primotipo…

Surely a BRM P48 has never looked better than this? Arnold Glass points his ex-works 2.5-litre, four-cylinder Bourne bolide- P48 chassis # ‘482’ down Mount Panorama, Bathurst, Easter 1962.

John Ellacott’s beautiful soft browns, blues and blue-greens radiate with the April autumn heat of the Great Dividing Range.

When I first saw this photo it reminded me of the hues of Albert Namatjira’s outback paintings which were 1960’s Australian State Primary School walls standard issue- along with stiff, formal portraits of Betty Windsor! (Queen Elizabeth)

Its just a beaut shot of a car critical in the wonderful pantheon of BRM’s, their first mid-engined design. Arnold’s 1960 P48 is only a hop-step-and jump from Graham Hill’s 1962 World Championship(s) winning 1.5 litre P56 V8 engined BRM P578. The models in between these two are the 1960/61 P48 Mk2, 1961 Coventry Climax 1.5 FPF powered P57 and two chassis modified to take the P56 V8, the P57 V8.

Mr Glass qualified 4^th at Bathurst but failed to finish the 26 lap, 100 mile race won by Bib Stillwell from David McKay and Bill Patterson, Bib and David in Cooper T53 Climax 2.5 FPF’s and Bill in a similarly engined T51.

I wrote Part 1 of an article about the P48 in mid-2015 promising Part 2 about the cars in Australia shortly thereafter. Here it is, better late than never I guess!

Tony Marsh, Bo’ness Hillclimb, Scotland : BRM P48 Part 1…

The Owen Organisation had plenty of automotive sector subsidiaries in the Southern Hemisphere so it was with great pleasure that Australasian enthusiasts welcomed the visits of the Bourne team to promote the group’s wares from 1961 to 1968. Perhaps that should be from 1954, after all, Ken Wharton raced a howling BRM P15 V16 in the ’54 NZ GP at Ardmore- that race won in stunning circumstances by Stan Jones in Maybach 1 with an amazing race eve engine rebuild which miraculously held together on race day.

Graham Hill and Dan Gurney didn’t have a great tour with P48’s ‘485’ and ‘486’ in the three races they contested in 1961- the 7 January NZ GP at Ardmore, 29 January Warwick Farm 100 in Sydney and 12 February Victorian Trophy at Ballarat Airfield in Victoria. Still, first and second at Ballarat for Gurney from Hill was a good way to end the tour and the first and only international victory for the P48.

By this stage of their development the two early spec P48’s with strut rear suspension and 3 disc brakes- one on each front hub and a single-‘bacon slicer’ disc on the back of the gearbox were competitive in Europea after Tony Rudd was given ‘engineering control’ from the end of the Dutch GP weekend. Lets not forget Graham Hill overtook Jack Brabham and led the British GP at Silverstone before a late race error outed him.

The GP car of 1960 was the Lotus 18 Climax, I’m not at all saying the P48 had the consistent pace of Chapman’s latest, let alone the race-winning speed and reliability of the works Cooper T53’s.

Motor importer/distributor/dealer on the rise, Arnold ‘Trinkets’ Glass had the necessary readies and felt one of the BRM’s would be a more competitive proposition than the ex-Tommy Atkins/Harry Pearce built Cooper T51 Maserati 250S he had been racing. The T51 Maser was an attempt to gain an ‘unfair advantage’ over the Cooper T51 Climaxes, and there was similar thinking in acquiring the P48 powered as it was by an engine regarded as having a little ‘more punch’ than the 2.5 FPF. I wrote an article about Arnold a while back; https://primotipo.com/2015/08/25/arnold-glass-ferrari-555-super-squalo-bathurst-1958/

Glass commenced discussions with Bourne in early 1961, it wasn’t financially feasible for him to buy a car such was the level of import duty at the time- 95% of the car purchase price was levied by the Australian fiscal fiend, but a deal was finally done to lease ‘485’ which was shipped to Sydney arriving in August 1961 complete with a package of spares including an engine and gearbox. Doug Nye records in full the detail of the rebuild of the car before it left the UK- ‘485’ was beautifully prepared even if the engine ‘2593’ had 68 3/4 hours of running ‘…the most, predictably of any 1960 spec P48. When it arrived Arnold described it to Nye as ‘…sprayed in my red livery, it was an absolute beauty- a turn key car- ready to go, with a spare engine and I think gearbox too.’

