Archive for the ‘Features’ Category

(J Mepstead)

How many Repco Brabham Engines Pty. Ltd. race V8’s were built during the 1965 to 1969 period of the companies existence?…

Not sure that I know the answer in full.

Lets build a list which will be ongoing Work In Progress as we determine the number built, the car they were initially fitted to, a bit of history perhaps and the perfect world would be their ultimate destination inclusive of owns them now.

The article was stimulated by ex-RBE man John Mepstead, above, sending this photo of a very late 760 Series V8- the 4.8 litre ‘E41’ which was fitted to Frank Matich’s Matich SR4 and raced through 1969. ‘Shidday’, I thought, thats a pretty late RB Meppa is giving a tug! It must be towards the end of the production of the engines?

So, I had a bit of a fossick through Rod Wolfe’s suitcase of goodies and found a couple of source documents I knew were there to get us started. One is an ‘Engine Position’ list dated 17 July 1968, another is ‘Management Memorandum Number 1’ dated 30 June 1967.

Rod also has Graham Bartil’s notebook of engine settings made when he was assembling or rebuilding them, so in a couple of cases we have the ‘birth-date’ of the engines. I love Graham’s use of branded Repco stationery below, the first record in this exercise book is on 20 June 1966 and the last on 27 July 1966.

Malcolm Preston, in his book cites particular engines as used in various cars or events.

 

(G Bartils- Wolfe)

 

Race motors are grandfathers axe of course- blocks and heads and other bits and pieces are replaced either as a matter of routine maintenance, as a consequence of a moment of destruction or an upgrade to the latest and greatest componentry.

So an engine- ‘E6-620’ may have started as a 620 but had its block replaced in 1967 with a 700 Series block- the 20 Series heads and timing chest etc will bolt straight onto the 700 block- and thus becomes ‘E6-720. Do you get my drift?

Given my articles so far do not cover all of the engine types built, we have only done 620 and 740 in detail there is a summary towards the end of this piece of each engine you can use as a ‘ready reckoner’ of what engine is what.

What started conceptually as a list of engines changed when I went searching for information and was reminded of the Facebook ‘veins of gold’ represented by dialogue between RBE folks which deserved to be captured permanently and packaged into some semblance of order.

There is some quite exquisite detail amongst the online badinage between Rodway Wolfe and Nigel Tait over about five years with others such as Michael Gasking, John Mepstead, David Nash and the late Don Halpin adding facts, perspective, anecdotes and flavour.

Then, as momentum built amongst a few folks Rodway went back through his diaries from 1967 to 1969 and came up with some wonderful- and in a couple of cases hugely important snippets, these bits start with ‘Rod’.

Denis Lupton gave me David Nash’s number a couple of weeks ago, but of course I hadn’t got around to calling him- he gave me a yell on 18 February offering the engine list assembled by the late Don Halpin- typed and dated 15 December 1972 but with additonal annotations by hand, who surely built more of these engines in the last fifty years than anyone.

As a consequence the piece is a big, long bastard at over 12,500 words. Ridiculous really, so grab a couple of ‘longnecks’ and a nice cold glass before the off!

Special thanks to all of those who have provided assistance in recent times or online some years back- very little of this article is from a book- such a publication does not exist.

Other Notes

I have put in build years as headings which are indicative rather than definitive but at least serve to help structure the article. The engine numbers do not all run ‘in sequence’ as much of the article had been written by the time I had the full list of numbers, and it is a big job to re-format.

This is Repco anoraks only stuff of course, I assume you will have read the links immediately below, that is I’m operating on the basis you have a base level of knowledge as I do not ‘join all the dots’ throughout.

Finally, by way of introduction any errors of commission or omission are mine.

Remember this piece is WIP- if you can add bits to the puzzle or knowledge of these wonderful bits of engineering do get in touch.

Homework before you start this piece are these articles on the RBE-620 Series;

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

and; https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

and again; https://primotipo.com/2019/02/08/man-of-the-moment/

and this one on the RBE-640 and 740 Series;

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

and this one; https://primotipo.com/2017/12/28/give-us-a-cuddle-sweetie/

To cut to the chase RBE Pty. Ltd. built about 51 engines, that is engines or part thereof allocated a number, Redco Pty. Ltd built 1, Don Halpin 2, plus various bibs and bobs which will become apparent via the responses this article attracts.

Finally, that RBE count does not include ‘special projects’ inclusive of the Repco-Brabham Pontiac Project…

Here we go.

 

(SMH)

 

The photograph above is Ron Tauranac and BT19 ‘620’, the 1966 championship winning combination, at the ‘Shifting Gear’ National Gallery of Victoria, Melbourne exhibition in 2015.

Click here for an article about that fantastic gig; https://primotipo.com/2015/05/13/shifting-gear-design-innovation-and-the-australian-car-exhibition-national-gallery-of-victoria-by-stephen-dalton-mark-bisset/

 

1965-1966

 

RB620-E1

The very first 2.5 litre engine built in Richmond, first run on the dyno in March 1965 ‘Wade 185 camshaft’ noted in (undated sadly) Graham Bartil’s book entry.

It may well be he has transcribed the details of E1 into his book as a point of reference for another engine he was working on.

 

(G Bartils- Wolfe)

 

As at July 1968 it was a ‘mock up display engine’- which presumably means no gizzards inside.

No more on this engine as it’s build is well covered in one of the articles by Rodway and I referenced above.

David Nash owns E1 presently, built as a 4.4 litre 620, he plans to fit it to Peter Holinger’s first Repco engined hillclimber he also owns.

 

Repco Brabham engine #1 RB620 ‘E1’. This was the only engine fitted with Webers, this set of carbs were borrowed from Bib Stillwell, the Oz champion racer’s car dealership and race shop were in Kew, several kays from Doonside Street (Repco)

 

Phil Irving, Jack Brabham and Frank Hallam with Roy Billington fettling- Brabham BT19 Repco 620 2.5 E2 at Longford 1966

 

When I looked at this photo I thought ‘Shit! The only guy missing from the core 1966 Championship winning team is Ron!’ But its not quite that simple of course…

The Repco F1 engine program came about as one of a series of progressive motor racing steps starting with Dave McGrath’s purchase of Charlie Dean’s Replex business- the Repco Board did not decide ‘out of the blue’ to build a Tasman 2.5 / F1 3 litre engine.

Repco’s motor racing history can be characterised as having distinct phases as follows.

They are the Charlie Dean Maybach period from the early to late fifties- racing Maybach’s 1 – 4 with Stan Jones as driver. Then the Repco Hi-Power head period- a program initiated by Dean with the head designed by Phil Irving. Whilst aimed at road use, these heads which sat atop Holden ‘Grey’ six-cylinder motors had huge racing take up.

The Coventry Climax phase was run by Frank Hallam from 1962 onwards when Jack sought assistance to prepare and supply parts for his 2.7 litre and later 2.5 litre FPF’s. Michael Gasking primarily built and tested the engines.

Then comes the RBE program initiated by Jack in 1963’ish, sponsored at Board level by Dave McGrath, CEO of Repco Ltd and Charlie Dean, by then a Repco Director. Bob Brown, a Repco Director was appointed by McGrath as Director of RBE Pty Ltd- the entity which built the motors with Frank Hallam as General Manager. Phil Irving and Norman Wilson were the Chief Engineers in 1965/6 and 1966-9 respectively.

The final phase was the Repco Holden F5000 era from 1969 to 1974 with Dean the Repco Director in charge of REDCO Pty Ltd. (Repco Engine Development Co) Malcolm Preston was General Manager/Engineering Chief…and in the words of the great Gomer Pyle ‘Surprise, Surprise, Surprise!’- Phil Irving returned as Chief Engineer.

Phil was ‘brought in from the cold’ by Charlie and Mal given Frank Hallam was out of ‘earshot’ at Repco Research in Scoresby, a long way from Maidstone! You can bet your left nut that Hallam would not have been a happy camper when that particular bit of news made its way to his part of the Repco Empire.

I may have laboured the point- which is that by the time of the RBE program Repco was a corporate with a racing culture and ethos- if not throughout all of the conglomerate at least embedded in part of it.

Click here for a feature article on the Repco-Holden F5000 program;

https://primotipo.com/2018/05/03/repco-holden-f5000-v8/

 

Repco Boardroom, St Kilda Road, Melbourne probably late 1965 L>R Bob Brown, Frank Hallam, Jack Brabham, Sir Charles ‘Dave’ McGrath, Ted Callinan and Charlie Dean – all but Hallam and Brabham were Repco Ltd Directors (Tate/Repco)

 

Building on that, the key planks of Repco motor-racing participation and success start with Charlie Dean, a racer to his core- Maybach car builder, AGP competitor and the rest.

But of course he wouldn’t have been able to run the Maybach program within Repco and develop a whole swag of engineers and a ‘racing culture’, especially within Repco Research in Sydney Road, Brunswick without Managing Director and later Chairman ‘Dave’ McGrath’s ongoing support of him- and later Jack in a very personal kind of way.

