V12 powered McLaren MP4/6- all of the photographs are by Rainer Schlegelmilch and were taken over the Silverstone British GP weekend of 11 to 14 July.

This was Honda’s third different type of engine in four seasons- a new 3.5 litre 60˚ V12 unit with greater piston area than the outgoing V10 it replaced and therefore it had a potentially higher rev limit. More revs, all things being equal, results in more power. It was not without its chassis design and packaging issues, the motor was longer, heavier and thirstier than the V10 it replaced but the anticipated 720bhp should have been more than enough, on balance to make the car faster.

When first tested by Ayrton Senna in an MP4/6C test-mule, he was far from impressed and said as much to the Japanese. The Honda people persevered of course, and McLaren’s season got off to a great start with four wins on the trot. The increased engine weight was partially offset by the latest development of McLaren’s six-speed manual, transverse Weisman/McLaren gearbox.

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Team led by Neil Oatley produced a handsome and effective brute in MP4/6

 

Whilst visually similar to the outgoing MP4/5B, the new cars aerodynamic profile was different as designer Neil Oatley and his team had received fresh perspective and input from Henri Durand who had jumped ship from Ferrari to McLaren in mid-1990.

Many changes had to be made to the chassis to accommodate the longer engine and enlarged fuel cell needed to satisfy its greater thirst. Despite additional length, the new tub was much stiffer in terms of torsional rigidity and comprised fewer basic components than its predecessors.

There were changes to the suspension too. The  pushrod-activated coil-spring/dampers were now mounted on top of the chassis ahead of the cockpit instead of being installed vertically on either side of the footwell.

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The increased fuel consumption presented lots of challenges. Despite plenty of development on the engine management system, Senna twice ran out of fuel (at Silverstone and Hockenheim) but the Brazilian Ace and his new car remained unbeaten up to and including Monaco- giving McLaren a comfortable lead in the Constructors‘ Cup at that stage of the season.

This margin was to prove crucially important as the team’s performance began to slip and Williams Renault began to gather pace with Nigel Mansell and Riccardo Patrese threatening as the Williams FW14 Renault V10’s reliability improved.

‘In Montreal two things quickly became apparent. The first was that the Honda’s extra power was simply to offset its greater weight relative to the V10s, particularly when its internal frictional losses continued to rise. The other was that the Williams FW14s, particularly Mansell’s, were really getting into their stride’ wrote McLaren.

Honda, of course continued development of its V12. The ‘Spec 1’, which won at Phoenix, Interlagos and Monaco was replaced by ‘Spec 2’- introduced ahead of Monaco offered better mid-range punch thanks to a new induction system. The friction problems were addressed in the ‘Spec 3’ variant here at Silverstone.

In addition the cars suspension was evolved, new linked rocker arms were fitted to reduce roll and a cockpit-adjustable ride-height mechanism was deployed.

The fuel metering issues so obvious during the British and German Grands Prix weekends were mainly caused by Shell’s experimentation with different fuel densities and viscosities.

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At Silverstone Nigel Mansell and his Williams dominated at home, other than for part of the first lap- Senna jumped from grid 2 and led until Mansell passed him into Stowe, the Brit led from start to finish.

Nigel and Ayrton drove away from the rest leaving Berger, Prost and Alesi scrapping over third, a duel settled in Jean’s favour, he lost the place later in the race in a collision with Aguri Suzuki. Mansell won from Berger’s McLaren and Prost’s Ferrari 642 V12 with Senna classified fourth having lost his hard-raced second after running out of fuel, as written above.

Mansell gives Senna a lift back to the pits at the end of the British GP (R Schlegelmilch)

‘At Paul Ricard, another inaccurate readout forced Senna to drive conservatively, although following this Honda’s research and development effort accelerated dramatically so that by the time he arrived in Hungary he had a car which could be safely revved to 14,800 rpm, albeit only for short bursts’

In Budapest McLaren regained its form in order to able to save its season.

With great chassis balance and another reworked engine comprising lighter cylinder heads, camshafts and connecting rods, Senna pulled out some of the magic only he possessed and pushed the Williams FW14 Renault RS3 3.5 V10 duo back to second and third places.

Despite a ‘box failure he did it again at Spa where he nursed the failing car home and saw his lead over the Williams boys grow significantly after another Mansell retirement due to an electrical problem lost the Brit a ‘sure win’.

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Engineers prepare two Honda RA121E V12’s for fitting into the cars of Senna and Berger

Then Williams had two wins- the Portuguese (Patrese) and Spanish GP’s (Mansell) in a season of changing fortunes, in Spain Senna struggled on the wrong tyres.

‘At Suzuka the order flipped again, the correct tyres and yet more successful engine development leaving Senna in an unassailable position on 96 points. He returned to Brazil with a resounding third title, while Berger finished fourth with 43 points, having been handed victory by Senna in Suzuka. McLaren again took the Constructors World Championship’.

An historic sidebar to MP4/6 is that it was the last car to win an F1 World Championship powered by a V12 engine and using a traditional manual gearbox. Whilst McLaren tested a semi-automatic ‘box during the season it was not deemed race-worthy so was not used, Williams and Ferrari were the only teams so equipped that season.

