Archive for the ‘Features’ Category

(A Robinson)

Andrew Robinson worked for Alec Mildren’s Pymble dealership for a number of years, starting as an apprentice motor mechanic in 1977 and was given these discarded photographs which span a decade of Alec Mildren Racing from about 1964 to 1972, many thanks to Andrew for sharing them with us, rolled gold they are too…

I have arranged them pretty much in chronological order- the cars themselves are easy enough to identify but in some cases I don’t know where they are, hopefully Kevin Bartlett or others can assist in that regard!

The first (above) is the Mildren Maserati sports-racer with Alec, long time Mildren race mechanic/engineer Glen Abbey and another dude checking out the car which appears brand new- note the XK150 and Mk2 Jaguars.

After speculating online that the locale was Glenn Abbey’s home in Avalon for a couple of days Kevin Bartlett’s memory kicked into gear ‘The penny has just dropped…its the “Railway Shed” where many of the cars were worked on. It was opposite the Mildren Pymble headquarters on the Pacific Highway alongside the Northern Railway (look closely at the top of the shot and you can see the railway track). I also remember building a pushrod Ford engine for a Brabham in the floor above the workshop. We ceased using it in 1967 when the cars were worked on behind the main building.’

The car was built by Bob Britton of Rennmax Engineering on his Lotus 19 jig around the core mechanical components of Alec’s 1960 Gold Star Championship winning Cooper T51 Maserati- suspension and brakes, Maserati T61 2.9 litre DOHC four cylinder engine and Colotti gearbox. The story of this car is told at the end of this lengthy piece on Alec; https://primotipo.com/2018/06/08/mildrens-unfair-advantage/

(A Robinson)

Beautiful shot of Alec and Marjorie Mildren, Frank Gardner, the tall Glenn Abbey, Bob Grange or Stuart Randall on the pit counter at Warwick Farm circa 1965.

Gardner’s pattern throughout the decade was to race in Europe in F1/F2/Sportscars/Touring cars and then return home in the summer time taking in the Hordern Trophy at Warwick Farm in December as a warm up for the Tasman Series in January, February and just into March against the best in the world before heading back to Europe.

Great work/life balance it seems to me!

(A Robinson)

Mildren Racing became outright Tasman Series contenders with the acquisition of a Brabham BT11A Coventry Climax 2.5 FPF before the 1965 series, the car is chassis number ‘IC-3-64’.

Here Alec at left, is sussing his new racer together with his son, Jeff Mildren and Glenn Abbey in late 1964, probably in the workshop over the road from Alfa Romeo Dealership at 970-980 Pacific Highway, Pymble on Sydney’s Upper North Shore.

The car was first raced in the 1965 Tasman Series opener, the New Zealand Grand Prix at Pukekohe, where he was second to Graham Hill’s identical, Scuderia Veloce machine. No doubt Frank gave it a whirl around the Farm before venturing to the Land of The Long White Cloud- he didn’t run at in the 6 December 1964 Hordern Trophy though, which means either he or the car, or both, were not in the country by then.

Note the the rear of a Hewland gearbox on the bench and rear springs missing from the Brabham at this point- no FPF either BTW. Checkout this article on the ‘Intercontinental’ Brabhams; https://primotipo.com/2018/07/20/matich-stillwell-brabhams-warwick-farm-sydney-december-1963/

The shot below is the same spaceframe chassis unclothed.

(A Robinson)

During 1965, after a very successful Tasman in which FG was equal fourth, Mildren was looking for a Tasman Series ‘Unfair Advantage’ for the coming year. ‘Everybody’ ran the Coventry Climax FPF which was becoming a bit long in the tooth, BRM planned to race their 1.5 litre F1 P261’s with the V8 taken out to about 1.9 litres and Repco announced they were to race their new 2.5 litre V8- which first fired a shot in the Doonside Street, Richmond Repco Engine Lab in March 1965 during the 1966 Tasman in advance of an assault on the F1 World Championship.

Alec found an exotic solution via his old buddies at Maserati.

He was a Maserati dealer and had impeccable connections within the racing side of the company by virtue of his successful Gold Star tilt, Maserati powered in 1960, and so it was he obtained a 2.5 litre Maserati Tipo 58 (250F T2) quad cam, two valve, six-Weber carbed, circa 310bhp V12 which had been lying around Modena since Officine Maserati tested and occasionally raced V12 versions of the 250F in 1957. Fangio won the last of his five F1 championships racing six-cylinder 250Fs that year of course.

(A Robinson)

The engine was shipped to Sydney where it was married to the team’s BT11A ‘IC-3-64’- our friend above, the frame of which was lengthened more than a smidge to suit, a bell-housing was cast to mate the engine to a Hewland HD5 gearbox and away Gardner went in practice for the 1966 Warwick Farm 100- the photo above is on that very day, 12 February 1966.

Frank and Kevin Bartlett tested the car at Oran Park early in the summer, the engine blew, the machine had plenty of power but its delivery- exactly as JM Fangio and Jean Behra experienced in their 250F’s when they tested (and raced in Behra’s case at Monza) them so equipped in 1957, was either ‘on or off’ so Frank raced his Climax engined BT11A ‘IC-2-64’ at the Farm instead, he was third behind Clark’s Lotus 39 Climax and Graham Hill’s BRM P261.

This latter BT11A was the machine Bib Stillwell used to win his final Gold Star in 1965 which was then acquired by Alec when Bib retired, for Frank to use in the NZ Tasman rounds whilst Stu Randall rebuilt the Maserati engine with bits flown in from Italy and re-fitted it to BT11A chassis ‘IC-3-64’ for Frank to use at Warwick Farm, the first Australian Tasman round.

Tested again in practice at Sandown a fortnight later, the Brabham Maserati was put away when the engine blew again and that was that, what became of the engine is uncertain.  BT11A ‘IC-3-64’ was converted back to Climax spec and raced with much success by Kevin Bartlett in 1966, 1967 and the ‘68 Tasman. Meanwhile ‘IC-2-64’ was sold to Kiwi Kerry Grant but not before Bartlett and Jackie Stewart had a ding-dong of a dice in these two BT11A’s at Surfers Paradise in mid-1966, see here;

https://primotipo.com/2015/02/13/jackie-stewart-at-surfers-paradise-speed-week-1966-brabham-bt11a-climax-and-ferrari-250lm/

There is more to the Brabham Maserati story, lots more, but you will have to wait a few weeks whilst I finish a feature…For now salivate about an amazing engineering sidebar in Tasman History- truly a great mighta-been from the little team in Sydney.

(A Robinson)

From one rare beastie to the next.

This time the Mildren Alfa Romeo, not ‘The Sub’ mind you but the first Mildren Alfa, the lesser known one.

Another Bob Britton built car, this one was constructed on Britto’s Brabham BT23 jig and fitted with an uber-rare Alfa Romeo 1.6 litre, four valve, fuel injected European F2 engine and 5-speed Hewland FT200 transmission, both of which are clear as a bell in the shot above.

The car made its race debut driven by Kevin Bartlett at Warwick Farm on 8 September 1968- it raced in Alfa engined form a miniscule number of times before the very first of Merv Waggott’s TC-4V engines was popped into the back of the chassis and raced by Max Stewart who joined the team alongside KB with effect from the start of 1969.

The tale of ‘Max’s’ car is long, successful and slightly tortuous with the appearance of a second chassis, the provenance of which is not in doubt,  in the last decade or so, but is not for now- i did write a ‘quickie’ about it a while back though; https://primotipo.com/2018/05/29/singapore-sling/

(A Robinson)

Speak of the devil, there is the man himself, Max Stewart corner-weighting the Mildren Waggott as it then was in 1969 or 1970.

You can just see the front corner of a ‘105’ Alfa at far left, the race truck out the doorway and the rear of the chassis of Kevin Bartlett’s Mildren ‘Yellow Submarine’ just left of Maxxies midriff.

(A Robinson)

Speak of the other devil, there is KB at Warwick Farm in the ‘Yellow Submarine’ Mildren Waggott TC-4V.

With that circuit, livery, helmet and engine I wouldn’t mind betting the shot was taken during the 7 December 1969 Hordern Trophy Gold Star meeting, KB won the race upon the debut of the 2 litre Waggott engine, what say you Mr Bartlett? Max was second in the 1.6 litre Mildren Waggott and Niel Allen third in his ex-Courage McLaren M4A Ford FVA.

Both these Mildrens are iconic in the pantheon of Australian motor racing, ditto the drivers and entrant.

(A Robinson)

A couple of Mildren Waggott, Max Stewart, Warwick Farm compare and contrasts.

The shot above circuit, livery, bodywork and helmet suggests probably the 1969 Hordern Trophy meeting too whereas the one below is during 1971 by which time Max had acquired the car from Alec, still in the same livery and with support from Seiko- it was the year in which Max ‘nicked’ his first Gold Star from the F5000 fellas, brittle things that they were.

The photo below is during the September Hordern Trophy race in which Max was third behind KB’s McLaren M10B Chev and Leo Geoghegan’s Lotus 59B Waggott TC-4V.

(A Robinson)

Whilst the unreliability of Kevin Bartlett’s McLaren M10B Chev cost KB the 1971 Gold Star Max had to get with the F5000 strength and bought an Elfin MR5 Repco-Holden which he first campaigned during the 1972 Tasman Series.

Note the retention of Seiko still and the Mildren Yellow colour (take my word for it) despite the commercial relationship between Alec and Max being at an end, Alec Mildren Racing ceased after the conclusion of the 1971 Tasman Series.

(A Robinson)

Here the car is on the grid of the Warwick Farm 100 Tasman round with Teddy Pilette’s Racing Team VDS McLaren M10B Chev alongside in February 1972.

Max didn’t have a happy race, his Repco engine broke its crank after 8 laps whereas Teddy was seventh, the race was won by Frank Matich’s Matich A50 Repco from Frank Gardner, Lola T300 Chev and Kevin Bartlett, McLaren M10B Chev.

Max became an F5000 star of course in a succession of cars- the Elfin and three Lola’s are covered in this article here; https://primotipo.com/2017/10/24/maxwells-silver-hammer/

Credits…

Andrew Robinson Collection, Kevin Bartlett, oldracingcars.com

Tailpiece…

(A Robinson)

Patron Mildren, Glenn Abbey and Don Baker (of Brabham/Dolphin and other such fame) at Warwick Farm- perhaps this shot too is over the 1969 Hordern Trophy weekend…

Finito…

A McLaren MP4 TAG-Turbo was not a run of the mill testing sight at Porsche’s Weissach test track, so it is hardly surprising to see most of the workforce down tools for the occasion on 29 June 1983…

The race debut of a Porsche-turbo powered McLaren at Zandvoort in the hands of Niki Lauda is only two months away. On this fine, cool day John Watson put McLaren’s test hack MP4-1D TAG through its paces for the first time at Porsche’s renowned test track.

 

McLaren created a new paradigm with the debut of the carbon-fibre tubbed MP4 Ford in 1980. Whilst the cars were the best of the Ford brigade going into 1983, 550 bhp of normally aspirated Cosworth DFY V8 was no longer a match for 700 bhp plus turbo-charged Brabhams, Ferraris and Renaults. The ‘boiling tea kettle’ days of the first Renault V6 turbo-charged engines were a long time in the past.

McLaren International’s Directors pondered the available engines they may have been able to acquire or lease but design chief John Barnard rejected those as either compromised designs- the BMW-four and Renault V6 or insufficiently developed and compromised- the Hart-four.

The very focused Barnard held sway over matters technical and was determined, as Colin Chapman had been with Keith Duckworth in developing the Ford DFV, to very tightly prescribe the overall layout, dimensions, location of ancillaries and attachment points to the chassis of his new engine.

It was the era of ground effect tunnels, McLaren’s engine had to be designed in such a way that their efficiency was not compromised given how critical aerodynamics were to the overall performance of the car.

Watson in a Ford engined MP4/1C Ford DFY at Monaco in 1983, just to remind us of what McLaren’s primary contender looked like in 1983. Despite running Ford DFY’s both cars failed to qualify as a result of poor handling on the Michelins they had on Thursday and rain on Saturday…Rosberg won in a Williams FW08C Cosworth

Porsche had more turbo-charged road and race experience than any other manufacturer at the time, as a consequence they had been approached to build an F1 engine by others on a customer basis but Ron Dennis’ pitch to Porsche’s R&D Chief Engineer Helmuth Bott in the winter of 1981/2 was different in that his enquiry was to ascertain the companies preparedness to build an engine for McLaren International, who would pay for it. A novel concept in motor racing of course where nobody wants to pay for anything.

In short order John Barnard wrote a tight specification of his requirements which outlined in detail a narrow engine with a small frontal silhouette, it’s exhaust plumbing raised high each side to clear the raised underfloors.

Doug Nye wrote that his requirements to Hans Mezger of Porsche’s engine design unit included the maximum crankcase width and height, and maximum width across the cam-boxes. Pumps for oil and water had to go to the front of the engine within its crankcase silhouette. Exhaust pipes had to leave the heads horizontally, not downswept so as to leave the underfloors high on both sides.

 

Nye goes on to explain that the engine had to be a stressed member of the chassis just as the DFV and it’s successors were- Barnard wanted it to pick up similarly to the chassis. He even specified a precise crankshaft height, the same as the DFV, to offer the best design parameters for the whole car. It could have gone lower but John had concerns about potential piping and underbody problems. He had concluded that a V6 would provide the optimum blend of size and power but sought Porsche’s opinion in that regard.

Porsche R&D were an organisation notorious for the cost of their services but eventually Ron Dennis signed a contract for design of the engine and prototype build after which the design rights would be McLaren International property. The time allocated was six months which gave Dennis the period in which to embark on a journey to find a commercial partner to fund the cost of the engines themselves and their ongoing development.

Porsche modelling determined a V6 was the best approach with an 80 degree included angle between the two banks of three cylinders the optimum in terms of structural strength of the block, primary balance and room within the Vee for ancillaries.

The quoted bore and stroke of the TTE-PO1 V6 motor was 82mm x 47.3 mm for a capacity of 1499cc. The design of course included four gear driven camshafts and four valves per cylinder. Traditional Porsche suppliers Bosch and KKK provided the sparks, fuel injection and two turbo-chargers. Quoted power was initially 600 bhp with peak power produced at between 10000 to 11500 rpm, total weight ready to pop into a McLaren chassis was 330 pounds.

Dennis approached a number of potentional backers, Mansour Ojjeh’s Techniques d’Avant Garde were the successful partner- TAG Turbo Engines was duly incorporated with the production contract signed by Porsche in December 1982. By that time the prototype engine had been humming away on a Weissach dyno since the eighteenth of that month…

The prototype engine was shown for the first time at the Geneva Salon in April 1983.

McLaren used a float of 15 engines in 1984, the TAG truck and Porsche technicians would have been very busy

 

 

Nye explains at length the adversarial and on many occasions difficult relationship between customer and client which extended to the testing of the engine. Porsche wanted to run the motor in a 956 test hack whereas McLaren sought all of the testing to be done in an F1 car.

Porsche went ahead anyway, little was learned by Niki Lauda and John Watson in the 956 prototype but ‘…Lauda drove very hard, ignoring the meagre safety facilities of the undulating test track. He revelled in the new engines smoothness after the Cosworth V8’s vibration. And there was no doubting the power “Incredible, Fantastic, just like being hit from behind by a bomb” Nye quoted Lauda as saying having tested the 956. Importantly, with both drivers doing plenty of miles, engine reliability was good.

The car Watson is testing in these shots is McLaren’s original prototype carbon fibre chassis MP4/1-1 with 1982 straight sided bodywork- converted into the turbo test hack it was dubbed MP4/1D.

Initial problems centred around excess turbo-lag which had been disguised in the much heavier 956 sports prototype, and oil consumption. Porsche set to in solving both problems, with changed KKK’s and exhaust sizes the lag fixes. At Silverstone on test Lauda was delighted to be whistling along Hangar Straight at 186 mph, far quicker than he had ever gone before.

A major battle then erupted within McLaren between Lauda who wanted the car to be raced immediately, on the basis that there was no substitute for the sorts of pressures of a race weekend, and Barnard who wanted to continue testing but take the time needed to refine the design of his 1984 package.

Lauda’s car in the Zandvoort paddock

 

Lauda in MP4/1E at Zandvoort, not a bad looking car for one knocked together very quickly (unattributed)

The politically astute, wiley Lauda lobbied sponsor Marlboro and prevailed, so ‘in six weeks our blokes built two cars- well one complete runner and one 85% complete- ready for Zandvoort’ said Barnard. The new cars were allocated the tags MP4/1E-01 and 02, they were based on former chassis, MP4/1C-05 and 06.

At Zandvoort ‘Niki was unbelievably quick on the straight (in MP4/1E) but basically the Cosworth wing package download was way deficient with turbo power. We cooked the brakes in the race, a function of the turbo car going about 30 mph faster down the straight than the Cosworth’ said Barnard.

The Dutch GP was won by Rene Arnoux’ Ferrari 126 from the sister car of Patrick Tambay with Watson’s Cosworth powered McLaren in third.

Zandvoort again, photos emphasise just how much space was taken up by the turbo-chargers and related ancilliaries in these 1.5 t/c cars

 

Lauda, MP4/1E in the Kyalami pitlane, mid October 1983. Lauda Q12 and DNF electrical on lap 71 of 77 whilst poor John Watson was disqualified for passing a couple of cars on the parade lap. Piquet won the race and took the drivers title, Brabham BMW the constructors one

McLaren and Porsche were away, there were huge Bosch fuel injection problems to solve to develop their ‘Motronic MS3’ electronic injection system to meet the fuel restriction rules of 1984 but the 1984 McLaren MP4/2’s triumphed, Alain Prost took the first race win in the opening  round of the championship in Brazil- and won seven GP’s but he still lost the title by a smidge to Lauda who won five races but had greater consistency throughout the year.

Prost took the title in 1985 racing an MP4/2B to five wins, with Lauda winning another in his final year of racing. Watching him retire after a minor crash in Adelaide caused by locking brakes whilst well in the lead was a real bummer in his very last race for we Australian Lauda fans!

Hans Mezger getting the lowdown from John Watson, Weissach

Zandvoort 28 August 1983, McLaren TAG race debut…

I

‘l am telling you Ronnie, ve vill schitt on zem all next jahr! Say nuzzinc to any of zem journalists!’

Renault’s Gerard Larousse looking very thoughtful at right rear and thinking ‘holy merde’ this thing will be quicker than a Matra air to ground missile- and it was.

‘I’ll bet I am going to pay for a few more of these Turbo thingies in the next few years!’ is perhaps what Dennis is thinking above.

The first ‘in the field’ KKK change perhaps?

 

More power, gimme more! is perhaps Niki’s exhortation.

The engine itself is tiny, note the water and oil coolers in the sidepods and beefy intercooler.