‘485’s life in Australia was rather short however.

After running the car in Sydney on Warwick Farm’s short circuit Glass travelled to the Mallala, South Australia airfield’s first meeting along with other 1961 AGP aspirants over the 19/20 August weekend to contest the ‘Mallala Trophy’. It wasn’t a Gold Star round but most of the ‘quicks’ made the trip- the AGP was to be held there in early October, Lex Davison the winner in a Cooper T51 Climax.

Glass was getting used to the car and circuit like many others. On the Friday morning he set off from the pits, soon lost control of the car badly damaging it. The ‘Australian Motor Sports’ report of the accident records ‘…when Glass braked for Woodroofe, the car spun all over the road and slammed into a tree. The car took it across the engine compartment, and though they attempted a rebuild before the meeting, nothing became of it’.

Arnold saw it this way in Doug Nyes ‘BRM 2’; ‘I drove in one session, then took the car out again for a second run and this time I was flat out down the straight when the car starts to pitch over the bumps and then suddenly she just goes sideways and shoots off at a tangent up and over a bank, hits a tree, which it collects just behind my cockpit, right in the side and that flicks the nose round and it goes head on straight into a concrete post…The beautiful car is a total wreck. Its bent like a Vee just behind the cockpit, the engine crankcase is shattered, and its all mangled up, a rear radius rod is broken off, its a mess.’

The insured car was soon on a ship back to the UK where the Bourne team assessed the chassis as being beyond economic repair so it was scrapped.

Chassis ‘482’ was sitting unused ‘in stock’ and so was despatched to Australia ‘without engine or gearbox so I can fit my spare engine and gearbox from the crashed car’ as the replacement. It was the first of six ‘production’ first series, strut rear suspension/3 brake P48’s and used the front-end structure cannibalised from the broken up front engine BRM Type 25 – chassis ‘257’.

Arnold raced it with both the 2497cc, 4 cylinder, DOHC BRM engine as fitted above at Bathurst and later the ex-Chuck Daigh Scarab RE, 3.9 litre, aluminium Buick V8- that engine sold to Glass after the Scarab’s one race only, the Sandown Park International in March 1962.

Glass raced the Cooper Maserati whilst he was BRM less at Warwick Farm, Bathurst, and Mallala for the AGP. BRM ‘482’ arrived in time for the season ending Hordern Trophy at Warwick Farm on 5 November, there he retired with fuel-pump failure in the race won by Stillwell’s Cooper T53 with Bill Patterson winning the Gold Star that year in his T51 Climax.

The very successful Datsun motor dealer/distributor/importer raced ‘482’ throughout 1962. He contested the NZ GP at Ardmore but could not see in the streaming rain having been well placed early, retiring the car with a slipping clutch. At Wigram he was 8th.

Back home at  Warwick Farm, for the 100 he retired from overheating after blowing a radiator hose. He was 4^th at Lakeside on 10 February and DNF after a spin in the Lakeside International championship round the following day. At Longford in March he was 3rd in the preliminary and ran 6th in the feature race but retired with falling oil pressure but not before being timed at 167mph on ‘The Flying Mile’.

Arnold didn’t race the car at the Sandown International, the circuit’s opening meeting, but clearly was impressed by the ‘mumbo’ of the Buick V8- Chuck Daigh was 4^th in the only ever race for the mid-engined Scarab RE. A very great shame that, it would have been interesting to have seen the car contest the Intercontinental Formula races for which it was designed.

By that stage the lease deal with Rubery Owen was at an end so Arnold did a deal with them and Australian Customs to acquire the car at a price- and pay duty at an amount which made sense all around.

At the Bathurst Gold Star round (pic at this articles very outset) he had suspension problems- an attachment to the rear upright was half broken through on the left rear suspension. In May he raced the car at Catalina Park in the New South Wales Blue Mountains and had a good battle with David McKay’s Cooper T53 Climax- so good a match race between the pair was staged at the Warwick Farm meeting in early June- Glass led before gear selection difficulties intervened, giving McKay the win.