McGrath’s patronage of the various race programs went all the way through to his retirement from Repco.

Frank Hallam was a good choice as RBE General Manager- he marshalled the forces within the typically political nature of a large multi-national very well and managed the Coventry Climax program with Jack and other customers effectively.

The misgivings by some close observers of Repco about Hallam are the enormous over-reach in his engineering design claims generally and for RB620 in particular- at Phil Irving’s expense. Without ventilating that again, see here for my thoughts on the topic; https://primotipo.com/2017/04/21/repco-rb620-inside-story/

McGrath made the decision to give senior executive responsibility for the RBE program to Bob Brown, in part because the Coventry Climax project was run within Brown’s Repco division. It was Brown to whom Hallam reported and who in turn was accountable to the Repco Board. In some ways the more logical choice would have been Dean for all the obvious reasons, whereas Brown was not a racing enthusiast at all, quite the opposite in fact.

It seems to me what McGrath was after was the commercial objectivity Brown would bring to the table- success was far from assured at the outset after all, rather than Dean’s racing knowledge. Dean at the time was Director of another division of Repco. Brown would assess the corporate promotional value and engineering technological rub off of the race program far more objectively than Charlie would as a ‘died in the wool racing enthusiast’ perhaps. Upon reflection it was another astute management choice by McGrath, one of the outstanding Australian industrialists of his era.

I won’t chase the McGrath tangent but see here for the Australian Dictionary of Biography entry for Sir Charles McGrath; http://adb.anu.edu.au/biography/mcgrath-sir-charles-gullan-dave-15173

To those key people you can add those around the car in the Longford pitlane- Phil Irving, RB620’s designer, brought to the table by Dean, Brabham- ‘architect and instigator’ of the entire program and its lead driver, Roy Billington, BRO’s Chief Mechanic and Ron Tauranac, designer and constructor of Brabham cars. Lets not forget Denny Hulme as well in the second car.

The cast for 1967 changed a bit with Phil’s departure but for that first year the folks mentioned were both the project foundations and the ‘tip of the spear’ on the Grand Prix and other grids.

 

The BRO 1966 crew- Bob Ilich, Roy Billington, Hugh Absolom, John Muller, Cary Tayor, Denny Hulme, Jack Brabham, Ron Tauranac, John Judd and Phil Kerr. Car is a BT20 620

 

RB620-E2

2.5 litre

BRO

Used by Jack in BT19 in the two 1966 Tasman races at Sandown and Longford

As at July 1968 it was a mock up display engine

Rod ‘4 March 1969 620 3 litre E2 received from Mayne Nickless’

Engine fitted to BT19 when restored

 

1 January 1966 first race for a Repco Brabham Engines V8, South African GP East London. Jack is on pole in car #10 Brabham BT19 620 fitted with engine E3, winner Mike Spence is in the #1 Lotus 33 Climax with Denny’s #11 Brabham BT20/22 Climax FPF completing the front row. Car #12 is John Love’s ex-McLaren 1965 AGP winning Cooper T79 Climax (unattributed)

 

RB620-E3C

3 litre

BRO 1966.

This motor had slightly larger inlet valves, ports and throttle diameters compared with the 2.5 and gave 280 bhp @ 7500 rpm.

It was flown to England after 6 hours testing, fitted to BT19, tested at Goodwood briefly and then transported to South Africa for the non-championship GP at East London on 1 January 1966

BRO is ‘Brabham Racing Organisation’

MRD is ‘Motor Racing Developments Ltd’, a company owned by Jack and Ron Tauranac which built Brabham racing cars.

BRO was one of Jack’s businesses which raced the works cars.

It acquired the cars from MRD, hired drivers, entered races, prepared them, banked the prize money etc- initially it was owned entirely by Jack, and later, from about 1966 after Ron, quite reasonably chucked a wobbly, Tauranac also had an equity interest.

Don Halpin wrote that engines E1 and E2 were built at Richmond.

 

The move from the corner of Burnley and Doonside Streets (81 Burnley Street) Richmond to 87 Mitchell Street Maidstone…

 

Generally speaking moves of business premises tend to be to a location close by- employers more often than not do it that way to keep the team in the boat.

Whilst 14 kilometres is not too far the decision of Repco management to move the ‘sexy bit of Repco’ was a biggie in local terms as the shift was from Melbourne’s inner east of the Yarra to the not-so-inner west, then very much the ‘wrong side of the Yarra’ especially to those east of the river, which was most of the RBE employees at the time.

These days the West is much more gentrified with places like Williamstown, Seddon, Spotswood, Yarraville and Footscray attractive places to live (Williamstown always was top-shelf mind you). But Lordy, in the pre-Westgate Bridge days, which slowly started the transformation of the west, that was shocker of a commute.

For someone like Phil Irving, commuting from Warrandyte, then and now semi-rural Melbourne outer east it was a ‘cut lunch and camel ride’ away. In fact, dealing with that daily drive and Phil’s flexible working hours was a big factor in the melt-down of the relationship between Contractor Irving and Company Man Hallam.

Stories abound of Phil’s nocturnal hours and his raids on the biscuit barrel overnight leaving the cupboard bare.

Tait, ‘All of Phil’s Repco Brabham drawings (he drafted all of RB620, Tait has sighted every drawing made and signed by Phil) and those of our other designers are now preserved in the RMIT University Design Archives’ in Melbourne.’

Wolfe recalls ‘When I joined in late 1965 the project had just arrived at Maidstone. The General Manager was Frank Hallam. In the drawing office, the Chief Engineer was Phil Irving, he was assisted by a young guy named Howard Ring. All the drawings from part number 620-001 (crankshaft) were in that office.

Peter Holinger was the Production Engineer, the Production Superintendent/Factory Manger was Kevin Davies. We also had a Commercial Manager, Stan Johnson who came and went’.

‘Around this time Michael Gasking also transferred from the Richmond Laboratory- he was Chief of Engine Assembly and Testing. Nigel Tait helped him as did Graeme Bartils who was a qualified mechanic helping assemble the engines at Maidstone. All the engines were tested at Richmond until we got to the second stage of our own test house’ recalled Rodway.

Tait ‘Mike Gasking was mostly at Richmond because we didn’t move the Heenan and Froude GB4 dyno until late in 1966 and all of the engine running for RB was on the GB4 until late 1966 by which time the new cells were ready (see snippet later) and the new G49EH H & F dyno was bought.’

On the machine tools as leading hand was David Nash and John Mepstead who was a great all rounder and about five other guys. Even the old capstan lathe on which I first made the RB engine studs for E4 onwards had been set up at Maidstone in late 1965.’

 

Equipe Repco Brabham out the front of the RBE Works at 87 Mitchell Street, Maidstone during the 1967 Tasman rounds. Tow cars are HR Holden Panel Vans as we call such things in Oz! (E Young)

 

Tait remembers the move ‘The plant there, in fact the whole site had been bought by Repco about a year before, it basically housed the old ACL companies (the land and buildings had been acquired by Repco as part of acquiring the businesses themselves).

The one we used for Repco Brabham was the old Glacier factory, on the corner was the Perfect Circle factory. There were still hundreds of bearings stocked there.’ Wolfe remembers ‘I transferred from Replacement Parts (another Repco subsidiary) and when I arrived Kevin Davies took me next door to watch them making piston rings and the girls production line packing them.

‘As I recall, the move over from Richmond to Maidstone took place over 1966 with new machinery coming in, and as a Cadet Engineer my bit was to make shadow boards for the new machines.  I was never officially at Maidstone apart from the shadow board work and helping Mike Gasking with assembly of some of the early engines which he and I then ran back at Richmond’ Nigel’s ever sharp brain recalls.

Amongst all of the parts moved was a stock of Coventry Climax 2.5 and 2.7 FPF components which Mepstead recalls moving in his van over the 1965-1966 Christmas period to Maidstone.

The Climax stock of parts was shifted from the east to the west of the Yarra and lasted all the way to 1970 when Malcolm Preston was still doing ‘mailers’ to get rid of unwanted stock in the formative Redco F5000 era. Amusing amongst Rodway’s collection is the customer list complete with the ‘lousy payers to whom credit was not to be extended’. I shall protect the names of the innocent.

Wolfe recalls there were 12 un-machined Climax blocks (provided by CC in the UK, not cast in Australia as some sources would have it- which were progressively sold when fully machined) as well as a good stock of pistons and rings, Wolfe made Climax main bearing studs on the old Herbert capstan lathe- no Coventry Climax engines were bench tested in Maidstone- that work had all been done in Richmond.

 

Jack in the BT17 Repco 620 4.4 at Oulton Park in 1966, Brabham’s only race in the car (N Tait)

 

RB620-E4

4.3 litre

BRO 1966.

Sent to the UK at short notice and fitted to the Brabham BT17 sportscar, the only Group 7 car MRD ever made- a car acquired by Nigel Tait in mid 2018.

Hallam instructed Irving to build this engine, which had not been scheduled and interrupted the F1 build program, causing ructions internally- in fact the engine was a 3 litre F1 unit, which was pulled down and rebuilt to 4.3 litres in capacity.