Another TAG-Porsche powered MP4 1983 shot above of Lauda during the European GP weekend at Brands Hatch in September- Q13 and DNF whereas Watson was Q10 and DNF accident. Nelson Piquet won in a Brabham BT52 BMW from Alain Prost’s Renault RE40 with Nigel Mansell’s Lotus 92 Ford Cosworth the best of the normally aspirated brigade.

Credits…

‘The History of The Grand Prix Car’ Doug Nye

Getty Images- all Weissach photographs by Hoch Zwei

Tailpiece…

The Swabian Hills are alive with the sound of Vee-Six Turbo Music- Watson up in June 1983.

Ya kinda get the impression it was an important day in Porsche history as indeed it was. Ditto McLaren International…

Finito…

 

 

lukey

Len Lukeys’ Cooper Bristol, Mount Druitt, NSW in May 1958, having set FTD at 13.53 sec for the standing quarter (J Ellacott)

‘Now that really is a beautiful looking racing car! Wotizzit I wonder’, the young gent seems to thinking…

The smartly attired chap is surveying the lines of Len Lukey’s Cooper T23 Bristol at Mount Druitt in Sydney’s west in May 1958. Len Lukey was both a champion driver and successful businessman, founding ‘Lukey Mufflers’ in the 1950’s, a brand still respected today.

Melbourne born, Lukey started racing relatively late, aged 32 having established and built his ‘Lukey Mufflers’ business from its Nepean Highway, Highett base. Generations of enthusiasts are aware of his name because of the original equipment and performance exhausts and mufflers he produced. No lowered, worked EH Holden with wide ‘chromies’ and twin SU’s was complete without the distinctive Lukey logo being displayed on its exhaust’s for following traffic to know its performance intent.

Lukey started competition in the Victorian hills with a side-valve Ford Mainline Ute, Australia’s ubiquitous workhorse down the decades. It was in this car at the opening Altona meeting in 1954 that he frightened the life out of Stan Jones in Maybach when he spun whilst coming through The Esses, the car looking all the while as though it had lost its way transporting a load of mufflers from Highett to Williamstown. The competition regulator, the CAMS, frowned upon the use of such a utilitarian vehicles in racing so he switched to the first of a series of Ford Customlines.

Len Lukey, Ford Customline, Rob Roy, 1957 (B King)

 

image

Equipe Lukey during the 1959 AGP weekend at Longford, Cooper T45 Climax- unknown, Neil Marsden, Helen Lukey, Claude Morton and Len Lukey (Jock Walkem)

 

Awesome shot at the start of the 1959 AGP at Longford, showing not least how narrow the track was then- the old start line was on The Flying Mile towards Mountford Corner. Winner Stan Jones has the jump in his Maserati 250F, then Len, partially obscured in his Cooper T45 Climax, then Arnold Glass, Maserati 250F, Doug Whiteford, Maserati 300S, Ron Phillips, Cooper T33 Jaguar, Alec Mildren, Cooper T45 Climax and the rest (unattributed, I’d love to know the name of the photographer)

Its interesting to review the stunning march of touring car domination of Australian motor racing and look at the role Len Lukey had in its rise. Australian Motor Sports had this to say in its January 1960 issue, ‘…there can be no doubt that by tuning these massive cars to the highest possible pitch, Len Lukey started the ball rolling towards the day when the term production car racing became such a farce that a special Gran Turismo Class had to be instituted’.

Lukey had some spectacular moments as he learned his craft, a trip through the hay bales at Albert Park and a lucky roll at Phillip Island- there was no rollover protection in those days, both were lucky escapes.

The car was timed at 106mph at Gnoo Blas, Orange in 1956 beating both Jack Myers and the Aldis Bristol. His dices against Jack Myers, the Sydney Holden driver were crowd pleasers in the way Geoghegan/Beechey battles were a little further down the track.

He soon took hillclimb class records at Rob Roy, Hepburn Springs and Templestowe, all in Victoria.

Both Myers and Lukey progressed into single seaters via Cooper Bristols. In Lukey’s case his ascent to the top was quicker than just about any Gold Star winner, and then, he almost immediately upon achieving the prestigious award in the longest ever season- twelve rounds in five states, retired as a competitor but remained in the sport as a circuit owner and sponsor.

Team Lukey during the 1957 AGP weekend at Caversham- Customline and Cooper T23 Bristol (K Devine)

Lukey commenced racing the ex Reg Hunt/Kevin Neal Cooper Bristol in 1956…

He was ninth in the ‘Olympic’ Australian Grand Prix won by Stirling Moss at Albert Park in a works Maserati 250F.

In the 100 mile Victorian Trophy Race he was fifth behind Davison’s Ferrari 500/625 3 litre, Brabham’s Cooper Climax, Doug Whiteford’s Maserati 300S and Tom Hawkes’ Cooper T23 Holden, it was an auspicious open-wheeler debut. He started a campaign to contest the Gold Star the following year- the first time the Australian Drivers Championship had been contested.

The season commenced at Caversham, 16km from Perth, held in searing heat and famously won, after much argument about lap-counting, by Davison’s Ferrari which was shared by Lex and Bill Patterson- Len was fourth in a fast reliable run in the Cooper. He was fifth at Albert Park and then late in the season scored two thirds in the New South Wales Road Racing Championships at Mount Panorama and in the Port Wakefield Trophy held at the South Australian circuit in rough bush country 100km north-west of Adelaide.

He set Australian National Speed Records in both the Cooper- 147.4mph, and the Customline at 123.3mph outside Coonabaraban in north-western NSW in 1957.

The Cusso was timed one way at 130mph, the car that weekend festooned with masking tape, shields over its headlights, an enclosed radiator and sealed doors and boot to squeeze every bit of speed from the beast. Len had to enter the car through the windows, safety again very much to the fore!

The car which ran at Coonabarabran was a new shell, but all the learnings and good bits of the earlier one were transferred across. Len raced it for a further year before being selling it to Melbourne driver Owen Bailey but it was badly damaged in an accident at Albert Park in 1958, Bailey’s first meeting in it.

On the way to winning the ‘South Australian Trophy’, Gold Star round at Port Wakefield in April 1958, Cooper T23 Bristol (unattributed)

 

Lukey at Albert Park during the Melbourne GP in November 1958, Lukey Bristol, Jaguar Corner. ‘Vanwall-esque’ nature of the body clear if not as beautiful in execution (B King)

 

lukey

Len Lukey being congratulated by Derek Jolley for his 2nd place in the October 1958 Victorian Road Racing Champinsghip at Fishernans Bend. Lukey Bristol, Ted Gray won in Tornado 2 Chev (K Drage)

Its amazing to compare and contrast the short four or five round Gold Star contests of later years with the more arduous nature of the series earlier on, particularly given the standard of Australian highways then.

The 1958 award was contested over nine rounds starting at Orange in New South Wales, from there to Fishermans Bend in Melbourne, then south across Bass Straight to Longford, to Port Wakefield north of Adelaide in South Australia, then two rounds at Lowood, Queensland in June and August- so I guess depending upon other race commitments one could leave your car up north- then to Mount Panorama, Bathurst New South Wales for the Australian Grand Prix in October and then, finally two rounds in Victoria- Albert Park in November and Phillip Island in early December.

The 1959 Gold Star was held over a staggering twelve rounds- and so it was that Len committed himself to a couple of serious tilts at the title in 1958 and 1959, the lessons learned in 1958 were applied with great success the following year when he won the title.

Len was third in the opening South Pacific Championship round at Gnoo, Blas Orange in January, Jack Brabham won that event in his Cooper T43 Climax but was ineligible for Gold Star points as a non-resident.

Back home to Victoria Len was then fourth at Fishermans Bend in February and fifth in the Longford Trophy in March. Stan Jones won at the Bend and Ted Gray at Longford in the big ‘booming Chev Corvette 283cid V8 engined Tornado 2.

He scored his first splendid Gold star win in the South Australian Trophy at Port Wakefield in April, winning from Austin Miller’s Cooper T41 Climax and Keith Rilstone in the amazing Zephyr Special s/c.

Then followed a long haul back to Melbourne to ready the car and then a 1650km tow to Lowood Queensland for the two rounds held on the disused airfield circuit.

He bagged a pair of thirds in the Queensland Road Racing Championship at Lowood in June and the Lowood Trophy in August- Alec Mildren won both of these events in his Cooper T43 Climax, with Len looking lovingly and with considerable longing for one of these mid-engined cars, an aim he would realise before the year was out.

Len had developed his own thoughts on how to improve the performance of his Cooper and built a new spaceframe, high-bodied chassis, the ‘Lukey Bristol’ into which the mechanicals of the factory car were fitted.

Ready for the AGP, the car was taken to Bathurst but finished a distant sixth, two laps in arrears of Lex Davison, Ern Seeliger and Tom Hawkes aboard 3 litre Ferrari 500/625, 4.6 litre Maybach 4 Chev and 2.3 litre Cooper T23 Holden-Repco respectively.

The last two round of the championship were back in Victoria, he was fifth in the Melbourne Grand Prix, an exciting race weekend in which Stirling Moss and Jack Brabham scrapped at the front of the field in 2.2 litre Cooper T45 Climaxes- the race was won by Moss from Brabham then Doug Whiteford’s Maserati 300S, Bib Stillwell’s ex-Hunt Maserati 250F and then Len.

Lukey was quickly in discussion with Brabham about purchase of the Cooper T45- the very latest of Surbiton’s machines at the time, and would soon have the 2 litre Coventry Climax FPF engined machine in his workshops providing him with the tool to do the job in 1959.

Len was still active on the hills, winning both a new NSW sprint record and FTD at Mt Druitt in 13.53 seconds, this articles opening photo is at that meeting. In July he spun at the end of Rob Roy when the throttle jammed open, Len was thrown from the car before it rolled to a halt, but it was a lucky escape.

The final Gold Star event was the Phillip Island Trophy on Boxing Day but Len spun the Cooper in a preliminary event damaging the cars suspension enough to non-start the championship race. The Coad brothers sportingly lent him their Vauxhall Special but the car was outclassed, with Lukey third in the Gold Star with 21 points, then Alec Mildren on 23 with Stan Jones deservedly taking the title with 31 points- Stan won two rounds at Fishermans Bend and Phillip Island and was third on three occasions- Gnoo Blas, Longford and the first of the two Lowood rounds.

The Lukey boys push the Cooper T23 Bristol thru the Longford paddock in March 1958, behind is the Lou Abrahams owned, mighty Tornado 2 Chev, victorious that weekend (HRCCTas)

 

Len and Stan Jones on the cover of the March 1959 issue of AMS in recognition of a marvellous AGP dice resolved in Jones’ favour 1959- Cooper T45 Climax from Maserati 250F

After Brabham contested three New Zealand internationals in early January 1959, Lukey bought the car from Jack. It was fitted with a 2 litre FPF rather than one of the 2.2’s Jack had been using- these engines were rare with the full 2.5 litre variants built around new blocks being readied back in Coventry for Cooper, Rob Walker and Lotus’ use in F1 that season- rather successfully so as events transpired.

In 1959, as mentioned above, the Gold Star was contested over twelve gruelling rounds- between 26 January and 14 June, the halfway mark of the season, those on the title chase travelled from their home base, to Orange, then Fishermans Bend, Longford, Port Wakefield, Bathurst and Lowood- Victoria, Tasmania, New South Wales and Queensland, with an arduous second half of the season still to come.

The competition was strong- Len and Alec Mildren raced Cooper T45’s, Bill Patterson a T43 with Stan Jones the other racer who had committed to most of the rounds- racing his Maserati 250F, Maybach 4 Chev and later in the season he took delivery of a Cooper T51 Climax as did Bib Stillwell, David McKay and Austin Miller but the latter trio did not race across the continent in the manner Len, Alec and Stan did.

In much the same way that the new-fangled Coopers were challenging the front-engined orthodoxy in Europe so too of course was the case in Australia albeit there was no surprise at the speed of the Coventry Climax engined cars given the giant killing nature of the air-cooled Coopers since the first appeared of one at Bathurst in the dawn of the fifties.

Only two points separated the Cooper T45 Climax duo of Lukey and Mildren at the seasons end- Len won the title with 68 points to the Canberra motor-dealers 66.

Mildren won three rounds- Fishermans Bend and the two Lowood rounds mid-season whereas Len won two- at Caversham and the last round at Phillip Island when the pressure was well and truly on. The Cooper’s differential failed during Saturday practice, Len did not have a spare, Noel Hall did but it was affixed to his car which was in Sydney. Jack Myers removed the gearbox and popped it onto a ‘plane, there the precious cargo was collected from Essendon Airport and then taken to Phillip Island where it was fitted to the car. The machine was finally ready about an hour before the off- Lukey led from the flag and on the final lap equalled the lap record- a memorable win indeed.

Alan Jones quizzing Lukey about the handling characteristics of his Cooper- Otto Stone, racer/engineer/mechanic and fettler of the Stan Jones Maserati 250F at the time is to the right of Alan and Stan is far right but one in the white helmet ready for the off, Phillip Island 1959 (unattributed)

 

Lukey and Jones scrapping through Longford Village, AGP 1959, ‘pub corner’- Cooper T45 and Maserati 250F (oldracephotos.com)

Stan Jones won two rounds as well, notably the Australian Grand Prix at Longford after a race-long dice with Len- it was a classic battle of the time between the powerful front engined 2.5 litre Maserati and the more nimble, but less powerful 2 litre Climax powered Cooper. There was a bit a karma in Stan’s race win as no-one in the field, other than Mildren, deserved an AGP win more and Alec’s time came twelve months afterwards at the conclusion of an even more thrilling dice between Lex Davison’s 3 litre Aston Martin DBR4/300 and Mildren’s 2.5 litre Cooper T51 Maserati at Lowood.

Jones also won at Port Wakefield in March in the big, booming Maybach 4 Chev, stepping back into the car he vacated two years before when he acquired his Maserati 250F. His friend and engineer, Ern Seeliger had replaced the SOHC straight-six Maybach engine with a Chevy V8, and made other changes to what had been called Maybach 3, there was something a bit poetic about a Maybach taking one last win this late in the piece given the front-running nature of this series (of three or four variants of cars depending on how yer do your count) of cars for the best part of a decade.

Bill Patterson, like Mildren and Jones had a very long race CV which he enhanced in 1959 with two wins in his Cooper T43 Climax- arguably a quicker driver than Mildren and Lukey, if not Jones- Patto was also in a run to Gold Star victory, his turn would come in 1961 aboard a Cooper T51 Climax the year after Mildren.

Single round wins that year were taken by Jack Brabham, taking his traditional win at the season opening Gnoo Blas ‘South Pacific Championship’ before heading back to the UK and by Kiwi Ross Jensen’s Maserati 250F in the prestigious Bathurst 100 at Easter but neither qualified for Gold Star points as non-residents.

Bib Stillwell was the other round winner in his new Cooper T51 Climax at Bathurst in October. Bib was perhaps the slowest of all of this generation to mature as a driver at the absolute top level but he won four Gold Stars on the trot from 1962 to 1965 with a blend of speed, consistency and the best of equipment.

What was impressive about Lukey’s win in 1959 was his relative inexperience against the fellows he beat, all of whom had fifteen years to a couple of decades on him in race experience, but it was a close run contest. That year a driver could only count their scores from nine of the twelve rounds, Len and Alec scored in ten rounds apiece, both had to drop a round- both discarded 3 points, and so it was after a long, intense year of racing criss-crossing the vast brown land that Lukey won from Mildren by only 2 points. Amazing really, but the CAMS learned the lesson and the event was never held with that many rounds again.

Lukey only raced once more, in the 1960 NZGP at Ardmore and then sold the car to concentrate on his business interests.

It was a good performance too- seventh on the grid amongst all of the 2.2 and 2.5 litre FPF’s but it all came to nothing after undisclosed dramas after finishing 36 of the events 75 laps- Brabham won from McLaren, Stillwell and Jones- two Cooper 2.5’s from two Cooper 2.2’s rather put the state of play at the time into sharp relief.

No photoshop here, Jones and Lukey during their 1959 Longford AGP dice getting some serious air as the cross the railway line on the outskirts of Longford village on Tannery Straight (C Rice)

 

Left to right, Lukey and Mildren in Cooper T45 Climaxes and Bib Stillwell in his new T51 at Caversham in October 1959- Len took the win (K Devine)

 

(B King)

Whilst Lukey retired from competition to focus on his business, he remained a friend of motor racing until his untimely death in 1978…

He provided financial support to various competitors not least Jack Brabham, the works F1 Brabhams of the sixties used Lukey exhaust systems right into the 1966 and 1967 championship winning Brabham BT19 ‘620’ and BT24 ‘740’- all of the works F1 cars were fitted with Lukey exhaust systems.

Look closely at the rear of one of the Brabham BT24 Repco ‘740’s during the 1967 GP season in the photograph below and you can see the ‘Lukey Mufflers’ made exhausts on the car- and the company name on the chrome plated exhaust endpieces.

In 1962 Len acquired a Holman Moody built Ford Galaxie ‘R Code’ 406cid four-door which was raced initially by Lex Davison, Len no doubt encouraging his purist racing car friend in the direction of the ‘dark side’. The shot below is of Norm Beechey racing the machine against Max Volkers’ Cortina at Lowood in August 1964, I wonder who got the better of this encounter in the wet? The Galaxie still exists.

(B Thomas)

 

 

Brabham BT24 Repco during the 1967 season (unattributed)

The 1962 Armstrong 500 (miles) production car race resulted in extreme circuit damage to the the Phillip Island track, the Phillip Island Auto Racing Club Club (PIARC) could not afford to repair the bitumen out of meagre club funds and as a consequence the track sat idle for two years.

During the initial track fund raising to build the place a decade before, Repco and Olympic Tyres supported bank guarantees for PIARC to a value of £17,000. Without funds to service the loan- no race meetings and therefore no income, Repco and PIARC made the regretful decision to sell ‘The Island’ property.

Shortly thereafter Lukey was chatting to racer/enthusiast George Coad at Essendon Airport whilst awaiting a plane.  Upon learning from Coad that PIARC was forced to sell the facility, Lukey immediately rang the clubs President and offered to buy it for £13,000.

As part of the deal, Len imposed a condition on the club that racing be revived. Lukey would develop the property and PIARC re-build the track and facilities and run four events a year for ten years. Lukey had a passion for the island and the circuit but also knew what it would take to revive and run the place having been a PIARC committee member some years before. PIARC paid Len $2 per year in rent.

The first public race meeting was held three years later in September 1967. The circuit was sold again after Lukey’s death and is now the wonderful facility we all know and love, without Lukey’s timely investment it would not be there today.

The Lukey brand hasn’t been in family hands for decades but lives on as a wonderful reminder of its founder, a great driver of both touring cars and single-seaters, a lifelong enthusiast and supporter of the sport.