He missed the Queensland, Lowood Gold Star round in June, reappearing with the Buick V8 installed at Catalina on 5 August- the Buick’s torque was too much for the cars clutch. The engine installation work, inclusive of creating a bellhousing to mate the American V8 to the P27 BRM transaxle was done by racer/engineer John McMillan and mechanic/engineer Glenn Abbey.

Later in August he had more success in the Blue Mountains with a second and third behind David McKay and Chris Amon respectively. At the Hordern Trophy at Warwick Farm Glass was 5th before pointing his equipe in the direction of Perth, 3940 Km to the west, for the Australian Grand Prix.

1962 Australian Grand Prix, Caversham, WA…

The November, Caversham AGP, was a corker of a race won by Bruce McLaren’s new Cooper T62 Climax. The battle for supremacy between McLaren and Brabham in Jack’s also new BT4 Climax (based on the Brabham BT3 F1 machine) was a beauty until Brabham and Glass collided on lap 50. Jack retired and Arnold was 5^th

Arnold had virtually zero rear vision with the big engine cowl fitted ‘Brucie came past and Jack was right behind him- I had no idea he was there at all, Jack made a lunge, I took the apex, and bang, we collided…We were friends before and we’ve stayed friends ever since- but it was a little fraught at the time.’

The BRM Buick was 4 seconds off the pace of McLaren’s pole to give some semblance of relative speed of the 1960 chassis BRM 3.9 pushrod ohv V8 with the very latest 1962 T62 chassis Cooper 2.7 FPF dohc motor.

Remember that Australasian elite single-seater racing was contested to Formula Libre until the Tasman 2.5 Formula was adopted from 1 January 1964. Glass’s aluminium V8 engined BRM was a very clever ‘F5000’ in 1962!

Glass shipped the car to New Zealand for the 1963 Internationals but he was unable to drive after a water skiing accident so lent it to Kiwi Ross Jensen, who was storing the car for Arnold. Jensen came out of retirement to race at Pukekohe on 2 February. Talented Jensen won a preliminary and the ten lap feature race from Forrest Cardin the Lycoming.

Nye records that Jack Brabham tested the car briefly at Levin. It would have been the only other P48 he drove since testing the prototype car ‘481’ at Goodwood in late 1959.

Back in Australia, Glass raced it at Lowood, Queensland in June but soon after broke his arm and placed the car on the market. ‘ I realised I was just screwing around so bought a good ‘Lowline’ Cooper T53 off John Youl.’

The car was advertised in June/July 1963 and bought by South Australians Jo Steele and John Allison.

The ‘Scarab’ Buick V8 went to Bib Stillwell for his Cooper Monaco as an FPF replacement and an engine went to Don Fraser who fitted it to his Cooper ‘Lowline’ and later into one of the Cicadas he built with Doug Trengove. This car was raced in Gold Star events into 1970. Another engine slated for a speedboat powered a Speedcar raced by John Hughes. Both engines found their way to the UK- the Fraser engine and ‘box to Tom Wheatcroft and John Hughes engine to Robs Lamplough.

Steele, an engineer who later worked for Firestone in the UK and Allison, a Castrol employee fitted the P48 with a Ford 260 cid V8 which was dry-sumped and then had bolted to it a GM4-71 supercharger. The car was modified further but only in that the cars rear wheels, 6 inches wide were fitted to the front and the fronts widened to 8 inches were fitted at the rear. A simple aluminium casting was made to mate Ford V8 engine to BRM P27 gearbox.

In this form, on 30 March 1964 the BRM ‘482’ Ford V8 made its debut at the scene of ‘485’s demise- Mallala! They raced it throughout 1964 at Mallala in June, October and December, a highlight was finishing in 4th in the South Australian Road Racing Championship in June.

John Allison recalled the car in a discussion with Doug Nye ‘I can only recall one race it didn’t win (due to failure of the motorbike chain driving the supercharger). My abiding memory of the car was its EVIL rear end, the early revelation being that, whilst driving sideways is a very effective way to impress the girls, it was bloody dangerous in something like that…The brakes were dreadful…but its straightline performance just wasn’t fair on the local competition at the time, which made up for all these shortcomings plus our very inexperienced driving.’

In June/July 1965 the two South Aussies took the car to the UK where Steele had organised a transfer via Castrol. In the UK they stiffened the chassis and lengthened the wheelbase by four inches in the front chassis bay. Allison sold his share in the car to Steele who raced in Libre events at Mallory, Snetterton and Silverstone before selling it.