The 1992 championship winning Williams FW14B Renault was ‘an orgy of technology’- semi-automatic transmission, active suspension, traction control and for a while, anti-lock brakes whilst still using the evolved but tried and true Renault RS3/4 engines, a story for another time…

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Credits…

Rainer Schlegelmilch, Getty Images, mcLaren.com

Tailpiece…

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Finito…

 

(R Wolfe)

Bugger!

Led Zeppelin first recorded ‘Communication Breakdown’ in 1969, although it was part of their live set from 1968. My whacko brain thought of that song and riff upon seeing this bit of ye olde school communication…

It would have been perfect if the song originated from 1967 given the date of the Brabham Racing Organisation team-leader’s (thaddl be Brabham JA) letter to the General Manager of Repco Brabham Engines Pty Ltd, Frank Hallam Esq is, according to Rodway Wolfe’s handwritten scrawl, 24 May 1967.

These days we have that internet thingy which makes our lives so instant in terms of communication, back then it was ‘snail mail’ or Telex machine if you were from the big end of town. I guess airmail from Surrey, UK to Maidstone, Victoria, Australia was three days or thereabouts? And the same in return with a neato ‘Par Avion’ sticker and a more expensive stamp affixed.

Jack’s note was sent between the Monaco and Dutch GP’s.

BRO had shown plenty of pace early in the season with Brabham and Hulme on pole and with fastest lap respectively at Kyalami albeit Pedro Rodriguez took the South African GP win in his Cooper T81 Maserati.

Jack flicking BT19 around with the abandon so characteristic during 1966-7. RBE740 powered, here ahead of Jim Clark’s Lotus 33 Climax FWMV 2 litre DNF, with Jack’s motor about to go kaboomba (unattributed)

At the following championship round- Monaco, Jack was on pole deploying the new RBE740 Series V8’s power and big, beefy mid-range punch for the first time in a championship round. But an unhappy early ending to the weekend was the Aussie’s new moteur breaking a rod on the first lap of the race. Denny won his first GP in a 620 engined BT20, so it was far from all bad from the team’s perspective- the race tragic for the sad demise of Lorenzo Bandini after a fiery crash aboard his Ferrari 312.

Merde! or Australian vernacular to that general effect- Brabham checks the hole in his nice new 700 Series Repco block, carved up somewhat from an errant conrod- Monaco 1967

But all the same their would have been a bit of consternation in the camp at the time, no doubt a phone call to Hallam was made about the buggered rod, or maybe Frank read about it in the late edition of Monday’s Melbourne daily ‘The Sun’?

The Lotus 49 Ford Cosworth DFV changed the GP world when it appeared in the hands of Clark J and Hill G at Zandvoort on June 4- the need to lift was clear!

So, lets address Jack’s requests.

Sorry about that sketch of Brabham’s requested 700 Series block modifications! Sadly we don’t have it- which is a bumma.

The modified Daimler rods and caps are RB620 bits, not 740- so Jack is after some bibs and bobs to keep alive some of the RB620’s by then in circulation in Europe. Not to forget Denny was still using RB620’s until he got a 740 for Spa in mid-June. The ‘620 Series’ Repco was the first of the Repco Brabham Engines series of race V8’s and was based on the standard Oldsmobile F85 block- ‘600 Series’ block and ’20 Series’ cross-flow heads in Repco nomenclature. The ‘740 Series’ was the new for 1967 motor- ‘700 Series’ bespoke Repco designed block and ’40 Series’ exhaust within the Vee heads.

The water rail changes appear routine race experience evolution, in fact whilst the whole letter is dealing with normal stuff its still interesting, if you know what i mean? And the engine fitters will have been given the bief to watch the chain tensioner fit.

Jack’s checklist of engine parts is interesting.

I thought all of the RBE engine rebuilds happened at Maidstone but clearly that is not the case, some engine work was being done in The Land of The Pom. Interested to hear from you RBE lads on this point.

Brabham and Hallam at Sandown with their newborn, January 1966 (R Wolfe)

The photograph above is of the two participants in the above correspondence at Sandown Park, Melbourne during the 1966 Tasman round. It is a ‘pose for the press’ shot given the race debut of the Repco V8 in the companies home town.

It was the second race for the RBE620 Series V8- the first was a 3 litre unit used by Jack during the non-championship South African GP weekend on 1 January, DNF with a fuel injection pump problem.

The engine above is a 2.5 litre jobbie- easily picked by its long Lucas injection trumpets, this time an oil pump broke- the chassis is the one and only BT19 which carried Jack to the 1966 title, and as can be seen in the Monaco photographs, well into 1967. The RBE620 became a paragon of reliability after some initial traumas were rectified…

The RBE 620 Series engine story is here;

https://primotipo.com/2014/08/07/rb620-v8-building-the-1966-world-championship-winning-engine-rodways-repco-recollections-episode-2/

The RBE 740 Series engine story is here;

https://primotipo.com/2016/08/05/rb740-repcos-1967-f1-championship-winning-v8/

Tailpiece: Denny en-route to Monaco victory aboard an RBE620 powered Brabham BT20, Jo Siffert’s Rob Walker Cooper T81 Maserati behind DNF…

Credits…

Rodway Wolfe Collection, Getty Images, Bernard Cahier

Finito…

(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…

 

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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

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

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…