Love this shot of the Cooper T23 Bristol during the 1956 AGP weekend at Albert Park, the machine is getting plenty of attention- finned drum brakes and top transverse leaf springs front and rear both clear (G Smedley)

Additional Lukey reading…

Do click on the links for these two short articles- their are some stunning photographs contained within. Here; https://primotipo.com/2018/02/20/teds-tornado-and-lens-cooper/ , here; https://primotipo.com/2016/01/08/stan-jones-agp-longford-gold-star-series-1959/ , and here; https://primotipo.com/2018/10/11/1958-longford-trophy/

Etcetera…

 

 

(unattributed)

These big barges occupy a lot of real estate and did no harm at all to attract the punters- touring cars were on the rise, sadly, even in 1956. Len Lukey from Norm Beechey in Ford Customlines during the 1956 AGP carnival. Is the Holden 48-215 on right front below that of Jack Myers?

(unattributed)

Cooper T23 Bristol..

(unattributed)

 

(B King)

Lukey’s Cooper T23 Bristol blasts past the Army Barrack’s at Albert Park during the 1956 AGP, and below the cockpit of the immaculately prepared Cooper at Templestowe Hillclimb in Melbourne’s east.

(B King)

Doug Nye wrote the history of the 1953 build Cooper Mk2 Bristol chassis’ on ‘The Nostalgia Forum’ in 2003.

He lists ’11 (ish) to 12 (ish)’ chassis. The ‘Lukey’ car is ostensibly numbered ‘CB/9/53’.

‘1953 ‘5’ The Tom Cole Mk2 – in effect totally destroyed in fire at Syracuse

1953 ‘5B’ The Tom Cole Mark 2 rebuilt as above around a fresh frame, driven by Swaters, Cole, Graham Whitehead- to Dick Gibson- sold to Australia probably Reg Hunt. (Reg Hunt’s Mark 2- alleged sold NEW in 1954) for Kevin Neale in Australia- to Len Lukey- Frank Coad- Eddie Clay- Ken Cox- Peter Menere- Jumbo Goddard and to Tom Wheatcroft for The Donington Collection. But this was surely in reality the ex-Tom Cole second Mark 2 of 1953…ex-Gibson’ Nye wrote.

(B King)

Gardening at Templestowe circa 1958- no harm done by the look of it.

(A Lamont)

It would have been a wild ride around Longford, mind you, the forgiving nature of the Cooper Bristol chassis would have made it slightly less challenging than some other cars of the day.

This wonderful shot is during the 1958 Gold Star meeting in March- the first ‘national’ Longford won by Ted Gary in Tornado 2 Chev.

(unattributed)

Len at Albert Park, am guessing in 1957, who and what is that behind him?

(B King)

Lukey Bristol..

(unattributed)

Lukey heads up the Mountain, Mount Panorama during the 1958 Australian Grand Prix in October- well and truly outgunned in his new Lukey Bristol which had made its race debut at the previous Lowood Gold Star round, on a circuit which rewards power and a forgiving chassis.

The Lukey Bristol was an evolution of the factory product, but lighter with a chassis designed by Lukey. It had a more enveloping body clearly influenced by Frank Costin’s Vanwall design and using castings made and machined in Melbourne. The engine from his CB was used, the new machine also had a transverse leaf rear end like the original.

It was advertised for sale in this form as were the various components and body panels which were made of fibreglass.

Bob King believes three of the chassis were built- the Lukey Bristol, ‘Faux Pas’ and a third. Both the cars mentioned are in the hands of David Reid. Do get in touch if you can add more to this.

(B King)

The page above is included for the section about the ‘Lukey Mufflers Chassis’ and related components. I was going to crop and then thought let’s all read it and weep- Frank Shuter’s Maserati 8CM will do me!

The ad makes mention of both front and mid-engined chassis availability- the former were of the type used on the Lukey Bristol, the latter built off a jig created from the Cooper T45 chassis- one of the Cooper experts will be able to hazard a guess as to how many chassis were built using this jig, not the only T45/T51 jig in Australia either!

(B King)

Len Lukey, Lukey Bristol chases Bib Stillwell’s ex-Hunt Maserati 250F during the 1958 Melbourne Grand Prix- they were fourth and fifth respectively. Stirling Moss won the race in a Rob Walker Cooper T45 Climax from Brabham’s similar car- the chassis bought by Len at the end of the summer, and Doug Whiteford’s Maserati 300S.

Look at the lean of the heads into the corner and the relative roll of the Lukey Bristol compared with the Maserati.

(unattributed)

Winning at Part Wakefield in the Cooper Bristol in 1958 and contesting the 1958 AGP at Bathurst the same year, he was sixth. The #56 car behind is Bill Reynolds in the Orlando MG Spl 1.5- Murrays Corner.

(B King)

More Australian Motor Sports, this time incorporating the ad for the sale of the Lukey Bristol.

Cooper T45 Climax..

(G McNeill)

 

(unattributed)

Lukey rounds Stonyfell Corner, Port Wakefield, South Australia in the 1959 ‘Gold Star’ round- Cooper T45 Climax.

The shot below was taken during the Fishermans Bend Gold Star round in early 1959.

(unattributed)

Information about this car is a bit opaque, like so many Coopers of the period but the story goes something like this. Chassis T45 ‘F2-10-58′ was believed to be a factory machine raced by Jack Brabham until it was damaged at the 1958 Moroccan Grand Prix.

It was acquired by Jack after being rebuilt around a new frame, brought to Australia and raced to second place behind Stirling Moss’ similar Rob Walker owned car in the 1958 Melbourne Grand Prix at Albert Park, the last race meeting held at the celebrated circuit in its first iteration as a motor racing venue.

Jack then took it to New Zealand to contest the 10 January Ardmore NZ GP, again finishing second behind the Walker/Moss T45. He was second at Wigram and third at Teretonga behind Ron Flockhart, BRM P25 and Bruce McLaren’s Cooper T45 Climax and then headed back to Europe, Len acquired the car at this point.

The car was then bought by Melbourne’s Jon Leighton who raced it successfully for a couple of years albeit the competiton got pretty tough with so many 2.2 and 2.5 litre FPF engine T51 Coopers on the scene.

It passed into the hands of Melbourne Architect Richard Berryman, and then later to Len Lukey’s widow, the car was an attraction at the Phillip Island museum for many years during the long period the Lukey’s owned the track and was occasionally raced by Keith Lukey, Len’s son.

Robert Shannon, founder of the insurance business well known in Australia was the right kind of owner sensitive to the car and it’s importance- I recall speaking to him about it during Melbourne City Chamber of Commerce meetings on several occasions.

After Robert’s sudden death by heart attack, Ron Walker, ‘father’ of the Albert Park Australian GP’s of today owned it, did nothing with it and then rather blotted his local copybook by selling it via Bonhams in the UK. It would have been rather nice if the Cooper with such a significant Australian history was advertised locally and stayed here.

Do contact me if you can assist in filling the gaps.

Credits and references…

John Ellacott, Kevin Drage, Ken Devine Collection, Bob King Collection- Spencer Wills photographer, ‘History of The Australian Grand Prix’ Graham Howard and others, Doug Nye on ‘The Nostalgia Forum’, oldracingcars.com, Wikipedia, Jock Walkem, Charles Rice, Geoff Smedley, Andrew ‘Slim’ Lamont, Greg McNeill

Special thanks to Bob King for some wonderful photographs and tidbits from his AMS collection

Tailpieces: Lukey with Cooper T23 Bristol sans bodywork, Templestowe circa 1958…

(B King)

 

(B King)

Finito…

kleinig rob roy

(George Thomas)

Frank Kleinig, awesome driver that he was, attacks Rob Roy Hillclimb, left front pawing the air in his self built Kleinig Hudson Spl, 1947…

He won the Australian Hillclimb championship twice, at Rob Roy in 1948 and Hawkesbury in 1949, on both occasions at the wheel of this iconic and still extant Hudson straight-8 powered special.

Frank Leonard Kleinig was born on 10 November 1911 and died on 27 May 1976- he was one of the greatest of Australian racers of the inter and early post-war period who really should have won an AGP or two but never quite pulled it off in a career which went all the way from 1936 into the dawn of the sixties.

This is far from a complete history of the man but rather a story built around the ‘Kirby-Deering Special’ aka the ‘Kleinig Hudson Special’. Please treat the article as ‘work in progress’, some of you will have records that I do not, not least David Rapley who restored the car for its Melbourne enthusiast owner Tom Roberts.

I thought, ‘i’ll chuck it up with what I have and modify from there’ rather than try for perfection before uploading.

Mind you, the work online of John Medley and Bob King have unearthed some amazing fresh photographs from the Kleinig Family Collection via Daniel Kleinig and other information in the last couple of weeks. My contact is mark@bisset.com.au. The thing is 10,000 words now, a two beer read, let’s go for another 2,000 or so of detail…

The ill-fated Buckley/Kleinig combination aboard the McIntyre Hudson at Phillip Island in November 1935 (B King Collection)

 

‘The Car’ 15 November 1935 via (B King Collection)

John Medley advises that young mechanic Kleinig’s opportunity to race came about due to the misfortune of his boss at Kirby Engineering, EJ ‘Joe’ Buckley who had established his own competition reputation as an inter-capital record setter of considerable national renown.

Kleinig, employed by Kirby’s, accompanied driver Buckley who was racing one of the two racers owned by ‘McIntyre’s Picture Circuits’ theatre owner/entrepreneur William August ‘Gus’ McIntyre at Phillip Island for the first race meeting held on the new 3.312 mile ‘triangular road course’ on the Melbourne Cup long weekend, 6 November 1935.

Gus owned both the McIntyre Hudson/Hudson Special, a modified Hudson drophead and was in the process of construction of the Kirby-Deering Special (KD) a wild, Miller supercharged straight-eight powered racer of more anon.

Phillip Island in its original rectangular, circa 6 miles form, with its narrow, undulating, fast and dangerous gravel/sand surface was deemed too hazardous to hold the Australian Grand Prix, so a shorter course was mapped and used. It seems the last meeting on the original track was the ‘Winter 100’ handicap 100 miler won by Alf Barrett’s Morris Cowley Spl on 3 June 1935.

The new layout formed a ‘traditional triangle’ and included the whole of the old Pit Straight, inclusive of ‘Heaven’ and ‘Hell’ corners with the apex of the triangle formed by ‘School’ corner.

Buckley, with Kleinig as riding mechanic was entered in the all-comers 116 mile handicap ‘Australian Race Drivers Cup’.

John Medley wrote that the start/finish line was opposite the School House. Buckley, who started from scratch carrying #1, crashed at School House Corner, almost but not quite completing the first lap. The car rolled, Buckley’s feet were caught in the pedals with Kleinig thrown clear, badly bruised but ok.

Spectators and officials rushed forward, rolled the hefty Hudson back onto its wheels. The badly injured Buckley- who broke his back either in the initial roll or the Good Samaritan one which followed, was hospitalised in Melbourne’s Alfred Hospital and later a Sydney facility for months, never to race again.

The Melbourne Age speculated that the accident was caused by the very dusty conditions and a bump ‘wide out’ which he is thought to have hit, ‘tripping’ the car, but the race promoters, the ARDC were having none of that- ‘It was claimed that the dust on the corner was responsible, but this is wrong, as there was not a car within two-hundred yards of School Corner at the time. It appears that he was trying to make up his handicap of over sixteen minutes, and took the corner a trifle too fast…’

Bowral’s Les Burrows, in another Hudson Terraplane won the race in 1 hour 47 minutes 21 seconds, an average of 64.83mph (see Etcetera section at this pieces end for a bit more about Les) from the G Bastow, Singer Le Mans and Harry Beith’s Chrysler.

Whilst Buckley was being looked after in hospital Kleinig repaired the car and drove it back to Sydney- and shortly thereafter was offered the drive by McIntyre.

(B King Collection)

(B King Collection)

Clive Gibson, Kleinig employee and later owner of the McIntyre Hudson, said to John Medley that FK didn’t rate Joe’s talents at the wheel ‘FK thought Joe a poor driver who looked dangerous on the first few corners and turned over on lap one.’

The McIntyre Hudson was originally a hobby/plaything for the wealthy cinema owner, who had led a remarkable life, he travelled widely, had varied sporting interests including  motorcycle racing, Kings Cup shooting, rowing, yachting and fishing before his decade long motor sport career. The McIntyre Hudson was built for serious intent though- a race across Africa in 1936, that event was abandoned after Italy invaded Abyssinia, the car was then deployed for a full life in Australia- races, hillclimbs, sprints, trials and as a fast road machine, happily it still exists.

McIntyre knew Kleinig, he ‘used to get his cylinder heads from Kirby’s, who cast and machined them, and he had his eye on Frank as a likely youngster, so, when he decided to build a special racing car (the KD)…he got Frank into the plot’ wrote Bob Pritchett in Australian Motor Sports.

Frank owned and had a tragic accident in a Bugatti Brescia in June 1933, but his competition in that car, if any, seems to have been limited- more of the Brescia later. Note that by the standards of the time the monoposto, 175 or thereabouts bhp KD was a very quick machine in which to commence ones racing career- starting in an F2 car is perhaps to put the scale of the challenge in a modern context.

Maybe, although results published on Trove (Australian digital newspaper archive) do not support it, Kleinig was blooded initially in the McIntyre?

Whatever the case, Kleinig was immediately quick in the Kirby-Deering, his first race, according to Barry Lake was at Penrith Speedway when the track was re-opened by Frank Arthur in June 1936.

It is not clear exactly when the long awaited Kirby-Deering first turned a wheel but it seems that FK’s first public drive of the car was during the Saturday 1 February 1936 annual New South Wales Light Car Club organised speed record attempts held on Canberra’s Northbourne Avenue- a straight, well surfaced stretch of road ideal for the purpose.

Only seven cars took the challenge that year, the quickest of which was Tom Peters in the ex-Bill Thompson twice AGP winning Bugatti T37A, he did the Flying Mile in 106.8mph- a bit slower than the state mark set by Thompson the year before at 112mph.

Second quickest was the Kirby-Deering at 105.8mph, the Referee reported that ‘This Sydney built hybrid has taken nearly two years to get into competition, but it shows great possibilities. It was probably “over-trained” on the morning of the contest: the driver, young Frank Kleinig, usually occupies the mechanics seat and during the runs the broken exhaust note told of plug trouble. But once the car gets going, Thompson’s mile record is in danger.’

Gus McIntyre, driving the McIntyre Hudson, proved the low end grunt of his mount by completing the first half in 108.4mph but fell away towards the end for a 103.4mph average.

The KD is fifth from the bottom in this shot #6 with Kleinig about to mount up for the 50 Mile Olympic (as in tyres) Handicap at Victor Harbor (spelling correct) during the SA Centenary meeting second day on 29 December 1936- the 1936 AGP was run on Boxing Day. Its a rare shot so indulge me despite the Kirby-Deering being a tad difficult to see. From the bottom is #1 J Fagan MG K3, then Tom Peters Bugatti T37A, then Lord Waleran and Lyster Jackson in K3’s- then #6 Kleinig. #12 is Les Burrows Hudson, #17 the Harry Beith Terraplane and the light coloured car with a dark bonnet is Jack Phillips Ford V8 Spl (R Garth)

That year Kleinig contested speedway events, hillclimbs and the blue-riband 1936 Australian Grand Prix (South Australian Centenary GP) held on the challenging, once only used, gravel, Victor Harbor-Port Elliott road circuit that December 26, he retired after 6 laps with a burst radiator having driven the McIntyre Hudson.

Kleinig practiced the Kirby-Deering and McIntyre the ‘Hudson Terraplane’ (McIntyre Hudson) that weekend.

The Adelaide News reported that Kleinig was one of the most spectacular drivers of the meeting and that he ran out of fuel at Nangawooka Hairpin and had to walk half a mile back to the pits to get replenishment. No times were taken of the sessions, it seems that McIntyre/Kleinig determined the more appropriate mount for the fast, sandy-gravel course was the McIntyre Hudson so the K-D was put to one side for the Centenary Grand Prix but was raced in the ‘Olympic 50 Mile Handicap’ event on 29 December.

Held three days after the GP, another large crowd, this time estimated at over 20,000 people watched Stanley Woods win the Junior and Senior TT events on Velocettes, ‘the most exciting race was the car event in which great great speed and superb cornering brought spectators to their feet in the stands.’

Barney Dentry won in a Riley from Lord Waleran in John Snow’s MG K3 Magnette and Les Burrows’ Hudson third- Frank was not mentioned in the Advertisers race report other than that he was twelfth of fifteen starters in the K-D.

FK taking mum for a ride I wonder? Slender body by Gough Bros, Sydney, what is the lever on this side? Road registration makes it a wild road car! (Kleinig Family)

Kirby-Deering Special design, construction and development…

Gus McIntyre clearly had his public relations machine working, expectations of the completion of his new car were being speculated upon in the press later in 1934, in time for the Victorian Centenary 300 mile Grand Prix albeit the car did not finally appear until late 1935, one report had it that initial test runs would be conducted on the Bulli Pass- now that would have been exciting for anybody in the area at the time!

The basis of the car was an MG Magna ‘L Type’ tourer owned by noted Australian racing driver, speedway promoter, businessman and later President of The Royal Automobile Club of Australia, John Sherwood.

Sherwood recalled the machine in ‘Cars and Drivers’ ‘I also owned an ‘L’ type Magna…I sold it to the late WA McIntyre who had a saloon body fitted to it. He and his wife were big people and couldn’t fit into it without great discomfort so he eventually removed the body and gave the chassis to Frank Kleinig. This became the basis of the 1.5 litre Miller engined Kirby-Deering Special and later the Kleinig Hudson.’

WA McIntyre was immaculately connected and had a couple of titans of Australian industry in James Norman Kirby (later Sir James) and Harold Hastings Deering supporting his exotic new racing car- separately both men created enormous fortunes.

In Kirby’s case, he was born in Sydney, educated in Newtown and was initially apprenticed as a motor mechanic. After the success of a small enterprise repairing motor-cycles he established James N Kirby Pty Ltd in 1924- an automotive engine rebuilding business which in time employed Buckley and Kleinig.

He later expanded into the importation and assembly of cars and the manufacture of electrical whitegoods, machine tools, ordnance, establishment of an assembly plant for cars (British Motor Corporation at Zetland) and much more. Despite his modest formal education he was involved as a leader in industry bodies and was appointed as a Director of some of Australia’s largest companies including Qantas- he was knighted in 1962.

Born in Ashfield, Sydney in 1896 Hastings travelled to the UK and was commissioned in the British Army before transferring to the the Royal Flying Corps and later the RAF during the War. He served in England and France in the same squadron as (Sir) Charles Kingsford-Smith.