A couple of owners later it was advertised in an August 1971 issue of Autosport, the purchaser, Tom Wheatcroft. In a ‘back to birth’ conversion the chassis’s P25 bits and bobs were stripped and used in the Donington Collection’s three car run of P25’s.

The remains of the car- chassis, body, wheels, block, shocks and some suspension bits were sold to Anthony Mayman via a Brooks auction. He engaged Hall & Fowler to restore/create a P25 from the bits, in 2003 the P25 and chassis of good ‘ole ‘482’ were owned by Bruce McCaw in the US.

Design, Construction and Technical Specifications of the P48…

 The mid-engined revolution was in full swing throughout 1958/9, the full extent of the rout obvious once Coventry Climax built a new block for the FPF to alow John Cooper to compete at the class capacity limit of 2.5 litres.

BRM responded by building a mid-engined parts bin special, what Bruce McLaren called a ‘whoosh-bonk’ car using many existing off the shelf components, namely the Type 25 P25 engine, transmission, brakes and other componentry which was assembled into a simple multi-tubular spaceframe chassis.

Alfred Owen approved Peter Berthon’s request to build such a car after Bonnier’s Type 25 Zandvoort win in 1959 whereupon Berthon briefed senior draftsman Aubrey Woods to set down layouts for the frame and suspension.

The P25 engine had to be modified to fit the rear of a chassis with its magnetos being driven by belts instead of the crank gears. The Type 25 car’s BRM P27 four-speed gearbox, complete with single ‘bacon-slicer’ disc brake then bolted onto the rear of the engine via a new bellhousing designed fit for purpose.

MacPherson Strut suspension was used at the rear and Type 25 ‘256’ dismantled to provide parts inclusive of its frame- the front section of which was hacked off and welded on to ‘481’s otherwise new frame. The result was ‘flexible’ but ready, shaken down at Folkingham by Ron Flockhart it travelled to Monza for the ’59 Italian GP weekend.

There the car ran in official practice and for three days before and after the meeting with Jo Bonnier, Ron Flockhart and Harry Schell reporting favourably about the car despite problems with leaking fuel tanks cracked by flexure in the frame…

The shortcomings of ‘481’s frame were addressed back at base by adding fillet tubes into the main frame intersections and some tubes were relocated to reduce their unsupported runs through the frame sides. These mods added 4 lbs in weight but stiffened the frame from around 850 lbs/ft/degree to 1800 lbs/ft/degree. These improvements were built into the ‘production’ frames which followed.

When the prototype ‘481’ was continuously tested the mid-engined car was tested back-to-back with Type 25s to get baseline times with a car which by then was equal to the best of the ‘old paradigm ‘ front-engine designs.

Sir Alfred Owen ultimately determined the direction Bourne was to take by letter on 17 November 1959 in which he said all of the cars the team raced in 1960 would be mid-engined. The exception proved to be the first round in Argentina with Jo Bonnier finishing 4th and Graham Hill DNF with overheating- the cars proved their pace by qualifying 4th and 3rd.

At the time of Owen’s edict six chassis were laid down in Stan Hope’s build-shop and all of the P25’s, with the exception of Bonnier’s ’59 Zandvoort winning chassis, were stripped of their mechanical elements to build up the P48’s for the final year of the wonderful 2.5 litre formula.

Whilst the first production car built ‘482’, using parts donated by Type 25 ‘257’ was completed ‘481’ continued a very extensive testing program including, amazingly, laps by both Jack Brabham and Bruce McLaren, both Cooper drivers of course! in October 1959. BRM were keen to get the impressions of experienced practitioners of the mid-engined art. These tests, fully documented in ‘BRM 2’ by Doug Nye are  a story in themselves. Click here for a wonderful snippet;

https://www.goodwood.com/grrc/columnists/doug-nye/2017/9/doug-nye-when-racers-were-honed-at-goodwood/

‘481’ long testing program ended when it was finally put aside when ‘482’ first ran on 23 March 1960 at Goodwood- there Jo Bonnier and Dan Gurney joined the test team for the first time- to this point the continuous winter testing program had been carried out by Ron Flockhart and Graham Hill.