Producing circa 350 bhp, the motor had considerable blow-by, which was addressed with a dose of ‘Bon Ami’ washing powder down the inlet trumpets, to bed in the rings.

Irving in his autobiography records that his suggestion of a teaspoon of Bon Ami sprinkled into the air-intake had been interpreted as a teaspoon full into each cylinder! The engine, as a result, ‘had to be dismantled to get rid of the abrasive, which had smoothed up the bores nicely but had enlarged them by about six-thou. The engine was running again by Sunday evening and was duly crated and sent off by air…’ Irving wrote.

It was ironic that Nigel would buy the car whose 620 engine he had worked on in 1966 five decades later albeit then fitted with a 5 litre 740 V8 the second owner acquired with the car when sold by Brabham.

The blow-by was caused by distortion of the dry sleeves which was solved by the adoption of wet sleeves in the 700 and 800 series blocks.

April 1966

Returned to RBE and dismantled as at July 1968. Scrapped

 

(M Gasking)

 

The document above is Mike Gasking’s RB620 reference note to check the timing of the engines before testing it. Gold, isn’t it!

 

RB620-E5A

3 litre

BRO 1966

Second 3 litre engine used by Denny in the French GP

Ongoing development of the 3 litre 620 V8’s yielded 310 bhp @ 7500 rpm and 260 bhp from 6000 to 8000 rpm

E5 had one new block

 

RB620-E6B

3 litre

BRO 1966

E6 rebuilt with 3 new blocks

July 1968 ‘Now in South Africa’- Luki Botha ex- BRO

 

E6 RB620 dyno plots by Nigel Tait

 

RB620-E7A

3 litre

BRO 1966

Dyno tested on 20 and 27 June, 12th (Wade Climax 133 cam) , 14th ,19th (133 cam) and 27th (after second rebuild) July 1966

 

(G Bartils- Wolfe)

 

Given the pages of details on this motor, it appears that it was used as a development engine at RBE at least until the dates recorded above.

E7 rebuilt with 1 new block

Dave Charlton, South Africa ex-BRO

 

(G Bartils- Wolfe)

 

 

Repco Brabham RB620 3 litre (Repco)

 

The RB620 first coughed into life in March 1965 in the Doonside Street, Richmond Engine Lab and was still winning races in Australia into the seventies- it had a nice long life.

In all of the bullshit about who gets credit for this motor, having listened to lots of different people and read all manner of material Brabham is its conceptual designer. His outline to the Repco board was a simple race engine comprising the Olds F85 block, SOHC, two-valve heads and fuel injection.

The detail designer inclusive of ALL of the drawings was Phil Irving, with Brabham ‘keeping an eye over his shoulder’ during those late night sessions in the UK at Phil’s flat in early 1965 with the Repco design team finessing ports, valve sizes and bibs and bobs after Phil was given the flick by Frank Hallam. Or resigned, depending upon the account.

Hallam marshalled the forces of the clever artisans of Maidstone to build it- a considerable contribution in itself.

Developmental issues in use involved various elements and solutions.

The ‘Fordson Major’ tractor oil pump gears were machined from steel after the 1966 Sandown Tasman failure.

The Lucas fuel distributor ‘was originally driven by the portside camshaft at the rear. After the South African disaster (in fact after Sandown) where the belt failed while the engine was winning its first GP Phil moved the distributor into the front of the valley and it was driven by a common shaft with the Bosch ignition distributor…The Lucas petrol injection is referred to as a fuel distributor rather than a ‘metering unit’ in that it does not pump fuel to each injector. The fuel is supplied by a 100 psi (‘fuel bomb’) pump to the fuel distributor which meters the fuel to each injector’ wrote Rodway.

Wolfe ‘We started fitting stronger dry liners after, i think, Monaco as a liner split. Jack sent the engine back to Maidstone and we bored the cracked liner out and found a cavity under the crack. (The liners in the 600 blocks were cast into the aluminium by Olsmobile) From then on we just shrunk the liners in, after boring out the cast in liners we heated the blocks, took the liners out of the dry ice and dropped them in. The 700 and 800 blocks had wet liners.’

 

 

The newspaper advertisement above is a very early one, the car shown is BT19 with ‘E2’ 2.5 fitted whilst in Australia early in 1966. Repco have no race wins to promote just yet, but they would come soon enough.

 

RB620-E8

3 litre

BRO 1966

Assembly on 23 June 1966

July 1968 ‘Now in Switzerland’ – to Guy Ligier (France) ex-BRO then to Silvio Moser?

 

(G Bartils- Wolfe)

See Michael Gasking’s dyno test data sheet below on E8-306 bhp @ 7750 rpm in November 1966- amazing to think Jack won the World Title with a smidge under 300 bhp that year.

 

(Repco Collection)

 

RB620-E9

4.4 litre

Rod ‘Supplied to Bob Jane after rebuild on 3 November 1967’

July 1968 At RBE dismantled. Scrapped

 

RB620-E10

4.4 litre

Bob Jane- fitted to Jane’s Elfin 400 in late 1966- first raced in the 1967 Tasman Rounds, this engine was the first customer motor sold by RBE as against works engines used by Brabham

 

Bob Jane, Elfin 400 Repco ‘620’ 4.4 litre, Lakeside Tasman meeting 1967 (W Byers)

 

Bob Jane rebuilt and sold the 400 to Victorian Ken Hastings after Bevan Gibson’s tragic Easter 1969 Bathurst death in the car but sans engine.

M Richardson acquired the engine for a boat

Click here for an article on the Jane 400; https://primotipo.com/2018/04/06/belle-of-the-ball/

 

 

Jack Brabham and Commerce…

 

Jack was a tough nut, he was in the business of motor racing, not motor sport, after all.

Repco’s spare parts business was enhanced in that Jack sold cars fitted with engines which in theory at least, were on loan to him as part of his sponsorship arrangements with Repco…

Wolfe ‘We never ever received a going engine back from Jack. Not even the Indy engines. Jack sold anything he could get. In 1967 five Repco Brabham engines started the South African Grand Prix- Jack and Denny were the only ones with our (RBE) engines. The others were Jack’s deals’- that is engines fitted to cars sold by Jack to other drivers.

‘Don’t get me wrong, Repco didn’t worry. I had to write up a (internal) sales docket for each engine sent to the UK but there was no payment made, we were sponsoring BRO. But Jack was a lethal businessman and i don’t blame him…It was in his interests to not be specific about which engine is which (in terms of keeping track of individual engines)

‘…he sent back the remains of BT19 to Australia, all that there was, was a very dilapidated chassis…a very clever restorer called Jim Shepherd did a brilliant job…i don’t know who paid the bill but it wouldn’t have been Jack. Repco purchased the BT19 from Jack but every time i ever talked to him at various Adelaide GP’s and wherever since he kept saying he owned it.’

 

Charles McGrath and ‘Deals on Wheels’ Jack Brabham after their 1966 successes (Repco)

 

Frank Matich picked up the theme in a September 2012 MotorSport interview with Australian journalist Michael Stahl.

‘Matich says his 1964 season was handicapped by the absence of his best Climax engine and the forged rods and pistons he’d had made in the US. Repco was proposing to build Climaxes under licence, Brabham had suggested they borrow Matich’s for development.

He was again leading at the next round, Lakeside (having started from pole at Warwick Farm) when his cobbled-together Climax blew up. “Denny Hulme came over and said, “Frank we’ve got the same bits, I worry we might have the same problems”. I said “What do you mean the same bits?”, he said, “Well I’ve got your pistons and rods”.

“And this was what Jack did a lot. He was f**kin’ ruthless. He was an old villain! He’d look you in the eye and just laugh at you. You’d get the shits with him, but there was no point, he’d just do it to you the next time. That’s how he won”.

‘Earlier this year (2012), Brabham was named one of Australia’s living treasures. Matich doesn’t dispute that for an instant’.

“Well he is a national treasure! Mate, I admire the bloke. Anything I say that’s critical, please don’t take it the wrong way. I’ve been bitten by him, but I just put it down to being a mug. I knew what he was like, because i’d been told by Bruce and others. But we’ve always been friendly. We never had cross words” Frank concluded.

Let it be said that FM was not exactly a ‘shrinking violet’ himself!

Name a World Champion who wasn’t or isn’t a tough nut! Jack could charm the birds from the trees when required but he was a hardened professional who understood what it took to win and his market worth from his earliest pro-Speedway years in the late forties.

Without doubt every dollar invested in BRO by Repco was returned tenfold by Jack and the team.

 

Jack Brabham customer deals? Team Gunston launch prior to the 1967 Rhodesian BP at Bulawayo, Sam Tingle and John Love, both Repco 620 powered. #4 Tingle’s LDS Repco built by Louis Douglas Serrier and #1 Brabham BT11 Repco ‘with Cooper suspension’ (wheels.24.co.za)

 

RBE Dyno House…

The test house, ‘down the back’ of the Mitchell Street site was ‘Designed by the Repco Architect and Ross Kirkham who was the Manager of the Engine Lab (in Richmond) and by the way a brilliant engineer’ wrote Nigel Tait.