After postwar employment in the UK, upon return to Australia he set up Deering Engineering Co, establishing an agency for AEC bus manufacturers in Australia. He later had what was the largest Ford Dealership in the world- the sole metropolitan distributorship for Ford in Sydney selling 7,000 new and 12,000 used cars a year! Later he obtained the Caterpillar agency- Hastings Deering still holds that and more.

The smart-arse observation is that with backers of this wealth- noting that both men were still ‘on the up’ in the mid-thirties, why not have bought a Miller car, rather than ‘just’ the engine…Then again, maybe it was about good old Aussie enterprise? The commercial arrangements between the parties would be interesting to know.

Kirby died on 30 July 1971 and Deering on 16 June 1965, both in Sydney at Vaucluse and Homebush respectively.

By 1932 the Australia Street Newtown workshops of James N Kirby Pty Ltd were too small for the 25 employees, so the move was made to a larger freehold property at 75-85 Salisbury Road Camperdown that March- it is here, 4km from central Sydney that the Kirby-Deering Special was constructed.

The Sydney Referee’s 25 October 1934 issue reported that Joe Buckley was in charge of the cars build, in more modern times the credit for the KD is attributed to Kleinig solely- period newspaper articles suggest this is incorrect whilst noting that Frank was a key part of the team which built the thing.

The Magna chassis was used fitted with the front and back axles of a four-cylinder French Mathis car. The semi-elliptic springs were a Magna-Mathis combination with the back axle located above the chassis. The huge drum brakes of the Mathis were also deployed.

‘For better cornering the chassis is crab-tracked being several inches wider in the front than in the back.’

The streamlined steel body was built by Gough Brothers who had also created the body of the Stewart Enterprise land speed record car- lets leave that particular tangent well alone.

Doug Ramsay, FK’s apprentice, Jack Stevens of Silex Mufflers, FK and WA McIntyre- date and place unknown (C Gibson)

 

Kleinig, Kirby-Deering Spl, Penrith 1937 (Kleinig Family)

 

Harry Arminius Miller with one of his centrifugally supercharged 1.5 litre straight-8’s (unattributed)

 

Kirby-Deering Miller Spl, rare shot of the 1.5 litre s-8 centrifugal supercharged engine. Chassis MG Magna, brakes and front axle Mathis. Of the Olympic Air Ride tyres racer/engineer/restorer Greg Smith wrote ‘…we called them ‘Slippery Sams’ as they had no grip at all. Beaurepaire’s were the owners of Olympic Tyres, so called because Sir Frank Beaurepaire was an Olympic swimmer (3 silver and 3 bronze medals in the London, Antwerp and Paris games and 15 world records). Question- Is the small cog wheel and worm used as a rack drive accelerator by pushing the worm axle or a rotary motion for mixture?’ Greg concludes ‘The engine has the uber expensive Robert Bosch 8 cylinder racing magneto, in todays money GB pound 10,000 for a second hand one’ (Kleinig Family)

‘The Referee’ recorded that the motor ‘…is the supercharged 8-cylinder Miller engine, which was in the car that came second in the Indianapolis 500 four years ago…’ Shorty Cantlon was second in 1930 aboard the ‘Miller Schofield’, a Stevens Miller engine/chassis combination which was also raced by that years winner, Billy Arnold.

The quoted power of these 91.5cid engines was initially 154bhp @ 7000rpm but that rose with refinement to both the engine itself and it’s intercoolers.

The motor was cast in two blocks of four cylinders, the crank having four main white metal bearings. Two valves per cylinder were driven by twin-overhead camshafts, ‘the centrifugal blower revs at five times engine speed and is driven off a big ring gear in front of the flywheel. Normal revs are 7000.’

The KD’s gearbox was a Mathis three speed attached to a Mathis differential via a short, strong driveshaft two feet six inches in length.

The complete car was expected to weigh 13 1/2 cwt and had an estimated top speed of 130mph- at that time the KD was anticipated to race in the upcoming Phillip Island meeting on 27 October and then at Maroubra in Sydney’s southern beachside suburbs on 24 November 1934.

Frank and his team surrounded by admirers in Canberra after the May 1937 Speed Trials- note the discs on the wheels and special guards at the front to reduce air resistance- car very handsome in this specification- Kirby Deering Miller Spl (A Collingridge)

 

Sydney ‘Referee’ 29 April 1937

The Referee’s 3 January 1935 article reported on the frantic work being carried out to have the car ready for the New Years Day Victorian Centenary meeting at Phillip Island reflecting upon five months work to get to that point, ‘The streamlined body was a thing of beauty and…loving craftsmanship put into the job’. The plan was to complete the machine, truck the car to the Island and test it there.

Problems immediately arose when the exotic engine was started, despite a ‘satisfying clamour water oozed through the plugs, the defect was traced to metal inserts holding the blocks- apparently the rubber grommets had perished’. The towel was thrown in after attempts at soldering failed.

The car was weighed- with Buckley, who was to drive at the Island aboard, 28 gallons of fuel and 5 gallons of oil the racer weighed 17cwt ‘quite Grand Prix-ish’.

‘When the trouble has been cleared up it is likely the Kirby-Deering will attempt the mile records, standing and flying’…albeit that would be twelve months hence!

Bob Pritchett picks up the challenges of the cars early development in AMS.

‘At first, the car whilst extremely fast, was also extremely hard to handle, and it was only by a painstaking process of trial and error and experiments with weight distribution, steering geometry and ratios, shock absorbers, spring rates and so on (at one time the car carried 2 cwt of lead ballast aft so that the rear springs would work), that it was brought to the stage that it could be driven up to its potential performance.’

‘Even then the final drive ratio was too high; the Miller engine didn’t get really cracking until it was spinning at over 6200rpm and Frank says that by the time he had wound it up to this pitch the car was starting to take off properly- he had usually reached the stage where he was running out of straight and he had to begin all over again…at the Canberra Speed Trial he entered the flying mile in second gear and covered the distance at an average of 117mph, crossing the line at something over 135, he thinks that, given sufficient breathing space, she could have been worked up to about 145 or more mph. Not bad for a home-made 1 1/2 litre special. The supercharger was geared to about five and a bit times engine speed, which means that at times it was turning at 42000rpm, which is a bit staggering when you come to think of it.’

With the development of the car ongoing, it was almost unbeatable in Frank’s hands at Penrith in 1936 and 1937, he had become almost a household name in Sydney, until a spectacular rollover there on Monday 26 April 1937.

He was lucky to escape injury from the accident- having strayed to the edge of the track, the car tripped flinging him free, then rolled several times and ‘crashed down a foot of where he lay stunned’ bruised and battered but otherwise ok.

In the best racing tradition FK worked all week to repair the damage and carry complete some detailed streamlining of the KD inclusive of discs on the wheels to allow him to run at the annual Canberra Speed Trials in May 1937.

Frank did 116.9mph over the measured quarter of a mile besting Bill Thompson’s Bugatti T37A’s 112mph. His standing quarter mile time was also quickest of the day at 16.6 seconds from Jack Saywell’s Railton 4.1 litre.

Kleinig at speed on Northbourne Avenue on one of the KD’s runs in 1937. Even tho it’s not sharp note the largely covered radiator, with only a small hole for air and the fairings over the front wheels. Marvellous (Kleinig Collection)

 

Kirby-Deering, a bit of a mystery shot as to location and driver, perhaps Tom Peters, Tim Shellshear thinks (T Shellshear)

 

Another cracker of a shot from Daniel Kleinig this time of the exhaust side of the KD which appears, with vestigial rear guards, set up for a trial- the actual venue a hillclimb coz there is a hill present…venue anyone? Love the heart shaped grille (Kleinig Family)

 

Kleinig in the McIntyre Hudson from KR McDonald, Standard Spl during the Interstate GP, Wirlinga, Albury in March 1938, DNF. Jack Phillips won in a Ford V8 Spl

Kirby-Deering Special evolves into the Hudson Special…

During 1937 Kleinig continued to race the McIntyre Hudson as well as the KD amongst other things setting hillclimb records at Cessnock (Mount View), Waterfall Gully and Broughton Pass, all in New South Wales.

The Kirby-Deering proved itself a great sprint car but was dogged by unreliability in longer distance events and so ‘The pale blue Kirby Deering Spl was rebuilt into the royal blue Kleinig Spl with 4168cc Hudson 8 power for the 1938 Bathurst AGP (and was beaten only once at Penrith in this form)’ wrote John Medley.

‘While the Miller 8 motor was superb and effective for the rolling starts of Penrith Speedway, the torquey Hudson 8 was considered better equipment for the swoops and dives of Bathurst. Right idea- but the strengthened chassis and MG brakes were found to be deficient. The development of the Kleinig Hudson proceeded over the next 15 years’.

The exotic Miller engine was put to one side of the Kirby workshop- lets come back to it later on.

Kleinig’s AGP on the new Mount Panorama tourist road only lasted 5 laps, he was out with a broken fan belt, the race won in dominant style by the visiting Peter Whitehead in his ERA B Type ‘R10B’. Some compensation for Frank was a win in a short handicap preliminary earlier in the day.

Legend has it that ‘Conrod Straight’ at Bathurst acquired its name as a consequence of a big blow up of FK’s Hudson engine during the second Easter meeting in 1939, the rod punched a big hole in the block. The 1940 Bathurst program named the straight ‘Conrod’ and FK had the errant component chrome plated as a keepsake!

1939 started well with Frank’s first visit to Rob Roy during the New Years weekend- he had the big Hudson running beautifully and became the first driver to go under 30 seconds, setting a new record at 29.72 seconds.

The great form transferred to Aspendale Speedway when FK unofficially broke the lap record set by Peter Whitehead’s ERA B Type during his long successful tour of Australia the year before.

During 1939 McIntyre sold (or gave?) the Hudson Special to Kleinig which henceforth became the Kleinig Hudson Special. In the lead up to the 1939 Easter meeting the car had been lightened and its MG Magna brakes replaced by more powerful Minerva ones with Perrot operation, and the cars wheels modified to accommodate the big brakes.

Gus also sold the McIntyre Hudson to a Mrs Dixon, a divorced lady friend of her chosen driver, Kevin Salmon, at the same time- the car was entered as the ‘Salmon Motors Special’ during this period.

Medley wrote ‘Unfortunately Mrs Dixon surprised Salmon in bed with her daughter (testing the sponsors product, as it were) and she promptly sold the car to Frank Kleinig, who occasionally raced it post-war.’ Medley notes by that stage the car had been raced, hillclimbed and sprinted by McIntyre, Les Burrows, Joe Buckley and Frank Kleinig.

Despite the loss of his sponsor, Salmon continued his racing career into the sixties in an MG.

Kleinig’s speed and the effectiveness of the cars ongoing development as noted above, was amply demonstrated that Easter when he seemed assured of victory only to hear the death rattle of failed bearings end his race, victory going to John Sherwood’s  MG NE.

Better luck was in the offing during the October meeting when the car, painted red was second in the 150 mile race behind John Snow’s Delahaye 135CS and ahead of Bob Lea-Wright’s Hudson.

(JO Sherwood)

Two views of FK during the Easter, April meeting in 1939- the shot above shows Kleinig being closely watched by spectators as he apexes Hell Corner to head up Mountain Straight- with the pits and Pit Straight behind him.

The one below shows him exiting Murrays, at the bottom of Conrod Straight, entering Pit Straight. Its not the most beautiful of cars but brutally purposeful, distinctive and attractive if not seductive.

Mount Panorama 1939 (unattributed)

 

(JO Sherwood)

The way it was, Bathurst again, this time the line up for the 150 Mile Race, October 1939 meeting.

Up front is Alf Barrett’s Alfa Romeo Monza, then Colin Dunne’s MG K3 Magnette and beyond that John Snow’s slinky #14 Delahaye 135CS. #9 is the John Snow owned ex-Phil Garlick Alvis of 1920’s Maroubra fame- the machine that weekend driven by John Barraclough.

#3 is the McKellar Ford V8 Spl- this car famous as the ex-Bill Thompson twice AGP winning Bugatti Type 37A and infamous as the car, driven by Wal James, went into the crowd at Penrith in June 1938 killing three people- and then #2 Frank’s by then Kleinig Hudson Spl and then alongside the McIntyre Hudson, by then Salmon Special, driven by Kevin Salmon but owned by our Mrs Dixon.

The photograph is interesting in no shortage of ways not least to show the ‘competitive set’ in that immediate pre-War, and post-War period for that matter. The balance of the 150 Mile field was made up of MG T Series, Hudson/Terraplane Specials and Ford V8 Specials- and others with the only ‘Top Gun’ cars missing from this line-up Allan Tomlinson’s 1939 AGP winning MG TA Spl s/c, John Crouch’s Alfa Romeo 8C 2300 Le Mans and Jack Saywell’s Alfa Romeo Tipo B/P3.

The interesting story about Saywell’s aristocratic Grand Prix Alfa Romeo is that the engine was damaged in a workshop cock-up by the cars imported British mechanic- he goofed the engine’s timing and when turned over valves and pistons made contact in a manner not intended by Vittorio Jano.

Saywell, not confident the engine could be rebuilt in Australia despatched it by ship back to Italy whereupon ’twas never seen again- perhaps the exotic aluminium 2.9 litre supercharged straight-8 ended up somewhere between Jones Bay Wharf and Genoa. It raced on post-War with ‘black-iron’ engines fitted but was not reunited with an engine of original specification until restored in the early-sixties.

Superb shot of FK in the KH Spl heading into Quarry from Mountain Straight during the October 1939 Bathurst meeting (J Shepherd)

 

Kleinig whistling thru Lobethal township at speed during the 1939 AGP weekend at (N Howard)

The 1939 AGP was held on the fast, daunting, Lobethal Adelaide Hills bitumen road circuit.

Like all of the big cars Frank fried his tyres in the incredibly hot conditions. He and John Snow were the backmarkers, off 4 minutes 15 seconds, Frank only lasted 3 laps, the race was won by the vary fast, canny West Australian, Allan Tomlinson in a lithe, nimble, beautifully set up and prepared supercharged MG TA Spl off 11 minutes 30 seconds- one of the great AGP wins and a wonderful story (written) for another time.

The last Bathurst meeting pre-War was in 1940 by which time the Mathis gearbox casing was fitted with four close ratios, Frank was sixth plagued by carburettor troubles the race won by Alf Barrett’s Alfa Romeo Monza- he, like so many other young Australian racers was soon off to War.

Just how large a number of Australian racers took up the challenge of defending our freedoms from 1939-1945 is explored in a whole chapter devoted to the topic of John Medley’s ‘John Snow: Classic Motor Racer’. In that context this snippet on the owner/sponsor of the McIntyre Hudson and Kirby-Deering Spl/Kleinig Hudson Spl is amazing and sobering.

’The Australian (war death) toll was no less (to that of the Europeans)- particularly in proportion to overall population. Even old hands were not spared: Walter Augustus McIntyre had been Frank Kleinig’s patron in the late 1930’s, had run in the typical trials of the day during and before that time, and been the man behind the McIntyre Hudson, built strong for the trans-Africa race of 1936 that did not happen because of Italy’s attack on Abyssinia. He was not a young man and was not in good health. He chose to do his bit in the war by carrying out private patrols of the NSW coast in his own boat, looking for submarines and any other enemy force. On one night patrol he became soaked in the very wet conditions, contracted pneumonia, and died’ in a Sydney private hospital about 27 June 1944 aged 59.

Post war the Kleinig Hudson was still competitive, winning the first event held at Bathurst, a hillclimb in January 1946.

Handicap meetings continued as standard fare across Australia for a while yet, Frank took a last lap win over the John Crouch MG in the ‘Victory Trophy’ at Strathpine, Queensland in August 1946.

Together with Crouch’s Delahaye 135CS he was off scratch in the Bathurst, 1946 New South Wales Grand Prix but clutch problems outed him early in the 150 mile race won by Alf Najar’s MG TB Monoposto Special.

Stunning clear photograph by a ‘Pix’ snapper. Mathis beam front axle, big mechanical drum brakes all around, ‘up and over’ exhaust for the side-valve straight-8 at this stage fed by a single carb, make? Note also the steering box and drag link (SLNSW)

The photo above is in the Mount Panorama pits, October 1946 during the New South Wales Grand Prix weekend. Kleinig was the limit man together with John Crouch’ Delahaye 135CS, DNF after completing only five laps, Alf Najar was the winner as noted above.

Note FK with kidney-belt on about to address the mechanicals- see the single carburettor being run at this meeting/stage of development in contrast with what was to come as below!

In 1947 Frank returned to Rob Roy with the Kleinig Hudson but Arthur Wylie triumphed that day, winning the Australian Hillclimb Championship with a time of 29.18 seconds in his ‘Wyliecar’ Ford A Model Special.

Undeterred, he returned to the Christmas Hills, outer Melbourne venue the following year and took the title doing a 28.72 seconds run- his ‘supertweak’ that year was using 7200rpm- that poor side-valve motor, and therefore using second gear for most of the journey. His good form carried over to his home turf when he took the 1948 title as well at the Hawkesbury climb that April.

The 1947 AGP was run at Bathurst with FK suffering a major engine failure on lap 27- the winner, Bill Murray’s MG TC.

Stunning shot of the KH straight-8 Hudson side valve engine in 1947 or 1948 at Rob Roy. Have you ever seen so many gee-gaws, bell cranks and levers in your life?! Four Amal carbs feeding eight cylinders, head- still side-valve cast by FK and his water injection system- the rail above the carb bell mouths carries water not fuel. Chromium plated exhausts are ‘up and over’ to get them away from induction side apparatus (E Davey-Milne)

 

Racer Earl Davey-Milne inspects the engineering marvel which is the KH straight-8 (E Davey-Milne)

In 1949 Kleinig was the favourite to win the AGP at the Leyburn, Queensland airfield track after a political dispute over the location of the race resulted in the Victorian drivers declining to enter- Barrett, Gaze, Davison, Dean and Whiteford included.

Putting that to one side, Kleinig’s pace was demonstrated at Bathurst that Easter with a win in the 25 lap over 1500cc Handicap and third in the All Powers 25 lap Handicap- and fastest times in both races, there was life in the old dog yet, over short distances at least.

Graham Howard’s account of the Leyburn event in the ‘History of the AGP’ records that ‘Kleinig’s continual development of the straight 8 side-valve Hudson engine had resulted in a car which could run a standing start quarter mile in under 15 secs and exceed more than 125mph’.

‘Among Kleinig’s modifications were a supplementary oil system which used an external pump driven from the nose of the crank by a chain, and a form of water injection direct into the special Kleinig cast cylinder head, with pressure from the water supply coming-ingeniously-from a line tapped into the exhaust system. Pre-race testing showed this gave much more pressure than was needed so a blow-off was fitted. The red Hudson was an intensely developed fiery style of car-which perfectly matched Kleinig’s driving. Probably at the time only Alf Barrett was faster, and plenty of people would argue about that too.’