The P48 was a simple, sparse, lightweight spaceframe chassis with P25 double wishbone front suspension and MacPherson or was that Chapman(!?) Strut rear suspension with each strut located by a single lateral lower wishbone and a single radius rod, anchored forward on the chassis frame.

The frame at the rear was high to provide top spring/damper mounts for each strut. The chassis used 1.5 inch 17 swg tube bottom rails and 1.25 inch 17 swg top rails and diagonals in the side bays. The beautiful body was made inhouse of course, of magnesium alloy and fully detachable. Steering was P25 rack and pinion.

By this stage the all alloy 2497cc (102.87X74.93mm bore/stroke) gear driven DOHC, 2 valve, Lucas magneto sparked, dual Weber 58 DCOE carbed engine developed about 272 bhp @ 8,500 rpm and 210 lb.ft of torque at 6,000 rpm.

The BRM Type P27 4 speed gearbox was also used complete with the ‘box mounted single rear disc brake. What had worked acceptably on the front-engined P25 was not so effective on the P48 with so much of the cars mass now disposed at the rear of the car.

10 1/2 inch disc brakes and forged alloy wheels were by traditional supplier Dunlop, as of course were the tyres- 5.50-15 inch front and 7.00-15 inch rears.

By the time the season started an enormous amount of testing had been done at a variety of circuits with a chassis setup which most of the drivers agreed was good.

The game-changer however, was Chapman’s multi-category Lotus 18 which was simply ‘the car of 1960’- Cooper won the title again that year with their T53 Climax ‘Lowline’ but it was more about reliability than sheer speed. Not that reliability isn’t a valuable commodity, mind you.

The pace of the Lotus was apparent from the first race of the season, the non-championship Glover Trophy at Goodwood in May. Innes Ireland won the event with Gurney and Hill Q7 and Q9 for DNF crash and 5th- the hopes of pre-season testing were blown away by the pace of both the new Cooper T53 and especially the Lotus 18- its weak point the ‘Queerbox’ Lotus sequential transmission.

A test session at Snetterton where Tony Rudd fitted a range of rear anti-roll bars transformed the handling of the car- such fitment was made without his boss, Peter Berthon’s knowledge.

The season started poorly with a whole raft of mechanical and engineering problems including handling, brakes, clutch, engine, cracked and breaking rear hub assemblies which all came to a head at the Dutch Grand Prix weekend, or more specifically a meeting at the Bouwes Hotel at Zandvoort on the Sunday night. The meeting was attended by Sir Alfred Owen, his sister Jean and her husband Louis Stanley and drivers Bonnier, Gurney and Hill. Gurney killed a spectator watching from a restricted area after brake failure so emotions were running high.

During this epiphany, the drivers, especially Dan Gurney and Graham Hill expressed complete disatisfaction in the way the team was managed and run particularly the old-stagers and team founders Raymond Mays and Peter Berthon who it was felt were completely out of touch with the ways of modern racing and team management.

Graham Hill pressed the case of Berthon’s assistant Tony Rudd to both manage the engineering and changes to the team’s cars at meetings as well as lead the design and engineering of the cars going forward.

Sir Alfred Owen, after much discussion, including listening to the contributions of Mays and Berthon who joined the discussion after attending another meeting about start money, in essence agreed with and made the changes advocated by the drivers albeit Mays remained Race Director responsible for driver contracts and the like and Berthon was to continue as Chief Engineer.

Rudd was empowered to make changes to both the existing P48’s suspension set-up which gave immediate speed and predictability. He started the build of the P48 Mk2- a four wheel disc, wishbones all around, lower chassis car in a corner of the workshop to test his theories of the shortcomings of the current P48 cars chassis and suspension design and geometry.

Owens decisions were defining and seminal in terms of the next decades successes and adventures under Tony Rudd’s brilliant leadership. H16 ‘engineering hubris’ and its consequent loss of engineering direction duly noted!

Before the Spa weekend new rear hubs and front wishbones were designed and built for each of the drivers existing P48’s. The result was immediate-Hill went like a jet in the race and was pulling in race leader Jack Brabham until he experienced a major engine failure which carved the block in half, ruining a great run.

BRM had three drivers that season- Jo Bonnier, Dan Gurney and Graham Hill, in that order of perceived seniority at the seasons outset. It soon became clear that GH was the fastest, the best test pilot and a driver with mechanical sympathy.