‘The concept was that the exhaust from the engine went into a space in the walls which was cleverly attenuated and there was no back pressure or need for silencers.’

‘Ross, no longer with us sadly, was one of the nine in the Automotive Components Ltd buyout in 1986 and for quite some years he was the Manager of the ACL Bearing Company in Launceston (Tasmania)’.

 

RB test house at Maidstone- first stage, engine testing continued at Richmond until the second stage of the building was completed (R Wolfe)

 

Wolfe recalls ‘a tape recording of Mike and Barty testing the ’66 German GP engine..’ (where is that Rod?) ‘the second test house was built a fair bit later and the hydraulic dyno added’.

The conditions in Doonside Street Engine Lab in Richmond were altogether more Dickensian with Rod’s favourite photo the one below of Mike Gasking on the dyno and Nigel Tait manning the throttle with his wedding tackle rather too close to the action for me- neither protected by a safety wall.

The Dyno was ‘actually in a temporary tin shed 100 metres down Doonside Street with no acoustic sound absorbing on walls or roof. And the tube from the exhausts went straight out into the open air. The noise was so great that Vickers Ruwolt who had their factory across the road said the cracks in their wall was caused by us! Quite likely’.

‘The front entrance to our building was known internally as “Lavatory Lane” since that’s where they were’ recalled Tait. Wolfe’s response- ‘World Championship Winning F1 engine built in a Tin shed on Lavatory Lane, Melbourne, Australia’…

 

(Repco)

 

Mike Gasking was almost the Repco ‘in house model’, he is in so many of the PR shots in part because it was his role to assemble and test the engines but no doubt also due to his youthful good looks!

Gasking recalls Ron MacLaine and Peter Telford from Repco Head Office at 618 St Kilda Road as the pair who contracted David Holmes as the official Repco photographer across the group.

‘We were not very good at publicity with many of the dyno shots done at very short notice, so i always had to dress well’.

 

(Repco)

 

‘The noise in the dyno room was unbelievable and frightened most everybody. You can see with the 4.2 Indy engine percolating very well (at Maidstone above), everybody had left the room except the photographer and me. Then i would work the engine as you can see, my photo says it was around 7000 rpm. I have the Db reading somewhere.’

‘To think we ran fifth at Indy (Revson in 1969) was fantastic. Norman Wilson and Don Halpin were there, i only did the dyno work and final assembly- notice no guards or other protection.

I can’t recall ever an angine failure on the Dyno. We ran the 2.5 and 3 litre in excess of 9000 rpm or a bit more but did not necessarily tell Jack or Denny about this!’ quipped Michael.

Australian engine builder/race engineer/driver mentor and allround guru Peter Molloy recalls it as ‘spooky with the controls in the room, years back i was in THE room, with Mike doing (John) Harvey’s 2.5 and was glad to get out’.

‘I have seen a flywheel ring gear split and spear the wall separating Merv’s (Waggott) office from the Dyno Room at Waggott Engineering (in Greenacre, Sydney). It had the effect of wanting to hitch your pants up!’

 

1967

 

Denny, BT24 ‘740’ Mosport 1967

 

The ‘sheer economy’ of Ron’s 1967 BT24’s always blows me away.

One of my favourite GP cars had just enough of everything- power, torque, chuck-ability and forgiving handling, it was as aerodynamically efficient as anything out there at the time and more reliable than other machines up front.

The only thing it didn’t have much of was weight…Oh, it didn’t use much fuel either.

 

RB640-E11C

2.5 litre

David McKay- fitted to McKay’s Scuderia Veloce ex-works Jack Brabham 1967 Tasman car BT23A raced by Greg Cusack, Phil West and others

Rod ‘8 November 1967 E11B sent out for display (no record of return)’

Rod ‘3 January build up’ and 9 January 1968 E11C dyno 265 bhp’

Rebuilt with 700 Series block, described as 740 in July 1968

2.5 litre 640 Series V8’s gave around 277 bhp and were 6 Kg lighter than the preceding 620 2.5

Rod’s diary notes delivery, after a rebuild, to SV on 16 June 1969

I Harvey for a boat- ex-McKay

The engine has turned full circle- fitted to the BT23A owned by the National Automotive Museum as an RB740 E11C 2.5 litre

 

RB640-E12

2.5 litre

July 1968 At RBE dismantled. Scrapped

RBE/BRO had a full-on attack on the 1967 Tasman- two cars with Jack racing BT23A and Denny a BT22. Am guessing this was one of the float of engines used that summer

Rebuilt with 700 Series block, described as 740 in July 1968

 

One of the 1967 Tasman ‘640’ 2.5 Brabham Repco’s in the Levin paddock (M Fistonic)

 

 

 

 

 

Denny not best pleased with his Brabham BT22 ‘640’ 2.5 at Wigram in 1967 (Classic Auto News)

 

RB640-E13

2.5 litre

The Repco lists I have do not mention it but this engine was first fitted to the RC Phillips owned Brabham F2 BT14 raced by John Harvey in 1967.

The car, prepared by Peter Molloy when sorted was quick, inclusive of a ‘Diamond Trophy’ win at Oran Park later in the year.

When Spencer Martin retired from racing, having won two Gold Stars in 1966 and 1967 Jane hired Harvey to replace him- and acquired the BT14 with this engine.

For whatever reason, Jane’s team removed the motor and fitted it to Jane’s Brabham BT11A- rather than race the BT14 which had its teething problems behind it.

 

The BT14 was sold.

John Harvey raced BT11A in the 1968 Australian Tasman rounds.

E13 was then fitted to Jane’s ex-Brabham 1968 Tasman car – the Brabham BT23E which was raced by Harvey from 1968-1970.

Rod ‘3 January On dyno 259 bhp’

Rod ‘9 January 1968 E13B delivered to Bob Jane’

Rebuilt with 700 Series block, described as 740 in July 1968

To Peter Simms and fitted to BT23A in the modern era. Is now the spare engine of BT23A in the hands of the National Automotive Museum as RB740 E13B 2.5 litre (with E11C fitted to the car)

For the sake of completeness BT23E was also fitted with RB830 V8’s later in its life- the two 830’s were ex-Brabham BT31 1969 Tasman car (Sandown Tasman and Bathurst Gold Star). Rodway Wolfe recalls being instructed to deliver/allow the collection of these engines by Bob Jane Racing free of charge

 

RB40-E14

2.5 litre

July 1968 ‘Never completed’- described as 740- rebuilt or built again with 700 Series block

 

RB640-E15B

2.5 litre

July 1968 ‘Block only- at RBE’- described as 740

Rod 4 February 1969 ‘E15 returned for overhaul from Geoghegan’

17 June 1969 ‘started block changeover’- Wolfe diary

Used by John McCormack in his Elfin 600C- replacing the ex-Brabham BT4 Coventry Climax FPF first fitted to that chassis, in 1970

Then to Bob Wright for his Tasma (nee-Wren) Repco in Tasmania

 

RB640-E16

2.5 litre

Fitted to Leo Geoghegan’s ex-works Clark Lotus 39 Coventry Climax FPF 1966 Tasman car

Described as 740 in July 1968

Engine adapted beautifully into this chassis by John Sheppard and Bob Britton creating one of the prettiest of all sixties open-wheelers. An iconic car in Australia- and still here restored, sadly in my view, in Coventry Climax form

For the sake of completeness the Lotus 39 was also fitted with RB730- Preston says E16 was fitted with 30 Series heads- so at that stage is a 730

Later the 39 was fitted with an RB830 V8 in 1969/1970- perhaps this engine with 800 block?

Rod ‘Leo Geoghegan’s engine returned to the factory after bearing failure on 6 January 1969’. ‘8 January Geoghegan engine E16C on dyno’

Mark Beasy advises he has E16 640 Series- ‘with a hole in it! Would like to get the rest of the castings and turn it into a coffee table one day’ !

E16 730 was fitted to the Rennmax BMW sportscar circa 1971. Doug McArthur acquired the engine from Leo Geoghegan after Leo sold the Lotus 39- the Rennmax Repco is still fitted with the engine all these years later, I think its 3 litres in capacity now and owned in 2019 by Jay Bondini in Melbourne.

Click here for a feature article about the Clark/Geoghegan Lotus 39 Climax/Repco;

https://primotipo.com/2016/02/12/jim-clark-and-leo-geoghegans-lotus-39/

 

Repco Brabham RB740 (Repco)

 

Norman Wilson led the team which designed ‘740’, a masterful extension of the original 620 but with a bespoke block cast by the Commonwealth Aircraft Corporation at Fishermans Bend in Melbourne.

It was designed in such a way that the 20 Series heads, front case etc bolted to the new block thereby allowing the upgrade of the original motor cost-effectively.

Use of the ’40 Series’ exhaust between the Vee design was dictated by Tauranac or Tauranac and Brabham rather than the ’30 Series’ which, whilst designed at the time, came later in a production sense when twinned with 700 or 800 block to create the ultimate Tasman 2.5 engines.