In the race Kleinig started from pole position, it was the first time the grid of an AGP was based on practice times- a scratch rather than a handicap race, he led from the off but was in the pits by lap 9 as the water injection blow-off valve was discharging water onto the plugs.

He rejoined the race a lap behind the John Crouch driven Delahaye 135CS and soon after the car threw its water pump as a consequence of lots of loose road metal after completing 21 of the 35 laps, John Crouch won in the ex-John Snow Delahaye 135CS- some small compensation for Frank was sharing the fastest lap of the race with Crouch.

1949 AGP grid, Leyburn Qld, Dick Bland in George Reed Ford V8 Spl, #15 Keith Thallon, Jaguar SS100 #4 Crouch in the winning Delahaye 135CS, #8 Arthur Rizzo, Riley Spl and then Kleinig. Second row from this side, Alan Larsen, Regal Cadillac Spl, Snow Sefton Strathpine Ford V8 Spl and Rex Law Buick Spl. #3 is Arthur Bowes Hudson Spl #25 Doug McDonald Bugatti Dodge and #18 Garry Coglan MG TC Spl (unattributed)

 

FK in the Kleinig Hudson, Hell Corner, Mount Panorama 1951 (C Gibson)

 

Missing from the Mount Panorama grids in 1950 he returned in Easter 1951 but was out of luck in the over 1500cc handicap, having missed practice, with points which had closed up, but he was second in the 3 lap scratch behind Jack Saywell’s Cooper- the crowd roared approval of the two old warriors- FK and the car when Kleinig had the race won from the back of the grid only to have momentary fuel starvation gift Saywell’s new-fangled Cooper JAP 1100 the win out of Murrays on the last lap.

In October he was third in the Championship Scratch behind Whiteford’s Talbot-Lago T26C and Lex Davison’s Alfa Romeo P3, in the Redex 50 Mile feature he retired shortly after encountering brake troubles- Whiteford the winner of the scratch section of the race.

Into 1952 the car could still attract headlines, a Sydney Morning Herald banner in February proclaimed the cars top speed of 123mph at Mount Druitt.

Frank entered his faithful steed in the 1952 AGP at Bathurst but there were plenty of new kids on the block in the form of Whitefords Talbot Lago T26C, Jones Maybach and Coopers- the poor Kleinig Hudson was simply too old in the brave new world of scratch racing and the growing number of cars acquired to win outright- the big straight-8 cried enough after completing four laps and Doug Whiteford won the second of his three AGP’s- he would triumph again in the same car at Albert Park in 1953- his Ford V8 Special ‘Black Bess’ provided his first win at Nuriootpa in 1950.

Finally, and for the only time, Kleinig finished an AGP, in seventh place with one plug lead missing and only first and top gear in use towards the end- incredibly so, despite the advancing years of car and driver- with Frank pushing with all of his fire and brimstone he was third behind Jones and Whiteford at the end of the first Albert Park lap and still third by the end of lap 14 behind Jones- another fiery press-on character and Whiteford- not bad in this company in a car which dated to 1936 and was an amalgam, a clever one admittedly, of production derived parts.

For the 1954 AGP at Southport the car arrived with Kleinig’s major revision of the car incomplete but still considerably changed. The new car kept the old chassis side rails but used central seating, Peugeot 203 independent front suspension and an offset Hudson rear axle.

Additionally, the car was re-bodied with panels from the ex-Johnny Wakefield 6CM Maserati (#’1546′-the car now owned by Tom Roberts and has been reunited with its body in the restoration by David Rapley), the new car was much more slender, lower and lighter, 12cwt as against the 16cwt of the original car.

Part of the weight saving process included the use of a special, small ‘Lion’ battery which shorted before the event preventing Kleinig’s eighth and final attempt at the race ended almost unrecorded, wrote Graham Howard- such a sad end to the old chariots AGP career.

FK with the final iteration of the Kleinig Hudson Spl with Peugeot 203 front suspension, Maserati body and the rest (Modern Motor via S Dalton)

 

photo (3)

 

Kleinig and Beetle 1200 during the 1955 REDeX- 3 September en route to Fitzroy Crossing in WA- he hit a rock culvert, wrecking the car (HWT)

REDeX Round Australia Trials…

Like all of the aces of the day Kleinig was versatile and adaptable contesting a number of the round Australia trials which were hugely popular with the Australian public at the time buoyed by car ownership which was becoming more widespread.

FK’s was eighty-fourth in 1953 in a Morris Minor and twenty-seventh in a Peugeot 203 in 1954 but he made the papers anyway, for a speeding offence- he was found guilty of driving through Goulburn at 50mph, the prosecutor noting traffic convictions going back to 1928 and lost his licence for three months. Naughty boy.

More spectacular was the coverage he received as far away as France where their weekly magazine ‘Rampage’ reported that Frank Kleinig and another competitor, George Green ‘were attacked by savages’.

Kleinig was driving his Peugeot 203 between Katherine and Darwin, trying to get past George Green when a ‘blackfellow appeared by the side of the road…wearing only a bit of canvas in front of him, carrying an axe and a spear…’

In the delicate, politically correct language of the day Kleinig observed that ‘As Green’s car passed, the blackfellow rushed out on the road and tried to stop him but Green was going too fast. When I slowed up the blackfellow rushed towards my car and I stopped. He had some sort of root he had been smoking and he asked for “chew-back” (tobacco). I told him I had none, then he pointed to my watch…I said you don’t get that sport…I picked up a camera off the seat and took a picture of him as I started to drive away…as I did so…he took a swing at the back of the car with his axe…he made a mark but that’s all’ FK concluded.

By the time the French press got hold of this the artist concerned had ‘blackfellas’ all over the car, sadly the image, which is more ‘Jungle Jim’ in Africa than Australian Outback, is too poor to reproduce as it is a bit of a giggle…

FK pictured with Norman Hamilton’s Porsche 550 Spyder, and trophies (C Gibson)

Where does Kleinig fit in the pantheon of Australian drivers?…

Norman Hamilton, the importer of Porsche into Australia invited Frank to drive his 550 Spyder in the NZGP at Ardmore, FK finished ninth in the sportscar, a great drive, Stirling Moss won the race in a Maserati 250F- and drove the Porker to victory in a sportscar support event. Kleinig also raced the car in Australia and prepared it for a time in his Sydney HQ.

A ‘works drive’ such as that offered by Hamilton late in his career (FK was born 1911 remember) makes one wonder what Frank could have achieved with better equipment- mind you he was incredibly lucky to have a Patron such as Gus McIntyre to give him his start.

Amongst good pub chatter topics over a blurry Carlton Draught is a list of ‘the greatest Australian drivers never to win an Australian Grand Prix’ before the F1 era commenced in 1985.

Names that come up include Alf Barrett, Reg Hunt (mind you he wasn’t around that long) Frank Gardner, Kevin Bartlett, John Bowe, John Smith, Alfredo Costanzo…and Frank Kleinig.

In period comparisons put him thereabouts with Barrett whose primary tool was a beautifully prepared (Allan Ashton at AF Hollins who later looked after Lex Davo’s machines) Alfa Romeo Monza which the well heeled Armadale businessman raced with considerable success and perhaps too often big-event failures. Kleinig’s machine was as far from a factory built racer as it could possibly be, an amazingly fast ‘Bitza’ with the production based Hudson engine always pushed beyond limits hard to endure.

John Medley wrote about an AMS experts review of drivers at the time ‘A 1948 Australian Motor Sports magazine placing had John Snow just behind Alf Barrett in the “Best Australian Driver” category, but ahead of John Barraclough and Frank Kleinig, with John Crouch and Doug Whiteford in equal fifth place (although it should be noted that AMS editor Arthur Wylie ((a driver of the front rank himself)) was smart enough and knowledgable enough to restrict the poll to just New South Wales and Victoria: because he, like John Snow and all the other Eastern States hotshots all knew they had been out-thought, out-prepared, and remarkably out-driven by the almost unknown Allan Tomlinson from Western Australia when his supercharged MG TA Special won the 1939 Australian Grand Prix at the sobering high speed South Australian circuit at Lobethal’ wrote Medley providing valuable in-period context and opinion- far more valuable than any thoughts of mine decades hence using third-hand information to make interpretations of ‘what was’.

Contemporary reports have it that Frank was a sprinter, not one who could really stroke the car home- despite the fact he built and maintained his cars. You can see the fizz, brio, energy and sparkle characteristic of FK’s driving in some of the photographs within this piece.

We need to keep in mind the handicappers role in this period too of course. But the adage ‘to finish first, first you have to finish’ is one to bare in mind and perhaps one Frank’s Driver Coach could have mentioned to him once or twice along his journey.

Barry Lake wrote of Kleinig in his book ‘Half a Century of Speed’. ‘I asked John Crouch (1949 AGP winner and contemporary of FK for much of his career) what he thought of Frank Kleinig as a driver. He told me: ‘Kleinig was one of our best sprint drivers ever, but he wasn’t any good in a long race. He’d drive it as if it was a sprint. He was a top mechanic but the machinery still could never stand up to him. On the dirt or in a sprint hillclimb there’s probably never been anybody as good or better.’

Looking more broadly than just at his on-track performances Kleinig is very much in the rich tradition of elite level Australian racer/mechanic/engineer/entrepreneur/businessman types- think Brabham, Gardner, Garrie Cooper, Matich and Perkins, a pretty special breed I believe.

It’s hard to say who was quickest in an era when ‘everyone’ wasn’t racing a similar Maserati 250F, Cooper or Brabham Climax, Lola T332 or Ralt RT4 but it does seem the evidence suggests Kleinig was one of the fastest of his era, a different thing to the best mind you- which spans the mid-thirties to the mid-fifties in whatever he drove.

And my guess is he may have, may have, squeezed a tad more outta that Alfa Monza than Mr Barrett did over one or two laps if not an entire race.

Bill Thompson was winding back his activities in the mid-thirties as FK was winding up- Thompson died during the War too so i have not attempted to draw comparisons there- and this ramble started with arguments about those who didn’t win an AGP whereas Bill won three of course.

For the sake of completeness Thompson and Barrett are generally the pair at the tip of the pyramid of best ever Australian resident drivers with debate more or less equally drawn on which of these two fellas stand alone.

Kleinig’s factory/workshop on Parramatta Road, Burwood, Sydney in 1947. Kleinig Hudson on the trailer, the other racer is Bill Ford’s Hudson 6 Spl. Kleinig retained the 1.5 litre Miller engine after it was removed from the KD- many enthusiasts recall it being on display in the window of this workshop for decades (C Gibson)

Commercial Activities…

Whilst involved in the motor trade all of his life Kleinig was also an inventor and innovator.

He developed the ‘Mist-Master’ water injection system for the Kleinig Hudson and also sold kits for road cars to combat the pinging or detonation caused at the time as a consequence of the low octane and quality of fuels commercially available.

He also made and marketed a range of speed equipment including exhaust system, inlet manifolds, air cleaners and the ‘Spark Booster’ device which increased the intensity of the spark.

The workshop above, established after Frank’s departure from Kirby Engineering in 1938 at 404 Parramatta Road was well known to home mechanics by the 1950’s and it was not unusual for a long queue of folks on Saturday mornings wanting to buy parts.

In addition, the Frank Kleinig Rubber Company recycled old tyres- he developed a technique for shredding the tyres in which the steel belt material was removed by magnets and the rubber melted and injected under pressure to make new products, the most popular of which were bath plugs. Misfortune occurred in May 1947 with in excess of five thousand pounds worth of damage done to the premises, equipment and stock by fire.

Kleinig held patents for some of these inventions, that he was innovative and creative is not in doubt.

 

kleinig rr 1939 h vince photographer

Frank Kleinig Rob Roy 1947. To set the record there in 1948 he pulled second gear all the way over the line, it spun to 7000rpm on plain bearings, a 5 inch stroke  and with ‘splash’ lubrication (FH Hince)

Kleinig continued to race into the late 1950’s, for the fun of it in a Morris Minor, his last race Barry Lake believes to be a shared drive with his son, Frank Kleinig Jnr in a Morris Mini 850 for a class win in the Bathurst Six Hour Classic in September 1962- Kleinig Jnr became a Formula Vee ace.

When Frank ceased racing he never sold the car which had been such an important part of his life. He died in 1976, the family retained the Kleinig Hudson until 1992 when it was purchased by the current owner Tom Roberts.

He commissioned its rebuild by David Rapley who also restored the Maserati 6CM ‘1546’ which donated its body to the Kleinig Hudson way back in 1954- and is also owned by Roberts.

The Kleinig Hudson below with Tom Roberts at the wheel in Melbourne, August 2004- the KH would be right up there with ‘most raced car in Australia’, bested only by the Sulman Singer?

 

kleinig 2

Frank Kleinig 14th Rob Roy 1947 (George Thomas)

Etcetera…

Bugatti Brescia Tragedy..

Misfortune befell Frank, two young friends and the Bugatti Brescia Kleinig was driving to a wedding in Strathfield, inner-Sydney on June 26 1933.

Travelling along Parramatta Road, on the corner of Crane Street Homebush, Frank collided with and glanced off another car into a telegraph pole, the small French car rolled spilling the occupants onto the road- very sadly for the hapless 21 year old driver, his male companions, twenty and twenty-one years old later died.

The District Coroner, sitting in Burwood, H Richardson-Clark ‘…was satisfied (having heard the differing testimony of several witnesses as to Kleinig’s speed) that the young men in the racing car were going like the wind, with time on their hands and the temptation of a concrete road. There was…clear evidence of failure to observe traffic regulations. The racing car…should have given way to the other car’, the Coroner said.

Kleinig’s counsel, Mr Simpson, remonstrated with the Coroner who he said ‘was biased against motorists’. Simpson said that ‘in the last three cases you have sent men to trial they have not had to face juries’.

And so it was that despite finding the two men had been ‘feloniously slayed’- and committing Kleinig for trial on a charge of manslaughter and FK being released on bail of one-hundred pounds, the young man did not face court.

Whatever the facts, and they died with the three occupants of the car, to overcome this tragedy says much of Kleinig’s ability to pick himself up and refocus his life on racing, building several businesses and a family in a manner typical of ‘racers’- a special breed.

The incident was an horrific one for all concerned, not least Kleinig who lived with the incident and terrible outcomes for the rest of his long life.

(JO Sherwood)

EJ ‘Joe’ Buckley…

The photograph above shows Joe Buckley and Lewis L ‘Hope’ Bartlett in Sydney, Monday 20 November 1927 aboard a Hudson Super Six.

They set a time of 11 hours 54 minutes to become the first crew to go under ‘the magic 12 hours’ between Melbourne and Sydney, undercutting the previous best by 39 minutes 30 seconds despite crashing through a fence at Breadalbane and breaking a wheel.

The Sydney ‘Arrow’ reported that the same duo did a time of 10 hours 51 minutes in early January 1928. ‘The Hudson…used was almost a standard job, except that an extra petrol tank and an electric pump were installed and the springs were strengthened…The speedsters averaged 53 miles an hour over the 575 miles and had an uninterrupted run throughout. This is the first time that the journey between the two capitals has been done in under 11 hours, except by aeroplane’ the Arrow concluded.

Harry Beith held the record to that point in a Chrysler, he was the first to beat the time set by the late AV Turner who had done 12 hours 34 minutes, a record which stood for over four years set in February 1924

In a tit-for-tat period of constant changes in the record Harry Beith and his mechanic A Dolphin in a Chrysler did 10 hours and 12 minutes in December 1929 beating Buckley’s 10 hours 24 minutes…

And so it went on until the legislators brought an activity which was becoming increasingly dangerous to an end.

The intercapital record breaking efforts were big news, often front page news, as here with Buckley and a fellow aspirant Perry Donnelly (Overland Whippet) ‘betting their cars’ in the event one could not set a better time than the other for the Sydney-Cowra run- 27 November 1927

Buckley’s chosen marque, Hudson (Hudson, Essex and Terraplane) popular in Australia, were built from 1909 to 1954 by the Hudson Motor Car Co in Detroit and then for three years more by American Motors Corp before production stopped.

‘Speedster Buckley set speed records in that summer of 1928 between Sydney-Melbourne, Adelaide-Melbourne and Sydney-Cowra (his home town).

Whilst the manufacturers of the successful makes of car proclaimed their success in the usual way- newspaper advertisements, Hudson sent Buckley on a tour of Northern NSW (if not elsewhere) doing speed and economy demonstrations ‘with four or five passengers up’ of the Hudson Super-Six supervised by the local newspaper and/or motoring authority.

The Coffs Harbour Advocate reported the results; Walcha 21mpg, Tamworth 70mph and Moombi Range climbed ‘in top’, Armidale’s Hiscox Hill was ascended ‘in top’ whilst at Glen Innes 23mpg and 75mph was achieved.

The results of Glen Innes were repeated in Tenterfield but Big Hill was done ‘in top’- Lismore’s triumphs were 22.8mpg and 0-30mph in 4 seconds.

Proving that advertorial is nothing new the Advocate’s reporter concluded that ‘these figures are convincing proof of the Hudson makes claim that in spite of greatly improved performance, the latest Hudsons are 20mpg cars.’

What became of Joe Buckley folks?

 

(SLNSW)

Les Burrows..

Usual thing, you see a new name, sniff around and all of a sudden learn something about a fella yer didn’t know anything about.

What an ace on the tar and dirt the Bowral garage owner and Hudson dealer was aboard both this car and midgets at places like Penrith.

You may recall at the article’s outset that Les won the Phillip Island event during which Bailey and Kleinig came to grief, he is pictured in that car out front of his business in Bowral’s main street in May 1937 above.

Clive Gibson wrote that Burrow’s car was a one-off with a special body by Properts Body Works of Camperdown, Sydney. Said body was originally fitted to Burrow’s 1935 Terraplane and transferred to a new Hudson 8 in 1936, it was light- 20 cwt compared with a four door at 24 cwt. He also raced a 1933 Terraplane in the 1938 AGP at Bathurst, finishing second behind Peter Whitehead’s ERA B Type.

The car contested the 26 December South Australian Centenary Grand Prix aka 1936 AGP at Victor Harbor, DNF. He won the Ten Mile Championship at Penrith on Anzac Day in 1937 and in its first form as a 1935 Terraplane won the November 1935 Phillip Island race referred to above. The Terraplane was green and the Hudson bright red.

Clive Gibson owned the car in the sixties, then the machine changed hands in Sydney several times and disappeared, presumed lost. Les’ last competition event was the 1954 REDeX in a Vanguard.

Love this piece about the commitment of a racer, it’s from the Sydney Morning Herald 12 November 1935 report of his Phillip Island win.