Bonnier generally qualified better than Dan and finished more often whereas Gurney had a shocker of a season with the car constantly failing under him with a myriad of problems- including the brake failure at Zandvoort. The reality is that Gurney had limited opportunity to display his pace, evident at Oporto for example because the car failed under him so often.

The best results for the year in terms of qualifying speed sometimes, if not finishes, with the winner of each event listed in brackets is as follows- BRDC Intl Trophy Silverstone Hill Q3 (Ireland Lotus 18), Dutch GP Hill Q5 3^rd (Brabham Cooper T53), Belgian GP Hill Q5 3^rd (Brabham T53), French GP Reims Hill Q3 (Brabham T53), British GP Silverstone Hill Q2 and led the race till he goofed (Brabham T53), Silver City Trophy Brands Hill Q4 2^nd (Brabham T53), Portuguese GP Oporto Gurney Q2 (Brabham T53), Lombank Trophy Snetterton Hill Q1 Bonnier Q3 (Ireland Lotus 18) , International Gold Cup Oulton Park Hill Q4 3^rd (Moss Lotus 18) US GP Riverside Bonnier Q4 5^th, Gurney Q3

The results were woeful, with the benefit of hindsight the team should have run 1 less car and concentrated on a higher level of consistent preparation- they learned too slowly, after all the team was hardly a newcomer. Doug Nye ‘…This kind of careless or incompetent fitting (he was referring to a simple clutch throw out adjustment) had long dogged BRM. The team had many fine tradesmen, highly skilled mechanics, simply good people. But as the litany of race-losing failures went on, year after year, even their staunchest ally has to question their practises…’

Gurney was off to Porsche as fast as he could run- it was easily his worst season in F1, and his own Eagle Weslake adventures were not without challenge. Graham was very much on the upward curve, Bonniers speed, was then better than I had anticipated before researching the season, but he had peaked in reality at GP level.

Dan Gurney in ‘BRM 2’ on Ferrari and BRM…

‘Before I joined BRM I had served only one season in F1 with Ferrari, and it is obvious now that in my inexperience I’d really had no idea of just how rugged and durable the Ferrari (Dino 246) was’.

‘I really had not appreciated that you couldn’t just get into any Grand Prix car and simply drive your head off the way you could with a Ferrari. With them you could just roll up your sleeves and race as hard as you know and you’d usually finish races.’

‘Even with all the tenderness you could summon up, it never seemed quite enough to bring the BRM right through a race. Even so the BRM engine had a fatter mid-range than the Ferrari, and if it stayed together- even in the front engined car (Type 25) – it could have seen off the Ferrari on most circuits. The Ferrari had a tiny advantage on ultimate top end, but more often than not the BRM could meet it on lap times. Since the BRM engine was stronger than the Climax also, we should have been in pretty good shape all season in 1960- but it’s perpetual delicacy had ruined our season’.

‘On handling, the BRM’s were not generally as forgiving as the Ferrari’s, even though their ultimate limits were about the same. Even the front-engined BRM had a nasty streak in it, I think, like if you got it too far sideways, it could easily get away from you’.

‘The rear engined car was better perhaps, once it was sorted out, and it was certainly strong enough and good enough to lead races- as Graham had proved at Silverstone- and as I managed to do at Oporto, over the cobblestones and tramlines. I remember enjoying the way I snookered Jack Brabham there in his Cooper…but then the car would break, and it just broke time after time, and for a driver there is nothing more demoralizing as feeling you will never finish a race…’

At the 1960 F1 seasons end, chassis ‘485’ Hill and ‘486’ Gurney and ‘484’ Bonnier were shipped to California for the US GP at Riverside, qualifying 3^rd Gurney, 4^th Bonnier and 11^th Hill.

Jo finished 5^th whilst Dan retired with overheating and Graham had a gearbox problem. Then the cars were sent south to New Zealand, which is about where we came in…

 BRM P48 Chassis List…

Doug Nye wrote a summary of the cars which was posted on The Nostalgia Forum in 2003. I have in some cases truncated, and in other cases added to DCN’s original narrative. The then current owners have most likely changed but that information is of far less relevance than the chassis’ ‘in period’ history. Any errors are mine.

P48 ‘First Series’

481 – strut-rear suspension, 3-brake (just the ‘bacon slicer’ on tail of gearbox at rear) never raced, but practiced at Monza in September 1959 prototype. Scrapped.