‘The redline was 8200 rpm or as Jack said 8800 at a pinch!’ quipped BT24 owner Brian Wilson.

 

Cary Taylor, Bob Ilich, John Muller and Roy Billington in 1967 (Repco)

 

Brian Wilson ‘The car above is Brabham BT24-1 (a car he owned and raced for some years) A more common sight at GP’s was the cam-covers off (than the view above).  Wear on the cams was an issue with the 740 engines. Peter Molloy fixed it by cutting microscopic holes in the lower section of the cam lobes’.

Rod Wolfe ‘It was not a problem on the 3 litre 40 Series (740), may have been on the 2.5 engines, but not enough for us to worry about it. Denny won in 1967 with our standard 740 Series. On the quad-cam (860) it sure was, it’s what destroyed our chances in 1968.’

‘Mike Costin’s ran cast Iron cams with steel buckets in the Ford Cosworth FVA after they had problems. We ran steel cams and steel buckets in our FVA (860) engines. I reckon that’s why we had collapsed cam buckets. Remember Phil (Irving) specified cast iron cams in our early engines’.

We will come back to the problems with 860 a little further on in this article.

 

RB740-E17

3 litre

BRO 1967

740 Series 3 litre engines developed around 350 bhp @ 8400 rpm

 

RB740-E18

3 litre

BRO 1967

Nigel Tait advises Alan Hamilton’s Tiga hillclimber has E18-740 fitted to it. Before that the motor was fitted to Roger Harrison’s Elfin 600C hillclimb car- the Tiga succeeded it.

Nigel has a spare block which is E18A- ‘My E18A has had a rod through the side but is welded up and renumbered’.

 

RB740-E19

3 litre

BRO 1967

Brian Wilson communicated that ‘The 740 engine in BT24-1 was E19. This engine was in the car when Basil van Rooyen got it from Jack in South Africa. Still in it when we had it. Amazing. The engine in BT24-1 now has no number. We built it up from scratch here as a spare.’

‘Jochen apparently drove the spare BT24 (BT24-3) a few times early in 1968 (he did, in South Africa and Monaco- whilst Jack assessed the 860 as ‘race ready’ and Dan Gurney raced it at Zandvoort as a third BRO entry) It actually finished some races unlike the RB860 engine BT26’s. The spare BT24 is the car which ended up in Switzerland looking a bit like a Lotus 49 and with a DFV. It was being restored in that form I last heard’.

 

(N Tait)

 

RB740-E? (BR 740/127E RAC)

Nigel Tait recently acquired Brabham BT17, ‘the engine number is ‘BR 740/127E RAC’, clearly not stamped by us at Repco.

Rod Wolfe observed ‘Is it possible that it had to be officially stamped for a particular race event, eg Healey ran a 740 3 litre in the Le Mans 24 Hour. In the US the Indy car guys had some strict rules.

When Jack arrived at Indy (in 1968) we got an urgent request for money to be paid before we could run ‘Repco’ on the side of the car. Also we had the latest Magnaflux crack-tester in Maidstone but for Indy all the engine internals had to have certificates from a registered aircraft crack-tester company…’

 

RB740-E20

3 litre

BRO 1967

 

RB620-E21

July 1968 ‘At RBE dismantled’.

Scrapped – block South Africa

 

RB620-E22

4.4 litre

In production as at 30 June 1967 for Frank Matich who raced two Matich SR3 sportscars in most of the 1967 Can-Am Championship.

He then raced one of the cars (having sold another in the US) back in Australia giving Chris Amon a comprehensive belting in the ex-works Scuderia Veloce Ferrari 350 Can-Am in the sportscar supporting events which were part of the Australian 1968 Tasman rounds.

There are plenty of details about their tussles that summer in this feature on the Ferrari P4/350 Can-Am;

https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

 

Matich, Matich SR3 Repco 620/720 4.4 at Calder, late 1968 (unattributed)

 

This engine was sold by Matich to Bob Jane.

Janey found a great home for it in creating one of Australia’s most iconic sports-sedans, the John Sheppard built Holden Torana GTR-XU1 Repco 620 4.4, the engine bay of which is shown above.

Sheppo is well advanced with a recreation of this car, it will be a joy to behold. Elfin Historic Centre owner Bill Hemming has the Elfin 400- it will be intriguing to know the engine number of Bill’s engine and the numbers of John’s ‘cache’ of Repco V8’s!

 

John Harvey driven, Bob Jane owned Holden Torana GTR-XU1 Repco 620 4.4 at Wanneroo Park in 1971. John Sheppard’s attention to preparation detail in all of his cars ‘concours’ (R Hagarty)

Article here on Australian Sports Sedans including some information on the Sheppard/Jane Torana Repco;

https://primotipo.com/2015/06/30/hey-charger-mccormacks-valiant-charger-repco/

 

RB740’SSS’-E23

3 litre

‘SSS’- Short Stroke Special experimental lightweight, magnesium 700 block. Aluminium liners, magnesium pistons, light 2.5 litre crankshaft and 5 litre head- 1.9 inch inlet and 1.6 inch exhaust valves

Preston writes ‘A 3 litre 740 Series engine E23 was rebuilt with a magnesium 800 series cylinder block and later scrapped’

 

RB620-E24

3 litre

Scrapped

 

RB720-E25

5 litre

Rod ‘2 January 1968 completed and despatched’ in preparation for the Tasman Series sportscar support races

To Bob Jane ex-Don O’Sullivan

 

RB730-E26 X ‘Experimental’

5 litre

Rod ’22 November 1967 Sent for Repco advertising in Adelaide’

Later built as 740 for Bob Jane and fitted to the McLaren M6B sporty

 

RB740-E27 X

5 litre

Sold to A Griffiths for a hillclimb car, later to John Cussins

 

RB840-E28 X

3 litre / 5 litre ? Aluminium block

‘Mock up parts used in E28’ Don Halpin

 

(M Bisset)

 

Repco and Innovation- The Diagonal Port 850 Series Engine Program…

 

So far I’ve not done features on the experimental 50 Series engine or the definitive, problematic 1968 quad-cam, gear driven, thirty-two valve Repco Brabham RB860 3 litre F1 engine- Repco’s DFV challenger if you will.

So we need to go into a bit of detail for the purposes of this engine-number exercise but not too much as I will come to each engine in due course in feature pieces.

Repco, Brabham and Tauranac read the play well for 1967, the mainly all new 740 did the job but only because the Ford Cosworth DFV- which won upon its debut at Zandvoort, was unreliable in its first year- without doubt the Lotus 49 Ford was the fastest car that year, driven as it was by Messrs Clark and Hill.

For 1968 ‘they all’ as far as I can see agreed they needed a more powerful engine given the number of DFV’s in circulation that year- Team Lotus, McLaren, Matra International and Rob Walker had the motors- the DFV won all but the French GP as it transpired, Ickx took that one in a Ferrari 312.

Frank Hallam, to his credit, pursued the innovative diagonal port path then also being blazed by BMW with their Apfelbeck 1.6 litre F2 engines.

Nigel Tait ‘The idea of the diagonal port quad cam engine is to obtain maximum airflow, hence power. With the inlet valves placed diagonally rather than side by side their theoretical diameter is greatest. But the opportunity for siamesing the ports is lost so this means there have to be inlets and exhausts on each side of the cylinder banks. Thus 16 inlets (and injectors) and 16 exhausts in total.’ See the photographs which illustrate the point.

Depending upon which account you believe the engine either gave about 400 bhp without development or not that much after a lot of development- circa 360 bhp.

The really important aspect here is the time taken to develop the 850, before, eventually the engine was put to one side.

 

RB850-E30

3 litre Radial- four valve engine bench tested but never installed in a car

360 bhp @ 7600 rpm with twin plugs and dual ignition to improve combustion

Rod ‘8 November 1967 Had the 750 cylinder heads vacuum impregnated (to fix porosity)

Rod ’13 January 1968 E30 start-up 365 bhp @ 9200 rpm’

Now owned by Nigel Tait

When I composed the photograph below at ‘Shifting Gear’ in 2015 I was juxtaposing the conservative BT19 and in particular its 620 engine with the ‘radical or edgy’ nature of 850.

I love the fact that Repco- Frank Hallam had a crack at gaining the ‘unfair advantage’ with this approach having two World Titles under their belts. His error of judgement, given that time was rapidly ticking, was to persevere with it long after his Chief Engineer, and others suggested it was time to move on.

Lets come to Chief Engineer Norman Wilson’s perspective in a moment.

 

(M Bisset)

 

In that lost time context Rod Wolfe’s 22 November 1967 diary note ‘Forwarded 850 Series mock-up to BRO’ is really interesting.

I mean in that if the shit had not already started to hit the fan in terms of the degree of difficulty Tauranac was going to have trying to adapt the engine with all of its induction and exhaust plumbing challenges to his spaceframe chassis for 1968- it well and truly would have when the engine mock up arrived at MRD.

With the notoriously conservative Tauranac and Brabham- very successfully so I might add, vehemently opposed to the 850, Hallam finally gave Norman Wilson and his team their head in developing the 860 motor.