‘…on the preceding Saturday he drove the car from Bowral to Sydney and competed in the New South Wales Light Car Club’s Mountain Trial over Kurrajong to Mount Victoria. Returning to Sydney the same evening, he drove his racing Midget at the Wentworth Oval Speedway and then left Sydney at midnight, towing the Midget home to Bowral. He then left in the Terraplane to Melbourne at 4.30am on the Sunday, arriving there the same afternoon about 4 o’clock. The car was then stripped of its mudguards, hood and windscreen, and taken to Phillip Island on Monday November 4. No additional tuning was found to be necessary, and the car went straight into practice for the big race.’

Les ‘…lapped the circuit at 64mph’ and ‘drove with great skill, cornering in a fast and safe manner’ to win the race.

Then, with all the road equipment installed back onto the car Burrows drove the 900km from Cowes back to Bowral, in New South Wales beautiful Southern Highlands.

You don’t have to be mad but it helps!

(unattributed)

Some more from Ray Bell in relation to Les Burrows, Ray wrote this piece some year back after speaking with Clive Gibson.

‘Burrows…had been showing off Essexs for some time before getting a 1935 Terraplane Sports Tourer, in this car he won Phillip Island in 1935 but then drove the McIntyre Hudson at Robertson Hillclimb later in the year.’

‘Impressed by the eight’s power, he ordered a new 1936 model minus body and installed the 1935 Terraplane body on the new car. It was in this car that he and his riding mechanics took their wives on the South Australian Centenary Trial from the Sydney start to Adelaide, then the guards were removed for the Grand Prix.’ (the 1936 South Australian Centenary GP aka the 1936 Australian GP at Victor Harbor)

‘The 1935 engine was destined for use later on the 1933 Terraplane which was shortened and run briefly with the original engine. With a Propert body and the ’35 engine and wire wheels, then a ’38 grille, it was the definitive Burrows car that was raced so much- and finished the Lobethal race on three wheels.’ (the 1939 AGP)

Les Burrows finishes the 1939 AGP at Lobethal on three wheels- he was fifth, the winner Allan Tomlinson’s MG TA Spl s/c (R Bell)

 

Magnificent shot of Les Burrows in the Terraplane Spl at Wirlinga, Albury during the March 1938 ‘Interstate Grand Prix’- he was third in the race won by Jack Phillip’s Ford V8 Spl- photo in reverse I think, actual number is 9 (R Bell)

Ray continues later in the original article ‘The only contemporary racing subsequent to this (Kleinig’s failure at the 1954 Southport AGP) of Hudsons or Terraplanes was accomplished by that old 1933 Burrows chassis. Its Propert body put aside in the late forties by Bill Ford, it was entered in the AGP meeting of 1955 as part of Bill’s racing and continued running until the closure of Mount Druitt and the Easter meeting at Bathurst in 1958, not entering the AGP that year.’

‘…the car became the Barracuda Ford in the sixties, with the Propert body, the grille Ford had fitted before the 1948 AGP and a Ford OHV V8. It reverted to its canvas bodied single-seater form when Peter Hitchin resurrected it for Historic Racing.’

Shane Cowham drawing for the HRR Newsletter no 167- McIntyre Hudson at rear, the Kleining Hudson and Burrows Terraplane Spl (R Bell)

McIntyre Hudson…

This amazing old warrior is shown above in ‘more recent times’ at Warwick Farm in 1971.

Some snippets about Kevin Salmon’s period with the car by Barry Lake, ‘Salmons car was owned by a Mrs Dixon, who sold it later to Frank Kleinig. John Crouch said of it: The McIntyre Hudson? That big roadster…it was a horrible thing to drive’.

Lake continued, ‘Kev Salmon was the son of Leo Salmon who was killed at Maroubra Speedway in 1925. John Crouch remembers Kevin for a used car showroom he had at the top of William Street (Sydney) where he “sold some wonderful cars”. I remember Salmon from when he raced again in the early 1960’s when he drove an MG Special and I had a Cooper Norton Mark V. At that time Kevin had a used car yard right at the Parramatta end of Parramatta Road.’

Kevin Salmon in the McIntyre Hudson/Salmon Spl from Frank Kleinig, Kleinig Hudson Spl at Bathurst in October 1939 (C Gibson)

Salmons Motors were the Sydney Citroen and Jewett agents and were involved in record-breaking.

Albert Vaughan, an employee of Leo Salmon’s enterprise and L McKenzie drove a Citroen to set the Sydney-Melbourne record at 15 hours 20 minutes in 1924.

Leo Salmon had a Jewett shortened and lightened to create a machine suited to Maroubra Speedway, the enormous concrete saucer built in the Sydney inner beachside suburb which opened on 5 December 1925.

With Leo at the wheel and Albert Vaughan as riding mechanic they were circulating the fast, challenging track on 30 December, preparing for the venue’s third meeting on New Years Day 1926 when Leo lost control and crashed over the top of the unguarded banking killing the poor unfortunate occupants who became the circuits first victims.

(C Gibson)

FK in the McIntyre Hudson at the Waterfall Valley Hillclimb in July 1938.

Doug Ramset in the white overalls and Clive Gibson in open neck jumper. Clive owned this car later in his life as a fast roadie, see a photograph of the car in more recent times at the end of this article.

In more recent times the McIntyre has fallen into good hands, that of the National Motor Museum at Birdwood In the Adelaide Hills, do pay the historic old jigger a visit!

Matthew Lombard is researching the full history of the car, please get in touch with him if you can add to the McIntyre story or any of those who drove, owned or prepared it- copy me in so I may update this piece too. Matt’s email is mlombard@history.sa.gov.au

Sydney ‘Referee’ 1 April 1937

Its interesting that the reporter in the April 1937 piece above comments upon the improvement in Kleinig’s driving ‘over his previous exhibitions and with the car going at its best…’, this suggests, perhaps, that the Kirby-Deering Miller Spl was by then reasonably well sorted and that FK was handling it with aplomb.

 

(E Davey-Milne)

Hillclimbs were a big deal yonks ago in Australia- look at the admiring Rob Roy crowd in 1947 or 1948 watching the KHS being warmed up- wonderfully, it still competes there seventy years after its first appearance.

 

(The Referee)

Interesting comparison of the two McIntyre owned racers in profile in November 1936.

At left is the Kirby-Deering Miller Spl with Frank at the wheel and at right Gus McIntyre aboard the McIntyre Hudson- he competed until health reasons forced relinquishment of the drivers seat.

(JO Sherwood)

Superb panorama of FK in the Kleinig Hudson Special- ‘Dirt Track Charlie’ doing his thing, Barry Lake believes, circa 1939/40.

I’ve written about Penrith before- it first opened in 1921, then closed in 1930 and was re-opened by Frank Arthur in June 1936 until its final closure, well into the War, after a meeting held on 14 April 1941.

Special research thanks…

Bob King, John Medley, Ray Bell, Nathan Taska and Daniel Kleinig for photographs from the family collection

Bibliography…

Graham Howard & Others ‘History of The Australian Grand Prix’, George Thomas ‘Cars and Drivers’ #3 1977, Nathan Taska, John Medley, Motorsport January 1936, Referee (Sydney) 25 October 1934, The Referee 5 November 1936, State Library of NSW note by Clive Gibson accompanying the photograph of the Burrows Hudson at Bowral, The Canberra Times 27 April 1937, Sydney Morning Herald 12 November 1935, Bob Pritchett in Australian Motor Sports 15 November 1946, Sunday Times, Perth 22 August 1954, Museum of Applied Arts and Sciences, Sydney Morning Herald 7 July 1933, Sydney The Sun 6 July 1933, Articles by Tim Shellshear in VSCC newsletter, Bob King Collection, ‘The Car’ 15 November 1935, ‘John Snow: Classic Motor Racer’ John Medley, ‘Half a Century of Speed’ Barry Lake via Tony Davis Collection- this publication incorporates the photographs of the John O Sherwood Collection, The Arrow Sydney 13 January 1928, Coffs Harbour Advocate 24 July 1928, The Advertiser 30 December 1936, Australian Dictionary of Biography- Sir JN Kirby and H Hastings Deering, article on the Kleinig-Hudson by David White and Graeme Jackson, Ray Bell and his Collection

Lobethal perhaps, 1939 Kleinig Hudson (unattributed)

Photo Credits…

George Thomas, Bob King Collection, Norman Howard, Alex Collingridge, Herald and Weekly Times, Tim Shellshear Collection, Bob King Collection, Russell Garth, Jim Shepherd, Kleinig Family Collection, Stephen Dalton Collection

Tailpiece: Kleinig, Kirby-Deering, date and place unknown, circa 1937…

(T Shellshear)

The Kirby Deering Miller Spl, a bit of a mouthful really, with Kleinig at the wheel, probably a hillclimb, if any of you can pick the venue do get in touch.

What about that Miller engine?

One story emanating, Bob King thinks from Kent Patrick- a racer/writer of note, is that the Miller engine was bought for Frank as a gift for saving a young person from drowning. It’s an interesting one. That does not accord with the newspaper accounts or Daniel Kleinig’s recollection of his grandfather saying he ‘was allowed to set the valve clearances of the engine whilst an apprentice.’ It it were your motor you wouldn’t have been askin’, would yer?

Perhaps this story has become confused with one involving (later Sir) Frank Beaurepaire who was awarded a Gold Medal and 550 pounds by the Royal Humane Society in 1922 for helping save a shark attack victim in the Coogee surf- he used this money to start Beaurepaires, a nationally significant (still) tyre, wheels and battery business.

In any event the Miller engine sat in Frank’s Parramatta Road workshop front window ‘forever’- Barry Lake records that Tom Wheatcroft bought the engine for his Donington Collection circa 1994.

Bob King recalls Wheatcroft as a regular visitor to Australia in the Adelaide GP and early Albert Park GP days. He was close to John ‘Jumbo’ Goddard, Sydney car collector, Bob’s suspicion is that Jumbo probably said to Tom on one of these trips ‘You really should grab that motor champ’, I wonder which particular bonnet below which it was inserted back in the UK? Or perhaps it became a swap?

Finito…

 

Kleinig, not Klienig by the way…

Many of you know I love the language of yesteryear racing reports, so the ‘National Advocate’ Bathurst 8 October report of the 7 October New South Wales Grand Prix is reproduced in full. In the manner of the day the reporters name is not identified, which is a shame as he or she has done a mighty fine job- its all ‘as was’ other than car descriptions where I have been a bit more fulsome with model designations.

The article is a fluke in that I was researching a piece on Frank Kleinig and came upon a batch of staggering photographs recently uploaded by the State Library of New South Wales- they are truly wonderful.

Taken by the staff of ‘Pix’ magazine, a weekly some of you may remember, it’s the first time the photos have been used in high resolution, when published way back they would have been in ‘half-tones’. The racing shots are great but in addition there are ‘people pictures’ of the type important to a magazine such as ‘Pix’ but which a racing snapper generally would not take, these are amazing in terms of conveying the overall vibe and feel of the meeting and times more generally.

Digital scoreboard linked to yer iPhone via the Internet thingy (SLNSW)

 

Najar and Nind at the start, MacLachlan is looking pretty relaxed sans helmet, they were off the same handicap of either 7 or 15 minutes depending upon the source (SLNSW)

Here goes, and remember this event is run to Formula Libre and as a Handicap…

‘Fortunately the racing was not marred by any serious accidents. The only accident occurred during the running of the first race, the under 1500cc Handicap when the young Victorian driver, Wal Feltham crashed at ‘The Quarry’. He was thrown heavily and sustained a fractured collarbone. His car, an MG P Type was badly damaged and he had a miraculous escape. He just managed to jump from the car a few yards before it hurtled over a hillside to crash about 80 feet to be completely wrecked. Feltham was admitted to the district hospital for treament.

It was certainly an afternoon of thrilling races and the scene will long be remembered. The racing circuit throughout the whole length was packed with struggling humanity. All sorts of motor vehicles were there from the first model Ford to the post-war type. As a matter of fact the aggregation of cars was perhaps the greatest ever seen locally and every inch of parking space was taken up.

There were 23 starters in the classic race and it was remarkably free from anything in the nature of a serious accident. Skids there were plenty on the hairpin and ‘S’ bends and though at times the situation looked both ugly and dangerous, the drivers always managed to gain control on their cars at the moment when the wide eyed spectators expected them to overturn.’

Mount Panorama Grandstand 1946 style (SLNSW)

 

Bill MacLachlan’s MG TB Monoposto- twin SU fed Xpag, three bearing four cylinder 1355cc engine (SLNSW)

‘It was on the famous ‘S’ bend, which had been especially noted as one of the most dangerous spots and at which the trials over the weekend that several drivers came to grief, that DA MacLachlan of Sydney had a thrilling experience. His car went into a skid and struck the sandbags on the side with such force that it was hurled across the track to strike the other side and narrowly miss the legs of two girls who were seated on top of the ledge. The car narrowly missed being hurled over the side overlooking a long drop of many feet.

Speaking after the race, the winner, Alf Najar, said that it was a hard race and that fortunately he had a good passage and his car travelled smoothly all the way. He mentioned that the last four winners of the Grand Prix at Bathurst had been tuned and prepared by Rex Marshall of Sydney and to whom he owed much for his success.

He also praised the Bathurst Council for the attention and care given to the track and added that it was because of the work done on the ‘S’ bend during yesterday morning that the drivers were able to negotiate with comparitive safety. The track, he said, was in good order even though it was not capable of holding cars travelling at over 100 miles an hour for any distance.

Speaking generally, yesterday’s race was one of the best of its kind ever run on any Australian circuit. The cars used were all pre-war models and consequently could not be regarded as fast and durable as the later models. In these circumstances the speed attained by the cars was right up to standard.’

A couple of chargers coming down the mountain. Ted Gray in the ex-Mrs JAS Jones Alfa Romeo 6C 1750 Zagato by then flathead Ford V8 powered from Kleinigs Hudson Special. Ted Gray was quick from his earliest outings on Victorian Speedways and evolved into one of Australia’s elite drivers in Tornados 1 and 2- with  a little more luck he could have won the 1958 AGP at Bathurst aboard the big, booming Tornado 2 Chev (SLNSW)

 

John Crouch, Delahaye 135CS ahead of Alby Johnson’s MG TC. Crouch won the 1948 AGP at Leyburn aboard the beautiful Delahaye, perhaps one of John Snow’s most astute racing car purchases in terms of suitability for Australian racing of the day if not in outright pace but reliability (SLNSW)

‘High speeds were witnessed in the ‘Con-Rod Straight’ from the bottom of the S-bend to the left-angle turn (Murrays) into the starting straight (Pit Straight).

The officials had chosen a section of the straight solely for the purpose of checking high speeds and this was known as the Flying Quarter. The fastest speed attained was 119mph by John Crouch in the French Delahaye 135CS. His time was taken during three runs and each time he got progressively better. His speeds were 105, 108 and 119mph.

Jack Murray with the powerful Ford-Bugatti was second with 109mph. This car was exceedingly fast but the driver did not seem inclined to take risks. Rather than that he let it out at top speed while climbing the hills and this made up a considerable amount of ground.

Frank Kleinig also attained 109mph over the distance and brought gasps from the crowd by his masterly handling of the car which is really unique in Australian motoring history. It is made up of parts from several other cars. It takes off with a great leaping surge forward and picks up very fast. It travels like a rocket with no spluttering or back-firing usually associated with high powered racing cars.

The weather was almost perfect with no wind to carry the dust high into the air and into the crowd.

Sunglasses seem to have come into fashion for the summer and a number of girls who tend to forget to bring their sunglasses and hats were noticed wearing mens heavy glasses and sun helmets, while the poor boyfriend stood in the sun and sweltered.’

Pre race pit straight scene with Frank Kleinig’s Hudson Eight Special front and centre, Delahaye alongside? (SLNSW)

Grand Prix…

‘Racing keenly for 25 laps during which time they presented many thrills to the public, Alf Najar (NSW) defeated John Nind (NSW) for major honours in the NSW Grand Prix yesterday. AV Johnson gained third place and defeated FW Gray of Victoria for that position.

Najar and Nind were both driving MG Series TB of 1250cc and 1268cc respectively, started off the 15 minute mark, with DA MacLachlan in a MG Series TA of 1355cc. There has been a friendly rivalry between these three men for many years because of each others good driving and yesterday’s performance demonstated just how good these men are. MacLachlan came only ninth in the race, being handicapped by a faulty cooling system. He was forced to continually call at the pits for water.

At times Najar and Nind fought for minutes at a time trying to wrestle the lead from one another. However, Najar seemed to have the better of the going, for he finished about 600 yards in front of Nind. A remarkable point in the clash between them at the end of the distance- 100 miles is that Najar gained one second in every 3.84 miles.

One of the first to greet Najar after his win of the Grand Prix was his sister, who dashed over to the car as it stopped, threw her arms around him, kissed him and being so elated with the victory, burst into tears.’

Good boy! Alf Najar being congratulated by his mother and sisters after his big win. Looks like a beer to me (SLNSW)

 

Najar returns to the paddock after his win, MG TB Monoposto (SLNSW)

‘Johnson, who gained third place took the lead from L Phillips of Victoria, driving a 747cc Austin, when the latter stopped during lap seven owing to engine trouble. Johnson fought grimly to hold his lead, and did so until the 16th lap when Najar took it from him.

During the next time around he lost second place to Nind, but managed to hold off Gray, of Wangaratta, in a Ford V8 Alfa Romeo, long enough to finish the course. It was a remarkable feat on Johnson’s part, considering that the MG TC he was driving was an almost completely standard machine. He was equipped with lights, mudguards and all equipment to make it roadworthy.

JE Murray, who finished fifth in a 3622cc Ford Bugatti, gained the honour of fastest time by clocking 1hr.26min.24sec. for the entire trip of 100 miles. He drove brilliantly throughout and the car gave him the minimum of trouble. Apart from winning fastest time, the car was also one of the best looking on the track.’

Murray in the ex-Bill Thomson Bugatti T37A AGP winner, chassis ‘37358’ now Ford sidevalve V8 powered. This car and its adventures over its long racing life is a story in itself- still extant and in the process of restoration (SLNSW)

 

Alec Mildren, Mildren Ford V8 Spl and Jack Nind MG TB Spl. Mildren of course became a champion driver, winner of the 1960 Gold Star and AGP at  Lowood aboard his Cooper T51 Maserati. Alec was off 13.36 minutes and DNF (SLNSW)

‘A number of drivers were forced to pull out owing to mechanical trouble. Warwick Pratley, of Peel, one of Bathurst’s hopes, was forced to stop in the fourth lap of the second event- the over 1500cc handicap- after he had held the lead for two laps and looked to possess a chance of winning. Big-end trouble caused his withdrawal.

Norman Tipping, also of Bathurst in a Terraplane Six Special, was driving a most spectacular race, and was actually overhauling the leaders when the gear handle came loose in his hand as he was changing gear in the pit straight. The car pulled up some 100 yards beyond the pits. Tipping was proving a great crowd-pleaser with his spectacular cornering.