482 – strut-rear suspension, 3-brake car. Did much early 1960 pre-season season testing driven by Hill, Gurney and Bonnier. The replacement Arnold Glass chassis after write-off of his original ‘485’ at Mallala in 1961. Fitted with the ex-Scarab RE Coon/Travers modified Buick V8 engine in mid-1962, owned by ‘everybody and his brother’, Ford V8 engine – cannibalised by Tom Wheatcroft’s team for the front-engined BRM Type 25 recreation program. Still exists

483 – strut-rear suspension, 3-brake car – written-off after Dan Gurney’s 1960 Dutch GP accident (teenage boy spectator standing in a prohibited area was killed) Scrapped

484 – strut-rear suspension, 3-brake car. Jo Bonnier 1960-season F1 car, returned to Bourne after the 1960 US GP, converted to Mark II wishbone rear suspension and 4 outboard brakes instead of 1 outboard on each front wheel and the ‘bacon-slicer’ on the back of the gearbox at the rear. Graham Hill’s 1961 InterContinental Formula works car – Sold to Tony Marsh – NOTE 484 not 483 was the Marsh car – Marsh, Ken Wilson, Jack Alderslade, John Scott-Davies, cannibalised by Wheatcroft for front-engined BRM Type 25 recreation program- stripped and returned to The BRM Collection at Bourne – sold by them in the October 1981, auction at Earl’s Court Motorfair, London. In process of slow restoration with Bruce and Guy Spollon, UK. Still exists

485 – strut-rear suspension, 3-brake car – the chassis in which Graham Hill came so close to winning the 1960 British GP- the first Arnold Glass car, written off before he could race it, during private session at Mallala, South Australia. Returned to Bourne. Scrapped

486 – strut-rear suspension, 3-brake car – Dan Gurney’s late-season 1960 car – winner at Ballarat, Australia, 1961 – this is the Ray Fielding hill-climb car 1962-63, Sir John Townley, Brian Waddilove, Mike Stow, cannibalised by Stow for his original front-engined BRM Type 25 recreation program (which pre-dated Wheatcroft’s) – to Robs Lamplough UK – survives stripped, knackered – unrestored today. Still exists

P48 Mk2

487 – The prototype Mark II wishbone rear suspension 4-brake car – from Bourne in 1962 to Phil Scragg for hill-climbing pending delivery of his Chaparral-Chevrolet ordered from Midland, Texas. Once that beast arrived Scragg sold this car to Tony Griffiths. Winter 1965-66 sold to Wheatcroft. Tom has preserved car in complete order ever since, in the Donington Collection since the museum opened. Still exists

The Competitor Set…

I’ve made mention throughout the article of the Cooper T53 and Lotus 18, respectively the World Champion car and ‘F1 Car of The Year’. Here are some great photos by Dave Friedman taken at Monaco (T53) and Zandvoort (18).

The relative engineering sophistication of the Lotus 18 is clear in terms of its chassis. However ‘edgy’ Chapman’s sequential gearbox was, it was also the cars Achilles heel- which left the evolutionary, John Cooper, Owen Maddock and Jack Brabham designed, built and sorted T53 to take championship honours.

The ultimate GP car of 1960 would have been a Lotus 18 FPF to which was bolted a Cooper C5S gearbox- Moss would have disappeared into the sunset with such a car!

Lotus 18 Climax FPF 2.5..

Cooper T53 Climax FPF 2.5 ‘Lowline’..

Etcetera…

Bibliography…

‘Arnold Glass and His BRM’ thread on The Nostalgia Forum, oldracingcars.com

‘BRM Volume 2’ Doug Nye- if you have this tome re-read it!, if not buy it. I have quoted extensively from this brilliant book, all unattributed quotes in this article are from Nye’s epic of detailed research

Photo Credits…

John Ellacott, Ken Devine Collection, Kevin Drage, Getty Images/The GP Library, Bob Britton, Dave Friedman Archive, Bernard Cahier, Allan Dick, Autosportsman, Keverall Thomson, Lakeside Racing Books, Robert Jones, Classic Auto News, Peter Coleby Collection

Tailpiece: Engineering artistry: The world’s most expensive smallgoods slicer…

Finito…