But it was all too late.

Using the Tasman series in whole or part as a developmental exercise was a factor in the success of 620 and 740. Jack did only a limited 1968 Tasman campaign in a 740 2.5 engined Brabham BT23E with the 2.5 830 Series making its race debut in the final Tasman round at Sandown. 860 was not raced as it was not ready and not built in 2.5 litres in any event- there was not the time to do so.

RB860 is much maligned but should not be- the Rindt/Brabham BT26 860 combination were very fast in 1968 when the engine held together, which was not often and never for too long.

Lets not forget Jochen put the circa 400 bhp BT24 860 on pole at Rouen and Mosport- and started from grid two at Zandvoort and grid three at the Nürburgring- so the thing was not a slug, but reliability was woeful.

All of this was capable of being made good, in fact the motors fundamental problem was similar to that experienced by the DFV in 1967.

Norman Wilson ‘We discussed and explored a radial valve idea (for 1968) but we ended up using a combination of new ideas and old. What we finished with was the lower 800 Series blocks with twin overhead camshafts, four valves to the cylinder heads but without the radial valve idea’.

‘The radial valve thing didn’t work. Originally it was made so the gas went in and rotated. But this was really a blind spot Frank had. The gas went in and the heavier fractions of the gas got centrifuged to the outside’.

‘When you are lighting a fire in the combustion chamber you light the richest portion of the mixture first because that is the bit that will burn better faster. And with the spark plug in the centre we were igniting a very lean mixture. The problem was with the best engine we produced we had a 56 degrees ignition advance and so the piston is only half way up the cylinder at ignition. The pressure before it reaches top dead centre is just incredible and that’s negative work’.

‘Frank really wanted to do it, was absolutely desperate to do it. I think this is probably where the disagreements with Jack started with Frank. Frank was pushing this thing, it was stretching our resources more then it should have’.

‘I must be quite honest. I knew this would happen but I just never thought it would be as bad as it was. So we are into hindsight again. At the time you are flat out trying to get the 1968 engine built’.

‘I cobbled up some cylinder heads (the 50 Series) and went up to the Commonwealth Aircraft Corporation (in Fishermans Bend) to get them cast. We put two plugs in different positions away from the centre, but there were virtually no water spaces because of the complexity of the porting.’

‘We did what we could as a cobble up to try to get some dyno figures and see if we could ignite the mixture on the outside, the rich part, and get the thing to work. But it was quite obvious after talking to Jack about it that if we did get the thing to work it was pointless because Ron wouldn’t use it anyway (because of the installation difficulties in the chassis). I think this was the first sort of real breakdown between Frank and Jack.’

The 50 Series heads were never used in a car ‘In fact the engine (850 prototype) would have only done probably 15 – 20 dynamometer hours’ concluded Norman Wilson.

However, at the end of the unsuccessful 1968 season a confluence of events resulted in Repco Brabham’s withdrawal from F1. These were Brabham’s need for a competitive engine in 1969 with the DFV his preference, Repco Ltd having a new Managing Director when Charles McGrath stepped down in 1967 (he remained as part-time Chairman until 1980) and the fact that the company had largely achieved its brand building globally via the most cost effective three year raid on the World F1 Championship ever staged.

And all of this from an outfit that had not built an engine from scratch of any sort, let alone a race engine before 1965.

But lets for now leave the radial-valve 850, short block 2.5 litre 830 and 3 litre 860 and the 700 Series ‘long block’ Big Muvva 4.2, 4.8 and 5 litre 760 engines for the feature article they all deserve.

Back to the count, and the 860 engine shortly…

 

RB840- E31

2.5 litre

Bob Jane

 

RB840- E32

2.5 litre

Rod ’13 January 1968 magnesium block engine 264 bhp’ (Tasman engine)

Scrapped

 

Jochen Rindt in. Brabham BT24-3 at Monaco in 1968, perhaps fitted with E37 740?

 

RB740-E37

3 litre

BRO 1968

Rod ’11 April 1967 E37 3 litre 740 sent to BRO 330 bhp’

At the end of the 1967 season Jack and Denny’s BT24’s were sold with engines. Chassis BT24-3 was raced, as written earlier, by Jochen Rindt and once by Dan Gurney in earlier 1968- perhaps this was the engine fitted to that chassis?

 

(Repco)

 

The Engine assembly area at Maidstone…

Rod Wolfe ‘From left to right- Michael Gasking, Don Halpin, Michael Clement aka ‘Rivella’ a Swiss ‘who didn’t know a word of English’, Graeme Bartils and John Mepstead.

Tait ‘That’s an interesting photo. The quad cam engines shown are almost certainly 4.2 Indy engines because they appear to be 700 Series blocks (as against the 3 litre F1 jobbies which used the short 800 Series block). Also they have Repco-Brabham cam covers- the 4.8 litre and 5 litre engine for Frank Matich (fitted to the SR4) had “Repco” only. One of these 4.2 litre engines is my spare for the Matich SR4. In the same photo is a 2.5 litre or 3 litre 40 Series engine with its central exhausts’.

In looking at these Maidstone factory photos its interesting to see the way RBE geared up to produce the engines in commercial quantities with reliable spare parts back-up.

That is, spares were available and when ordered would fit.

This is in no small part due to Frank Hallam’s well documented by him, and agreed by others, process of both using his Capex budget to buy modern machinery and his maintenance budgets to properly look after and update older equipment.

As a consequence engines of a particular type were the same rather than bespoke- in the latter case requiring a lot of hand fettling to assemble and run. I have in mind the problems Dan Gurney had with the Weslake V12’s in writing this sentence. Cosworth Engineering of course geared up with modern machinery to build an enormous number of production racing engines.

 

(Repco)

 

The engine mill shown above is perhaps the first such tape- controlled mill in the country.

Rod Wolfe recalls that ‘When we first set it up Peter Holinger (Production Engineer) made a tape for the reader- the thing that looks like a fridge on the right of the machine. He set the (mill) table up and started up the machine. With a loud hydraulic roar the table moved, north, south and west and then east and with a loud grunt everything stopped and silence.’

‘A big blue light came on the control panel. Me being my usual kid from the bush, I asked Pete what the blue light meant? In typical very dry Peter Holinger style he said “It means it didn’t bloody well understand what I asked it to do!” All the boys were standing around watching and old Phil Irving wandered up and said “Well its done its first job successfully, it has brought all production in the shop to a complete standstill!” They were wonderful days’.

Nigel Tait points out that ‘In the background against the wall are three crankshaft making machines which for some odd reason we bought from the BMC (Zetland) plant in Sydney. I doubt they were ever used’. Rodway ‘You are right Nigel, I never saw one go at all. They were set up with all the tools and everything for the BMC crankshafts, but I am not sure which models. I think Frank Hallam did have intentions of using them but the budget reductions later brought it to a halt. Bill Santuccione worked on getting them going for a time so he would know their story’.

 

(Repco)

 

Geoff Walker, above, around 1968/9 milling a quad-cam cylinder head. It could have been for an 860 engine of 3 litres or 760 of 4.2, 4.8 or 5 litres. Geoff is recalled as a very good programmer of the NC (numerically controlled) equipment and came from one of the machine tool companies.

 

1968

 

RB860-E33

3 litre

BRO 1968

 

RB740- E38

3 litre

Bob Jane (makes no sense- the capacity I mean for Tasman racing)

 

RB740- E39

3 litre

Block only- South Africa

 

RB860-E40

3 litre

Dismantled

Rebuilt as 2.5 litre 830 for Bib Stillwell, ex-Brabham BT31, later Ian Ross and fitted to his Elfin 600C in the modern era

 

RB860- E42

3 litre BRO 1968

Fitted to Peter Simms BT26 in the modern era

 

(A Lewis)

 

RB860- E43

3 litre

Scrapped

In recent times built by the late Don Halpin into a 2.5 litre Tasman engine for the Will Marshall owned Brabham BT31 and most recently fitted into the Aaron Lewis restored ex-Brabham/Jane/Harvey Brabham BT23E

 

RB860- E44

3 litre

Not completed?

 

RB860- E45

3 litre

REDCO display mag block

 

The 700 and 800 Series ‘conventional’ four-valvers…

 

Note that the short 800 Series block engines were of either 2.5 litres ‘830 Series’ SOHC parallel two valve, crossflow type or 3 litre ‘860 Series’ DOHC four-valve crossflow type.

The large capacity four valve engines were all ‘760 Series’ of 4.2 ‘Indy’ and 4.8 and 5 litre ‘Matich SR4’ type

 

 

(B Watson)

Jack Brabham, sprouting wings- Brabham and Ferrari led that charge in F1, at Oulton Park contesting the International Gold Cup in August 1968.

He started the race one second adrift of Graham Hill on pole and DNF’d with an oil leak- Jochen lasted 8 laps less with a similar ailment. Stewart won in a Matra MS10 Ford in a year of dominance for Cosworth.

The background to the F1 860 V8 for 1968 we covered in the context of the failed radial valve 850 experiments.