Tipping’s car had exceeded all expectations as he had been in difficulty with his engine over the past week or so and there was some doubt as to whether he would start. The final tuning of the locally manufactured Terraplane was not complete until midnight on Sunday night.  However, the car was on the track in time and with his clean, confident driving raised the hopes of Bathurstians each time he passed, being the only local representative left in the race.’

The great Frank Kleinig wearing a kidney belt working, as always, on his steed. This car started life as Wal McIntyre’s Miller 1.5 litre straight-8 engined Kirby Deering Special in 1936- an amalgam of MG Magna chassis, Mathis suspension and gearbox and much more. Fitted with a Hudson straight-8 prior to the 1938 AGP it was then named the Hudson Special or Kleinig Hudson Special, here in single carb format in a formidable machine the development of which never stopped. It’s still extant in Melbourne. Story on Kleinig completed and ready to upload soon (SLNSW)

 

Ron Ewing, Buick Spl. Built by Ewing and first raced at Bathurst in 1940, the clever car was a combination of Buick 8/40 straight-8 engine, Terraplane chassis and Lancia gearbox. Does it survive? (SLNSW)

‘Frank Kleinig, who was driving his own Hudson Eight Special, completed five laps and had to pull up halfway around the track with smoke pouring from his engine. For a moment, it was thought his car was on fire, but the trouble was in the clutch.

Ron Ewing, who was expected to do well in his Buick Special only completed one lap in very poor time and stopped for the same reason as Kleinig. His mechanics had been working vigorously on the car and just made the starting line in time for the start of the big race.

Ron Edgerton had only done four laps when he took his car, a Lycoming Special, powered by a Continental Beacon engine- out of the race with ignition trouble. It had been backfiring for a couple of laps and it was not surprising when his withdrawal was announced.

One of the mystery cars of the race, a monoposto Jeep Special, driven by NJT Andrews, of NSW, did not do as well as expected, and finished in lap five with the engine emitting eruptive noises. Others who did not finish the race included RS Ward’s MG Series TA and W Conoulty’s Austin Comet, both cars were from NSW.’

Bill Conoulty makes final adjustments to his Austin 7 Comet before the off. The ex-motor cycle racer, the first to do 100mph on a bike in NSW it’s said, used this car as a test bed for many of the engines he developed, inclusive of an OHV design. At one stage his Sydney business employed over 40 people (SLNSW)

 

John Crouch and his helpers ready the beautiful Delahaye 135CS sportscar, it’s chassis #47190. The car was famously barbequed in a trailer fire whilst Dick Bland and his guys were towing it back to Bathurst upon their return from the 1951 AGP meeting at Narrogin in Western Australia- it was rebuilt/reconstructed a couple of decades ago by Ian Polson and lives in splendid retirement in an American museum. I must get around to writing about John Crouch- a great driver, racing entrepreneur and administrator (SLNSW)

Results

Support Races

The Under 1500cc Handicap was won by John Barraclough’s Bill Nunn owned MG TB 1250cc, the over 1500cc Handicap was taken by Kleinig’s Hudson Spl who ‘drove with such determination and daring that he had overtaken seven cars and was rapidly overhauling the leaders…during one of the Flying Quarters he was clocked at 108mph…Murray’s Ford Bugatti did one better and clocked 109mph over the same distance’.

Grand Prix

Alf S Najar MG TB Monoposto 1250cc first in 1 hour 33 minutes 19 seconds, Jack P Nind MG TB Spl 1268cc second, Alby V Johnson MG TC 1250cc third, Ted Gray Ford V8 Alfa Romeo 3924cc fourth, J Murray MacKellar Special s/c (Bugatti T37A Ford) 3622cc fifth, Walter I Mathieson Jaguar SS100 2663cc sixth, John F Crouch Delahaye 135CS 3555cc seventh, Chas W Whatmore Ford V8 Spl 3917cc eighth and D ‘Bill’ A MacLachlan MG TA 1355cc. Fastest time, J Murray 1.26.24

Belf Jones, Buick Special from MacLachlan’s MG TA Monoposto- does anybody know about the Buick Spl? (SLNSW)

 

Bill Murray, Hudson Spl, DNF after 23 laps, car prepared by Frank Kleinig, not sure if he built it? Alf Najar is credited with renaming Pit Corner ‘Murrays Corner’ after Bill collided with the hay bales. Came back and won the 1947 AGP here at Bathurst in a stripped MG TC (SLNSW)

Alfred Najar…

Alf Najar arrived in Australia aged 8 years old with his parents and four sisters, the family hailed from Tripoli, Lebanon where his father had established a successful tailoring business.

They settled in Sydney and soon established tailoring and dressmaking enterprises in Kingsford and Auburn, this evolved into a small manufacturing business when Alf joined his parents in 1936. Clearly they were profitable, Alf having the income to build and race a car.

The factory was taken over by the government during the war years to produce clothing for the military.

Apart from his NSW GP win Alf was sixth and second in the 1947 and 1948 AGP’s respectively and was the holder of many sprint and hillclimb records inclusive of the 1946 Australian Hillclimb Championship at Bathurst.

He is also credited with starting the sport of water skiing in Australia together with ‘Gelignite’ Jack Murray, in 1948 becoming a foundation member of the Australian Water Ski Association. In a lifetime of involvement in sport he was a member of the All Australian Five-Man Skeet Team for 16 years and held Australian and New Zealand titles in clay target shooting.

For many years he ran the family tailoring business including the acquisition of ‘Najar House’ in Campbell Street, Surry Hills- he and his wife retired in 1978 then trading and building property successfully. He died in 2015.

A couple of the Najar girls keeping an eye on big brother (SLNSW)

Etcetera…

(S Dalton Collection)

 

(S Dalton Collection)

 

AMS December 1946 (S Dalton Collection)

 

(B Williamson)

Cars pictured in the bucolic, rural, relaxed Mount Panorama paddock include #23, a mystery car!, with Hope Bartlett’s #10 MG TA Spl closeby. #31 is WD Feltham, MG P Type, #22 is Jack Nind’s MG TB Spl, the second #23 in the rear of the shot is Bill McLachlan’s MG TA Monoposto.

‘Monoposto Jeep’ or ‘The Andrews Special’…

The Monoposto Jeep Special our intrepid reporter mentioned piqued my interest, and as he often does, my mate Stephen Dalton came to the rescue with this April 1947 AMS article which explains all about the car- it is an attractive machine, does it still exist?

Its a bit tricky to read- I can manage by blowing it up with my trusty iPad, there is a precis of the salient bits below if you have insurmountable dramas.

(S Dalton Collection)

The car was designed and built by Gordon Stewart for Norman Andrews using many Lea Francis components as a base- chassis, front and rear axles and the gearbox.

The racers first meeting was the 1946 Bathurst event in which it was powered by a 2195cc Willys-Jeep engine which was immediately replaced by a circa 3.5 litre Austin OHV six which was modified in all the usual ways and fed by triple-Amal carbs to give over 130bhp. The Leaf gearbox was replaced by a Wilson pre-selector ‘box when the engine was swapped.

Semi elliptic springs were used front and back and Hartford shock absorbers, wheels were Rudge Whitworth wires and the body was formed in steel sheet.

I am intrigued to know how it performed in the ensuing years- and its fate.

(S Dalton Collection)

Credits…

National Advocate Bathurst Tuesday 8 October 1946, State Library of New South Wales, article by Brian Caldersmith in the HSRCA magazine 16 December 2015, Stephen Dalton Collection- Australian Motor Sports, Bob Williamson Collection

Tailpiece…

(SLNSW)

‘Flaggie’ 1946 Mount Panorama style, complete with suit, bowler hat and fag to calm the nerves…

Isn’t it a cracker of a shot? Somehow I doubt he has the athleticism of Glen Dix, Australia’s most celebrated practitioner of the flag waving art.

Finito…

 

 

 

 

 

The ‘Island was part of Len Lukey’s farm after all, circa 1970. I’ll refrain from lewd, puerile observations about the sexual proclivities of country boys and Kiwis, tempting as they may be…

These are exciting times for Australian single-seater racing with the advent of ‘S5000’, the first Australian National Formula 1 worthy of the name since the demise of Formula Holden/Brabham/4000 way back in 2006…

Perhaps soon the Gold Star will be resurrected and placed back on the pinnacle it represented to so many of us for fifty years or so.

I spotted these images of Stan Jones and Rubens Barrichello rocketing around Phillip Island past and present on the same day a couple of weeks ago. Ruben’s test laps in the Ligier F3-S5000 Ford were in preparation for the first S5000 races at Sandown a week later. They reminded me of my first race meeting- the F5000 Australian Grand Prix at Sandown in 1972 won by Graham McRae’s Leda GM1 Chev.

I was blown away that day and hooked for life as a spectator, competitor and in more recent times a scribbler too. Hopefully- without doubt certainly, some young enthusiasts will have been similarly infected with the sound and fury of these fabulous, fast, spectacular, noisy, contemporary racing cars.

Stan da Man- Stan Jones, Maserati 250F, during the December 1958 PI Gold Star round which he won- ditto that years Gold Star (Repco)

 

Rubens Barrichello, Ligier F3-S5000 Ford, P Island, September 2019. Despite being 47 it was a promotional coup to get such a highly credentialed F1 winner into the car, his technical feedback will have been gold as to baseline setup of the cars (unattributed)

To me touring cars are a pernicious, all pervasive, omnipotent disease- I loathe their dominance here, but it is up to we ‘open-wheeler toss-pots’ as one of my mates thoughtfully describes me and those similarly afflicted, to get behind the class in every way we can.

Yep, it’s a control class which I detest- but the economics of things must rule.

Yep, it’s a big nod to F5000 but that is hardly a bad thing, I loved ‘em, still do, and we seem to like the throb of a big V8 here- so some of the Supercar ‘football, kangaroos and meat pie’ mob will find the cars attractive in a way they would not have found so, a high-revving 2 litre car, for example.

Yep, its not a politically correct poofhouse electric thingy and thank the good lord above for that.

Yep, it’s not affordable to mere mortal enthusiasts running a car themselves with a cuppla mates but that was always pushing shite uphill whether the class was 2.5 Tasman, F5000, F Pacific or F Holden and who gives a shit about F3 as ‘ANF1’ coz it never should have been…

I thought Chris Lambden had the biggest wedding-tackle in Australia when he put his own moola and cock on the block four years ago with his ‘Thunder 5000’ concept car. WTF! you must be bonkers! was my reaction. I was certain the Supercar pricks would shaft him- they did of course, but he is still in the mix, bless him, as S5000 Category Manager. Thank you Chris. I salute you. We all do.

So let’s get behind it trendsetters, in the words of my son’s footy coach ‘talk it up blokes’…

Phillip Island panorama in recent times

 

Ligier F3-S5000 cars…

 

(GRM)

A whole swag of Ligier goodies on the factory floor of Garry Rogers Motorsport, Dandenong, in Melbourne’s outer east, Victoria, August 2019.

I want to focus on the technical specifications of the S5000 cars in this piece.

The detailed specs and concept of Chris Lambden’s 2016 Thunder F5000 machine provided the overall envelope the final design followed- that is a modern, carbon fibre chassis single-seater racing car powered by a contemporary 5 litre V8 engine which is ‘cost-effective’ and safe-ish.

At elite level, single-seater racing in Australia had been in the doldrums- read totally irrelevant, for two decades, some would argue a good deal longer than that.

In 2016 former racer and journalist Lambden built a car for a class he named ‘Formula Thunder 5000’ which used as a base a Swift FN09 chassis of the the type raced in the Super Formula (formerly Formula Nippon) during 2009-2013.

Tim Macrow aboard the Thunder 5000, Swift Ford, Phillip Island in. Deletion of the airbox gave the car less of an F5000 ‘silhouette’- a good thing too. The F5000’s should breathe for what they are- the look should be contemporary not yesteryear IMO (D House)

 

Leanne Tander in the Super 5000 at Sandown in September 2017 (unattributed)

In 2017 an alternative ‘Super5000’ car was proposed- this was a proposal put to but rejected by the Supercars Australia Board of Directors which was then flicked to wealthy enthusiast/sponsor PAYCE Consolidated CEO/entrepreneur/enthusiast Brian Boyd to develop.

This car was designed by Oscar Fiorinotto of Supashock Racing- very retro-F5000 (Eagle or Lola T332/400’ish) in appearance it has a carbon-fibre chassis, V8 Supercar engine and Albins gearbox.

Controversy followed in that the latter machine clearly aped Lambden’s, i’m heavily truncating as I don’t want to get mired in the politics of the past, it is simply not constructive or useful at present. S5000 came about as the result of a truce brokered and agreed between the two parties around eighteen months ago.

A year or so later the cars raced for the first time at Sandown on 20-22 September 2019.

Matt Brabham’s car at Sandown in September 2019 (unattributed)

 

‘001’ front suspension at Sandown in September 2019. AP calipers, cast iron rotors in keeping with cost-effective approach (Holinger)

 

Macrow, Sandown pitlane. The halos are like warts- ya sorta, sorta get useter them. Safety aspect cannot be denied but far-canal they are ugly (Holinger)

The Swift chassis was not compliant with the FIA’s latest regulations so a Ligier (lets come back to Onroak Ligier later) Formula 3 chassis was chosen- it is very similar in size to the Swift and importantly it can accommodate drivers of bulk as well as 16 year old svelte ‘jockeys’.

The chassis choice was made with the lessons learned from Lambden’s use of the Swift chassis. Michael Borland observed in Auto Action ‘The (Swift) car as built is pretty complicated, it was built to a high spec because that is what they wanted…I think that we will simplify components and limit some of the adjustments that can be made to make it cheaper and easier to work on. Chris wanted something that made a good noise and went sideways, and was going to be economical to run over a couple of seasons. You do not want a team of mechanics servicing gearboxes and hubs and so on.’

Lambden’s Thunder car has a Ford Coyote, DOHC, 32 valve normally aspirated 5 litre V8 engine, a choice from a range of alternatives considered by InnoV8’s Roger Higgins who was given that task by Chris. The Holinger transaxle ‘in some ways the centrepiece of the car’ literally and figuratively- is again the same transmission well proven given considerable test miles on the Thunder 5000 car primarily driven by ex-FF/F3(thrice Oz F3 champ)/Porsche Cup and Supercar racer Tim Macrow.

The Ligier chassis/engine/suspension integration design and engineering was developed by ARG- the three photographs below are of ‘001’ coming together at Borlands.

(motorsport.com)

 

(motorsport.com)

 

(motorsport.com)

Michael Borland’s (Borland Racing Developments/Spectrum Cars) Mordialloc business brought Lambden’s original concept together- they also took delivery of the first Ligier, chassis #’JS F3-S5000-001′ (old-timers will probably remember that the JS moniker in Ligier chassis designations is in honour of Jo Schlesser, French racer and close friend of Guy Ligier who died in a gruesome fiery accident aboard a Honda RA302 early in the 1968 French GP at Rouen) developed the suspension and wing package and built up the complete first car.

Be in no doubt folks of the value Lambden and Borland brought to the S5000 table in terms of an engine/transaxle combination and ancillaries which worked well, given the engine and gearbox and related opportunities/problems they had to solve.

Just one example- the Swift had a cable throttle, Borland wanted fly-by-wire. Whilst MoTeC had the electronics they did not have a steering wheel to fit so one had to be made- it sounds easy mating it all to engine/pedals/wheel/paddles but it all takes time, fly-by-wire was important for a whole lot of reasons not least to extend gearbox life. Similarly, their learnings in relation to the Swift chassis helped in the choice of the relatively simple F3 Ligier.

After the engineering specifications and initial testing of the first Ligier chassis was satisfactorily carried out and completed by Borland Racing Developments, Garry Rogers Motorsport (prominent Supercar team) were contracted to build the balance of the ‘initial batch’ of cars- there are currently fourteen in total.

GRM had/has the production capacity (35-40 employees) and technical expertise to undertake this role, the contract was let by the promoters/category manager Australian Racing Group, in the process GRM also became the official sales agents for the cars. Form a queue folks…

A ‘ceremonial handover’ of the first car from Borlands to GRM took place at Winton after a mid-December 2018 test day attended by representatives of each outfit.

In terms of timelines, the original chassis ‘JS F3-S5000-001’ landed in late August 2018, another four jetted in during March 2019 and nine in early July 2019.

Macrow drove the car again in mid April 2019 after GRM made changes to the cooling system, fitted new uprights and suspension arms declaring the changes to the car ‘…absolutely brilliant…made a big difference to the way the car handles’ he was quoted in a GRM release. The final production specifications for the car were at that point completed for the purposes of the build of the thirteen cars which comprised the initial production run.

The Ligier chassis is almost identical to that provided to various F3 series around the globe. For the S5000 application it is fitted with a CNC machined adaptor plate which is bonded and bolted to the rear of the tub to pick up the engine/gearbox. The carbon composite chassis was made in Ligier’s Italian factory before being sent to the Ligier (Onroak) plant in Denver and together with the nose, front wing and sidepods was completed there and then air-freighter to Melbourne’s Tullamarine Airport.

However much a variety of suppliers of chassis/engine would be nice the realities of building cars for a tiny market such as ours renders that impossible. What was sought from the package was a strong, safe chassis of reasonable economy, a sealed engine and common transaxle, wings, wheels and tyres.

The front wing is simple, it funnels air into two tunnels beneath the car with much of the downforce generated from the cars underside. Local carbon-fibre work has been shared by GRM and LC Race Composities.

Suspension is double wishbones front and rear with pushrods at both ends, shocks are JRi three way adjustable and roll bars are of course adjustable. Steering is Ligier rack and pinion- the column is collapsible and with Motec electronics systems.

The car is 4900mm long, 1950mm wide and has a wheelbase of 3000mm.

Wishbone and pushrod rear suspension, calipers AP Racing (unattributed)

 

Pointed in the right direction at Eastern Creek. Note Ligier chassis plate to the left- this is ‘JS F3-S5000-001’. Data by MoTeC (unattributed)

 

(M Bisset)

 

(unattributed)

The marvellously raucous engine is a Ford 5 litre, quad-cam, 32 valve ‘Coyote’ which is shipped from the US to InnoV8 in Brisbane. They prepare the motors to the same specifications to produce circa 560bhp @ 8000rpm. 460 foot/pounds of torque are produced. At this type of spec the sophisticated motors should be relatively under-stressed, it will be intriguing to know the periods between rebuilds and related cost.

These Coyote engines, built in Ford’s Essex, Windsor, Ontario Canada plant have lots of yummy bits- aluminium cross-bolted block and heads, steel crank, they were first fitted to the Mustang in 2010. Then they gave 412bhp and 390lb/ft of torque, they have been updated since then- we get the 2018 Generation 3 variant. The 5 litre is almost ‘square’ with a bore and stroke of 92.2 x 92.7mm.

The engines name drives from Ford’s first four-valve Indy V8 wins in Coyote chassis steered by AJ Foyt in 1967 and 1977- ignoring the fact that the first Indy win of said motor was in the back of a Lotus 38 driven by Clark J in 1965. I guess the slight skew in history to get the name ya want sorta works better if we ignore that…

Series of photographs of the Ford ‘Coyote’ 5 litre, all aluminium, chain driven DOHC, four valve V8 block, heads and crank (Ford)

 

(Ford)

 

(Ford)

 

(Ford)

 

(Ford)

The transaxle is manufactured by Holinger Engineering in Kilsyth South in the outer east of Melbourne, this outfit was founded by ex-Repco Brabham Engines engineer/hillclimb champion (the late) Peter Holinger in the mid-sixties is now pretty well known to enthusiasts globally.

The ‘MFT’ unit is widely used in Porsche competition cars- it is a six-speed sequential box fitted with a pneumatic paddle change. To adapt it to its new single-seater application it has a bespoke drop-gear set at the front to lower the engine to mate engine/box and therefore also the centre of gravity overall. Holinger’s bell-housing, produced in conjunction with Mike Borland and Roger Higgins has an integral oil tank with the gearbox/bellhousing picking up suspension and shock absorber mounts.

Wheels and tyres are 15 x 12 inches at the front and 15 x 17 at the rear- manufacturers are Max Wheels in Sydney, the car has plenty of ‘presence’! Hoosier are the mandated tyre providers in 570/290-15 dimensions front and 680/405-15 at the back.

Some enthusiasts have been muttering about the weight of the cars, that in large part is due to the safety elements in comparison to, say, the ‘gold standard F5000’ Lola T332 Chev. The Ligier complies with FIA 2018, front and rear crash structure, side impact, cockpit halo, side and front intrusion panels requirements. In addition the 6-point harness is of 2018 spec as are the wheel tethers and headrest noting that a couple of the cars have already been ‘put to the test’. By comparison the deformable structures of the T332 and cars of its ilk were the drivers limbs…

Sydney Eastern Creek test ‘001’ driver uncertain (unattributed)

Somewhat predictably, the cars were late in build for all the usual reasons- but who cares, the cars made a spectacular appearance in three races over 20-22 September 2019 weekend.

The list of drivers included Matt Brabham, Tim Macrow, Alex Davison, Rubens Barrichello, Barton Mawer, James Golding, Will Brown, Ricky Capo, John Martin, Tim Berryman, Michael Gibson, Taylor Cockerton and Tom Alexander.

Macrow was quickest in the first two practice sessions with John Martin speediest in the third, his time 1:05.1270- Martin set the lap record at 1:04.5533 in heat 2.

Wonderfully deserved was the first win of the weekend, the first for an S5000 car was Tim Macrows victory in the very first chassis JS F3-S5000 ‘001’, Martin was second and Golding third.

James Golding bagged the second heat after Matt Brabham crashed out- Macrow was second and Martin third. The feature on the Sunday was disappointing as it was marred by two safety car interventions, the first initiated by Ricky Capo, the second caused by Matt Brabham tagging the rear of Alex Davison’s car after the back straight kink- the race was then abandoned after 11 laps completed with Golding declared the winner from Barrichello and Martin.

Somewhat bizarre is that Alex Davison finished in the same part of the infield as his grandfather Lex Davison did after a fatal heart attack caused Lex to veer off the track in his Brabham BT4 Climax during practice for the 1965 Sandown Tasman round. Fortunately Alex walked from the Ligier after an accident that should not have happened.

Wonderfully deserved was the first win of the weekend, the first for an S5000 car was Tim Macrows victory in the very first chassis JS F3-S5000 ‘001’!

The market will of course determine the successof the class, hopefully drivers and sponsors will get behind it…

(Auto Action)

Tim Macrow on his way to the very first S5000 race way at ‘Torana’, make that Pirtec Corner, Sandown on 22 September 2019, Ligier JS F3-S5000 Ford chassis ‘001’.

And below getting crossed up into the right/left combo before the corner above- in front of John Martin’s AGI Sport entry.

(Holinger)

YouTube…

There is plenty of S5000 material there, have a look for yourself

Engineering Detail…

(M Bisset)

 

(M Bisset)

 

(Flickr)

 

(M Bisset)

 

(M Bisset)

 

(M Bisset)

 

(M Bisset)

 

(Flickr)

 

(M Bisset)

 

(M Bisset)

Etcetera: Onroak Ligier…

Lets delve into the companies involved in the group who supply our new cars chassis’.

In December 2018 Onroak Automotive changed its name to Ligier Automotive as part of a rebrand and merger of Everspeed- all companies owned by Jaques Nicolet.

The prototype and open-wheeler constructor, OAK Racing, engine manufacturer Sodemo and Tork Engineering all now fall under the same name. Guy Ligier ‘entrusted the Ligier make into our care to carry forward the adventure he started in 1969’ Nicolet said.

The brief history lesson is that Onroak Automotive initially designed, built and sold sports prototypes- it took over the manufacturing arm of Pescarolo Sport in 2009. They became the developer of the Pescarolo 01 Le Mans Prototype after Henri Pescarolo’s company went into receivership, from then selling the cars under the OAK-Pescarolo name.

Onroak was created in 2012 when new regulations required new Le Mans cars. A new Pescarolo was created, the company pursued sales of the cars to other teams and entered into a relationship with Morgan to brand their LMP2 variant the Morgan LMP2 whilst the LMP1 continued to be called an OAK-Pescarolo.

In 2013 Onroak formed a relationship with Ligier to assist in the design and development of an evolutionary version of the Ligier JS53 prototype, later designing a closed-cockpit variant called the JS 55 in 2014.

As of 2018 about 140 of the Ligier sports-prototypes have been sold.

In October 2016, Onroak bought the motorsports arm of American company Crawford Composites and in 2017 acquired Tork Engineering, a French racing car builder- their cv includes the Bioracing Series and Mitjet Series cars (Yamaha engined Mitjet 1300).

The group has three production sites at Le Mans, Magny-Cours and Amily in France and one in Denver, North Carolina, in addition there is a logistics base at Sepang International Circuit in Malaysia.

By October 2018 the group had over 200 cars competing throughout the world to which can be added another ten or so which commenced competition at Sandown on September 20-22 2019- specifically ten Ligier JS F3 S5000 Ford’s- bit of a mouthful innit?!

Credits…

Repco Collection via Nigel Tait, Barry Rogers at Garry Rogers Motorsport, sportscar365, CEO Magazine, Darren House, Auto Action, motorsport.com, Holinger Engineering, FoMoCo, Payce

Tailpiece: Barrichello at Phillip Island, September 2019…

(Payce)

Finito…

 

(unattributed)

Frank Matich and David Finch aboard two wonderful D Types at Longford in 1960…

‘XKD526’ and ‘XKD520’ are both cars I have written about before but these photographs were too good to lose by just dropping them into the existing articles ‘unannounced’.

Its the 1960 meeting- both cars contested the Australian Tourist Trophy won by Derek Jolly’s 2 litre Lotus 15 Climax FPF. I can’t work out what is happening here, probably a practice session. If it was a Formula Libre race being gridded Austin Miller’s vivid yellow Cooper T51 Climax would be up-front- checkout the article about the TT; https://primotipo.com/2018/05/17/1960-australian-tourist-trophy/, here about the Bill Pitt’s career and the D Type;

https://primotipo.com/2016/03/18/lowood-courier-mail-tt-1957-jaguar-d-type-xkd526-and-bill-pitt/

and here about the Stillwell/Gardner/Finch D Type- photo value only really; https://primotipo.com/2017/01/01/mount-druitt-1955-brabham-gardner-and-others/

(unattributed)

Here in the paddock you can see the Leaton Motors livery of Frank’s car really clearly- that’s Aussie’s Cooper to the right and a Maserati 250F behind. Its Arnold Glass’ car, he was fourth in the Longford Trophy behind the three Cooper T51’s of Brabham, Mildren and Stillwell. A wonderful, relaxed, bucolic Longford scene. Another link, about this meeting; https://primotipo.com/2015/01/20/jack-brabham-cooper-t51-climax-pub-corner-longford-tasmania-australia-1960/

‘XKD526’ was acquired by the Brisbane and Northern Territory Jaguar dealer, Westco Motors, owned by Cyril and Geordie Anderson, in a partnership of three together with Bill Pitt and Charlie Swinburn- Charlie died of cancer a couple of years after the car arrived it so it became a partnership of two.

These days the Great Western Corporation is a huge listed enterprise involved in agriculture, trucking, property, mining and other activities. When Cyril Anderson established the business in Toowoomba in 1934 he started with a two-ton truck but expanded rapidly, locally and nationally. By 1953 when they formed Westco Motors Cyril and Geordie ran a large successful business, no doubt the D Type was for them a modest investment but one which would assist to build the Jaguar brand and their market position rapidly.

The car arrived in late 1955, exclusively raced for some years by Bill Pitt, Westco’s Service Manager-Geordie Anderson had a few drives, and then successfully by Frank Matich and Doug Chivas during the Leaton’s ownership.

(unattributed)

Pitt crashed it badly at Albert Park in 1956, at Jaguar Corner, of all places.

The photo above is the start of the 2 December ‘Argus Trophy’ 25 mile sportscar race during the 1956 Melbourne Olympics meeting, the AGP was the feature race of a two-weekend carnival and was won by Stirling Moss’ works Maserati 250F on 2 December.

He was similarly dominant in his Officine Maserati 300S sportscar winning the 1956 Australian Tourist Trophy during the 25 November weekend. Moss won from his teammate, Jean Behra, Ken Wharton’s Ferrari Monza 750 and Pitt’s D Type- a great result for the Queenslander as first local home. This meeting is covered here; https://primotipo.com/2018/01/16/james-linehams-1956-agp

and here; https://primotipo.com/2016/01/29/1956-australian-tourist-trophy-albert-park/

Back to the photograph above.

Bib Stillwell is in ‘XKD520’ on the left with Jack Brabham’s partially obscured Cooper Bobtail Climax far left, and Pitt aboard ‘XKD526’ on the right. To the far right is an Aston DB3S, Tom Sulman perhaps.

This is the race in which Pitt came unstuck. In an eventful first lap the car tripped over the stone gutter and rolled- Bill was lucky to survive let alone walk away unscratched after the machine ended up on its back.

In all of the mess- haybales and flattened bodywork, the marshals expected to find him dead in the car, instead he was flicked out as the car went over and landed- safely on the other side of the bales. Lucky boy. The car was quickly repaired and raced on.

Brabham won from Stillwell’s D Type and Bill Patterson’s Cooper Bobtail Climax.

(unattributed)

Lets not forget Bib’s ‘XKD520’ loitering in the expenses of Albert Park during the same meeting.

Superb, rare colour shot of a beautifully prepared and presented car as all Bib’s machines were. Was Gerry Brown wielding the spanners in Stillwell’s Cotham Road Kew HQ at that stage?

(M Ireland)

Bloke Magnet.

Here ‘XKD526’ is performing a valuable function as the centrepiece of Westco’s 1956 Brisbane Motor Show stand and attracting the punters to Jaguar’s more routine roadies!

(Anderson Family)

 

(unattributed)

 

(B Hickson)

The car was rebuilt and then sprayed a lovely gold or bronze!

A great idea to make the car stand out perhaps- the ‘error’ was quickly rectified with a nice shade of British Racing Green replacing the gold hue between Albert Park 1957 and Albert Park 1958!

The first shot is of Bill in the Lowood pits, he has Crocodile Dundee alongside, the only thing Mick is missing is the big knife.

The one below is the beastie being fuelled in the Albert Park surrounds in March 1957.

Pitt was second in the Victorian Tourist Trophy again behind Doug Whiteford’s Maserati 300S that weekend. He also contested the F Libre Victorian Trophy Gold Star round finishing sixth and first of the sportscars home- Lex Davison won in his Ferrari 500/750.

(unattributed)

Bill returned to Albert Park year after year including the Formula Libre 100 mile Melbourne Grand Prix carnival held in November 1958.

In the shot above he is negotiating the same corner in which he tripped over in 1956 leading none other than race-winner Stirling Moss in Rob Walker’s Cooper T45 Climax FPF 2 litre- Jack Brabham finished second to Moss in a similar car. Bill placed fifth two laps adrift of Moss, then came Brabham, Doug Whiteford, Maserati 300S and Bib Stillwell’s Maserati 250F.

The D worked hard over that meetings two weekends, he was third in the 100 mile Victorian Tourist Trophy behind Whiteford’s 300S and Ron Phillips’ Cooper T38 Jaguar and third again in the 25 mile sports car scratch behind Whiteford’s superb 300S with Derek Jolly, Lotus 15 Climax second.

(unattributed)

A couple of Mount Panorama photos circa 1958-1959.

The one above is probably of the 1958 Australian Tourist Trophy race or heat- Pitt on the outside is about to pass ‘Gelignite Jack’ Murray in ‘XKD532′ DNF, then the third placed Cooper T38 Jaguar of Ron Phillips follows and then Charlie Whatmore’s Lotus 11 Climax. See the #16 Lotus 15 raced by Derek Jolly to second place behind the winner, David McKay’s Aston Martin DB3S. Click here for a piece on his DB3S’; https://primotipo.com/2017/09/28/david-mckays-aston-martin-db3ss/

Jaguar Magazine recorded that ‘Bill Pitt wrote to Lofty England in 1956 informing the Jaguar guru that the D Type had no brakes at the end of the notorious Conrod Straight because the D Type experienced pad ‘knock off’. Jaguar had never heard of that problem before, and the bottom of Mount Panorama would not be a place to learn about it for the first time’ the magazine pointed out wryly!

(unattributed)

Same part of Mount Panorama but this time Pitt is chasing Ern Seeliger in Maybach 4 Chev- the big booming monster was second in the AGP at Bathurst in October 1958, and would well and truly have had the legs to best the D Type.

This is probably during the Bathurst 100 F Libre race won by Whitefords 300S from Arnold Glass’ Ferrari Super Squalo, which popped an engine on the last lap, then came Bill in a splendid third. Seeliger started from the middle of the front row but didn’t finish having ‘…spun the brakeless Maybach to an eye-popping halt in the Pit Corner escape road’ at half distance wrote John Medley.

(J Psaros)

 

Bobtail Cooper ?, Whatmore Lotus 11 Climax, shapely ? and the nose of FM’s Matich (unattributed)

 

(J Psaros)

I have written extensively about the great Frank Matich a number of times, rather than repeat myself perhaps the most relevant article is this one in terms of his sportscar rise and rise is this one; https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/

Be in no doubt the Leaton support was key to taking him forward from C to D Type Jaguars and then the Lotus 15 Climax- that car powered by a 2.5 Climax FPF showed he was an outright F Libre contender if it were ever in doubt. The group of XKD526 photographs here are all at Lowood probably during the Gold Star round in August 1959.

(unattributed)

One of the Confederation of Australian Motor Sport’s less successful rule changes was to introduce Appendix K ‘GT Racing’ to encourage road going GT’s in 1960. This article covers the salient points; https://primotipo.com/2017/01/19/forever-young/

Because grids were skinny they encouraged/turned a blind eye to sports-racers ‘meeting the regulations’ as long as they were fitted with a lid. And so we had David McKay’s Lola Mk 1, Bob Jane’s Maserati 300S and other exotica including ‘XKD526’ fitted with ‘fastbacks’ to allow them to continue to race.

The photos above and below are at Sandowns first meeting in 1962, the conversion created the only hardtop D Type was quite neat looking. I didn’t say beautiful, just neat or functional!

Barry Topen owned the car by then and crashed it quite heavily into the horse railings surrounding the circuit.

It was soon repaired, sold to Keith Russell and then acquired by Keith Berryman in the early sixties- the car was with him ‘forever’ before finally leaving our shores five or so years ago.

(B Anderson)

 

Frank Matich heading up the Mountain at Bathurst in 1961 (J Ellacott)

Berryman, or is it Keith Russell, below at Warwick Farm in the mid sixties with the car still looking great albeit with a set of rather wiiide alloy wheels and the rear guards flared to suit. It does have a bit of the Sunset Boulevards about it gussied up like this.

(unattributed)

Speaking of the guards reminds me of an incident in the Australian Grand Prix paddock a few years back, not long before the cars sale and final departure from our shores.

Noted British artisan and driver Rod Jolley was in Australia that summer racing, i think, a Cooper T51 at Phillip Island and the Albert Park AGP historic double.

Somehow, unloading XKD526 in the Albert Park paddock from its trailer after its long haul from Stockinbingal- Keith Berryman was displaying the car and participating in the on-circuit historic events, a front guard was damaged and a wheel was fouling the guard.

Who to approach for the required bit of impromptu panel beating? Rod Jolley of course. The look of sheer terror on Keith’s face as Jolley set to work on his lovely bit of aluminium with controlled brio was awful to watch- it felt like an arm was being hacked off…

Etcetera…

(unattributed)

Bill Pitt up whilst the car was new and road registered. Uncertain as to the circuit-intrigued to know- such handsome beasts of warfare aren’t they- D Types define ‘compound curvature’.

(J Psaros)

On the side of the main straight at Lowood- a youthful Frank Matich at left eyeing off his future mount. Barry Carr, who worked for Leatons in 1961/62 identifies the group as Leaton’s driver Matich, mechanic Joe Hills and business owners George Leaton and Joe Robinson probably at the time they are ‘either thinking of or had obtained the car from Pitt/Anderson’.

( J Psaros)

‘Move to the back of the bus matey…’

The Leaton’s Bedford bus at Lowood (and at Sandown in 1962 below). The nose to the far left is the Westco Mk7 Jag which finished seventh outright in the 1957 Round Australia Trial behind six VW Beetles. Jaguar Magazine assert that Pitt claimed it as his greatest competition triumph.

The car later became a tow-car for some of the racers inclusive of the D and works built Mk1 Pitt drove to victory in the 1961 one race Australian Touring Car Championship at Lowood.

Both the Mk7 and ‘Big Nose’ The Bus are long gone, sadly.

(G Fry)

Credits…

Anderson Family Collection, Jaguar Magazine, Jock Psaros, Malcolm Ireland, Barry Anderson, Barry Hickson, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, ‘Glory Days: Albert Park’ Barry Green, John Ellacott, Barry Carr, Gavin Fry

Tailpiece: ‘Geordie Anderson’ in her new D Type,’XKD526’…

(Anderson)

Doris ‘Geordie’ Anderson aboard the new D Type she co-owned with Bill Pitt and Charlie Swinburn. Its said that she was the only serious lady racer of a D Type at the time anywhere in the world.

Her racing CV included a win in the Mount Druitt 24 Hour Race in a Jaguar XK120 FHC- we shall come back to Geordie and her exploits ina month or so…

Finito…