As outlined, the net effect of persevering with 850 for too long was an under-developed 860 for 1968.

The 3 litre Repco Brabham 860 Series V8 was almost as nicely packaged as the ‘industry standard DFV’ albeit a bit heavier and was not built to be used as a stressed member of the car as the DFV was specified to be by Colin Chapman to Keith Duckworth.

RBE Chief Engineer Norman Wilson ‘The Cosworth DFV was different to the Repco-Brabham 860. The Cosworth engine was the first engine to be designed as a stressed member (in fact I think Vittorio Jano’s 1954 Lancia D50 may have that honour). The design philosophy of the crankcase and oil scavenging were all totally different. The 860 was a heavier but I think stronger engine, while the Cosworth was running sort of 9000 rpm we should have been looking to run 10000.’

A 400 bhp, reliable Brabham BT26A RB860 was a winning chassis in 1969 as indeed, twice, the BT26A Ford DFV was.

There were plenty of 860 engine failures during 1968, the fundamental problem was similar to that experienced with the DFV in 1967- torsional vibration of the valve gear which ‘…was wrecking the cam followers. And the solution to the problem was fairly simple. All we had to do was modify the cam drive like the Ford DFV engine and we could have fixed it.’ said Wilson interviewed in Simon Pinder’s Frank Hallam biography.

 

(Sutton)

 

Wilson ‘What happens is that at certain speeds the front of the crankshaft will tend to go a little bit like a tuning fork and as it rotates the front of the crankshaft oscillates back and forth and the oscillation is transferred up through the timing gears. It was making two of the camshafts do the same thing. So when the cam lobes were going around they were ruining the cam followers. The Cosworth engine had a little spring gizmo in the first timing gear to absorb this so it is not transmitted through the whole system.’

‘And Frank realised we needed something like this (after a discussion between Cosworth’s Mike Costin and Norman Wilson) and we were working at doing that when Charlie Dean arrived on the scene and said he thought it was a lubrication problem. That was the cause of a fair bit of argument between Charlie and i.’

‘The engine could have been as good as the Cosworth, there is no problem about that. It was a tiny bit heavier than the Cosworth but that really wasn’t the problem because we could have put the thing on a diet and saved some weight. The first thing we could have done is changed aluminium components to magnesium, so there was room for weight saving’.

Wilson ‘Really we should have fixed the camshaft drive, got rid of the rest of the projects and just gone for it’, where ‘gone for it’ means just concentrate on F1 not do F1, Tasman, Indy, Special Projects and customer engines…

Rodway picks up ‘the rest of the projects, ‘…I agree with Norm’s claims about other projects. We had one of our best engineers working on the crankshaft lathes from BMC. We were designing and building the Pontiac (303 cid race engine) for GM. We also machined a batch of Volvo cylinder heads and spent many hours dyno and car testing. Let alone machining Frank’s Austin 1800 cylinder block and fitting a Derrington head and Weber carbies…’

Whatever the commercial imperatives, all of the above impinged on the limited resources the team had for core programs in 1968- F1, Indy and customer needs globally.

 

Repco RB760 4.2 litre ‘Indy’ V8 (Repco)

 

Wolfe of the engine above ‘Possibly a 4.2 Indy engine, one of 3. It has the later sump with the scavenge pump fore and aft’. Tait ‘Its quite possibly the one used by Jack. Some years ago he told me that one of the two engines he had disappeared after being lent to Goodyear in the US’.

The one that’s in my SR4 at present seems to have been one of the first, if not the very first 4.2 quad cam. Its throttle slide upper cover has been milled from solid aluminium as opposed to later ones which were of cast magnesium. I came by this engine with help from Aaron Lewis who knew that Les Wright had removed it from his Brabham Buick in order to fit its Buick based engine- the engine number panel is blank. I have no idea how the Repco engine ended up in the Brabham Buick. The Matich SR4 didn’t ever race with a 4.2, though that’s all I had until I built up a 5 litre…’

Rodway Wolfe in relation to the V8 missing in the ‘States ‘The story I got was that the engine was being used by the Gulf Oil Company for research! I did try a few avenues a few years ago and drew a blank. As far as I recall…E35, E36 and E37 were the 4.2 Indy engines. I don’t recall what the 2.8 was. I still have the intake manifold for the disbanded 2.8’.

 

(I Lees)

 

Ian Lees fettling Jochen’s BT25-1 at Indy in 1968.

Tauranac’s BT25 was famously Brabham’s first monocoque chassis, interestingly, despite the BT25 and F1 BT26 coming together at MRD at about the same time Tauranac chose a tried and true spaceframe for his new F1 design- albeit with the use of sheet aluminium riveted and glued to the frame to add rigidity.

It does make you wonder why he didn’t do a variant of the Indy chassis for F1 in 1969- perhaps unwanted weight is the answer.

 

 

 

 

 

 

RB760-E35

4.2 litre

BRO Indy campaign in 1968/9

Fitted to Brabham BT25 chassis- engine despatched from Maidstone to Indianapolis at 1.30 pm on 28 May 1969, together with a very comprehensive inventory of spare parts running to 5 typed foolscap pages, inclusive of a 700 Series block.

Rod 29 February 1969, ‘Ordered new gear-cases for Indy engines to be cast in aluminium due to cracking’

Rod’s diary notes the departure of Norman Wilson and Don Halpin to Indy on 13 May 1969, and E35 sent to the US on 6 May 1969

One of the BT25’s, with 4.2 litre ‘760’ in situ at MRD in early 1978 (P Blood)

 

The photos are of the BT25’s being built at the MRD  works, at Byfleet, Surrey beside the canal. Many readers will be wistful at this view because quite a few of you did a stint working in this factory in either the Brabham or Ralt era.

 

RB760-E34

4.2 litre BRO Indy campaign in 1968/9

Fitted to Brabham BT25 chassis

Rod Wolfe’s diary records that on Thursday 11 April E34 4.2 litre ‘off dyno’ so it is safe to assume the car with engine fitted at MRD is the chassis raced by Jochen in 1968, fitted with engine E34, given the other engine, E35 did not leave Melbourne until 28 May 1968.

 

Three BT25 chassis being built at MRD in 1968 (P Blood)

 

‘The photos are of the two BT25’s being built early in 1968. It’s probably the third tub behind. It was not used until revised into the BT32 Offy-turbo Jack raced in 1970’ wrote Aaron Lewis who restored one of the BT25’s a couple of years ago, and fitted with engine E34- some of you may have seen David Brabham race the car in a tribute to Jack at Goodwood.

Lewis ‘I found my car hanging upside down from the roof of Bill Simpson’s North Carolina shop’.

 

RB760-E36

4.2 litre

Scrapped

Now owned by Nigel Tait- one of the engines fitted to his Matich SR4

BRO Indy campaign in 1968/9

In 1968 BRO entered one car for Jochen Rindt, he qualified sixteenth of thirty-three cars and was out after 5 laps with a holed piston, the race was won by Bobby Unser in an Eagle Offy.

Rod Wolfe’s theory in response to my question as to why the engine went kaboomba is as follows; ‘ No-one ever came up with an answer! Personally my theory is as follows. But I only hold an A-Grade Mechanic ticket so you might need greater brains than mine! The 4.2 Indy engines ran the later type sump with two scavenge pumps (one each end) the original Irving system used one scavenge pump at the front with an inertia valve in the sump.

Under acceleration the valve moved backward and opened a gallery at the sump rear and under braking the oil all moved forward and a gallery opened in the front. The 4.2 Indy engine, as said above, had a pump at both ends and was pumping oil mist and oil and air continually.

Jack had problems with this sump system with the gaskets being sucked into the sump. He cured this by fitting an extra screw between each original 5/16 inch stud. As with lots of engines the RB V8 uses oil spray under the piston for lubrication and cooling the piston crown. My own thoughts have always been that the combination of nitro-methane (fuel) and “perhaps” a diminished oil spray internally made that little difference and caused the detonation. All engines have a difference in cylinder temperature dependent upon coolant flow or their location in the block. I won’t bore you any more but the picture shows (below) it ran very hot’.

 

(R Wolfe)

Speaking of pistons, Nigel Tait chips in ‘Incidentally you may recall that our pistons were made from castings made at Richmond (Repco) by Jim Hawker. I understand that when Jack appeared at Indy with the 4.2 the scrutineers asked for the Certificate of Forging and they couldn’t believe the pistons came from castings!’

‘Jim Hawker was our Foundry Manager at Richmond. I’m pretty sure he accompanied Phil Irving as ‘tail end charlie’ on the first Repco Reliability Trial in the Chamberlain tractor. He was originally at Rolloy when it was owned by the Chamberlain family. He also made a V8 Peugeot from two 403 cylinder blocks. About as bizarre as the diesel Holden engine made by the delightful Ruggero Giannini but that another story!’ Nigel concluded.

I’ll avoid the Jim Hawker tangent other than to say his role at Chamberlain is covered in this article;

https://primotipo.com/2015/07/24/chamberlain-8-by-john-medley-and-mark-bisset/

The soundness and competitiveness of the 860/760 design was proved by Peter Revson’s performances with it in 1969.

He started the 500 from slot 33 and finished fifth and was stiff not to win the Rookie of The Year title- Mark Donohue started from position 4 and finished seventh and bagged the rookie award.

Doug Nye wrote that Peter’s Brabham Repco Indy result ‘effectively began the elevation of Revvie’s career from self-funded dilettante privateer into a genuine front-line professional racing driver.’

Later in the season Peter drove his BT25 760 4.2 to a win in the Indy 200 GP at the Indy Racing Park road course on 27 July.

This event was run over two 100 mile heats, Peter won heat 2 from Q3 ahead of Mario Andretti, George Follmer and Al Unser and was third behind Dan Gurney and Al Unser in Eagle Ford and Lola Ford respectively in the other heat- winning the event overall.

The point to be taken from both the Indy 500 fifth place finish, and the Indy 200 win is that the 4.2 760 engine seemed to have overcome the 860 ‘gremlins’ from the year before albeit without fitting the anti-torsional vibration spring ‘gizmo’ Norman Wilson wrote of earlier.

I wonder if for whatever reason the torsional vibration of the valve-gear was in part a function of the different blocks- the tall 700 and short 800? That is, the tall 700 didn’t have it whereas the short 800 did? The maximum quoted revs of both engines were the same- 8500 rpm for the 3 litre 860 and 4.2 litre 760.

The 760 4.8 litre and 5 litre V8’s fitted to Frank Matich’s Matich SR4 also did not have the valve-gear problem. The Matich example is not as good a test of the engine design’s endurance as the Indy successes in that the Australian Sportscar Championship rounds were much shorter and the competition nowhere near of the same depth- in essence FM was not pushing the SR4 as hard as Revson was his Brabham BT25. John Mepstead, who looked after FM’s 760 engines in 1969 and into 1970 can give us a perspective on this.

Its an intriguing question, keen to hear theories from you engineering types.

 

840 2.8 turbo inlet manifold from Rodway’s Repco Collection

 

RB840-E?

2.8 litre turbo-charged BRO Indy campaign 1968

Rod ‘800 block for 2.8 litre started’ 17 June 1969

This is a mystery engine in terms of its number. There is no doubt it was built and tested but none of the lists I have access to discloses its number.

Norman Wilson ‘Ron Tauranac wanted it. Ron felt we could have won with a turbo engine. In 1968 I had visited AiResearch and another turbocharger maker in Chicago. The engine used the 40 Series heads and we got some pretty good power out of it. We had a carburettor Jack supplied from BRM which was probably not a clever idea because with the very high G-forces which you get at Indianapolis there’s no way the thing would have worked properly’.

‘We needed fuel injection so we had proper control from both the drivers point of view and from a fuel consumption point of view because there was a fuel consumption limit…But fooling around with that SG carburettor and all that stuff was just another blind alley. We should have sat down and thought it through and not done it. We should have done the 4.2 litre and left it at that.’

 

Evolution of Cylinder Heads and Budget Constraints…

 

‘The first (20 Series) heads were cross flow but incorporated a throttle slide track as part of the casting, the 40 Series are centre exhaust and inlets in the valley…’- Wolfe.

Rod Nash then chimed in ‘…the 30 Series followed the 20 Series but Ron Tauranac vetoed the 30 Series as he wanted exhaust pipes in the Vee, for a more streamlined effect- the 30 Series didn’t eventuate until much later.

‘When we were testing new conrods, we didn’t want to risk compromising the 40 Series heads as these were our production heads at the time. So (when) we assembled the 30 Series heads and used then on the test engine, and found they gave more horsepower than the 40 Series. The result was too late to use in F1 (the first 830 2.5 was installed in the back of Jack’s BT23E at the final Tasman round in February 1968) so we used the 30 Series in the later Tasman 2.5 engines’.

Tait ‘We only had one size of the magnesium housings for the inlet tubes, so the only choice was to vary the height’.

Wolfe ‘Nigel is right there as unlike some other F1 engines our problem with the RBE engines was not getting air into the engine- it was to burn the fuel/air more efficiently that which was getting in there’.

‘In the 2.5 the longer inlets enabled the ability to use the air column compression effect to stuff a bit more in as the valve closed. This the area of building racing engines that costs so much to research. When we built the 760 quad-cam 5 litre we used the same valve sizes in the 860 3 litre quad-cam. Repco just didn’t have the money to spend on playing with valve sizes or inlet diameters’.

Peter Molloy then commented ‘What you are trying to say is you didn’t have ‘induction energy’ that increases the port velocity, called the ‘supercharge effect’ that gave you a later closing valve, one of the problems you had Rod was poor combustion. But we all go through theses scenarios, I loved getting the end result, understanding the energy that is a available in engine geometry.’

‘Remember the Three C’s- Calculators, Common Sense, Compronise’

‘And the fourth is Cash!’ added Tait.

 

1968-1969

 

Tasman 830’s…

 

 

Here is a rare photograph of German racer Dieter Quester in Bob Harper’s ex-Cooper Elfin 600C Repco ‘830’ 2.5 E29 during the 1969 Macau Grand Prix weekend.

Three 600C’s were built- this one, an FVA engined car for Hengkie Iriawan and a third for John McCormack. The latter was initially fitted with a 2.5 Coventry Climax FPF from John’s ex-Brabham BT4 1962 AGP machine, and later with a 740 Series RB V8 E15B for the final period of the ANF2.5 formula in 1970.

Garrie’s car was sold to Steve Holland (or was it Bob Harper) after the 1969 JAF Japanese GP at Fuji. Steve Holland was ‘out of his depth in the 600C at Macau’ so Bob Harper considered giving the drive to Dieter Quester who did a 2 min 41.5 seconds lap- jumping out of the BMW he raced that weekend.

Eli Solomon wrote that ‘…eventually Holland got the drive. Steve Holland’s issues with the #87 Elfin Repco V8 ended on lap 37 when he pulled out with suspension troubles, having been in 4th position’. Quite how he could have jumped out of the BMW sent for him by the factory into the Elfin is a bit clouded- but Quester’s few laps at Macau in 1969 is an obscure bit of Elfin and Repco history.

Further Elfin/Repco history is that GC took his only Gold Star round win aboard this chassis at Mallala in October 1969 when the car was back at Edwardstown for a freshen/rebuild.

Malcolm Ramsay raced the car in Asia in 1970 and throughout the Gold Star, won that year by Leo Geoghegan’s Lotus 59B Waggott.

 

RB-830-E29

2.5 litre

BRO –

One engine initially built- and fitted into Brabham’s BT23E in the final 1968 Tasman round at Sandown for the race

Rod ‘8 January 1968 E29 830 2.5 on the dyno 278 bhp @ 8750 rpm’

Then to Elfin Racing Cars Garrie Cooper on 21 February 1969- fitted to GC’s Elfin 600C, raced in Asia then to Malcolm Ramsay as his 1970 Gold Star car.

Then fitted to Henry Michell’s Elfin 360 sportscar in 1971 after the end of the 2.5 litre ANF1- and still installed in that Elfin.

 

RB840-E31

2.5 litre

BRO 1968 Tasman for Brabham’s BT23E

Then to Bob Jane

 

RB840-E32

2.5 litre

BRO 1968 Tasman for Brabham’s BT23E

Scrapped

 

RB-830-E50

2.5 litre- Elfin Racing Cars Garrie Cooper- fitted to GC’s Elfin 600D, his 1970 Gold Star contender

Then fitted to Phil Moore’s Elfin 360 sportscar in 1971, as it still is

 

(The Matich SR4 fitted with 4.8 litre 760 ‘E41’ Repco)

 

Big Bertha- The Big Repco’s…

 

Frank Matich’s new Matich SR4 at Warwick Farm’…photo taken on the day of the cars first test run late in 1968, the ZF gearbox was changed to a Hewland LG gearbox in November 1969′ advises Derek Kneller.

‘It took at least 8 hours to change the ratios in the ZF ‘box due to the synchromesh, and you needed specialised tooling, it was easier to change the crown wheel and pinion. FM had two ZF ‘boxes set up with different ratios, if was far easier to change the whole ‘box’ Kneller recalls.

 

RB760-E41

4.8 litre

Frank Matich for the Matich SR4, winner of the 1969 Australian sportscar championship- this was his race engine throughout 1969. The motor was assembled by ‘Meppa’- John Mepstead, dyno tested and tweaked by him and then maintained by him throughout the year as he travelled with Matich during the season

Engine now owned by Nigel Tait, together with the SR4- we wrote an article about this car a while back;

https://primotipo.com/2016/07/15/matich-sr4-repco-by-nigel-tait-and-mark-bisset/

See RB760-E48 ‘A second 760 4-cam was built when I came back from Sydney, a 4 cylinder 2.4 litre engine was built and fitted to Frank Hallam’s Volvo’ wrote John Mepstead.

 

Frank Matich SR4 and RBE General Manager Frank Hallam at Oran Park in late 1968 (Repco)

 

1969-1970

 

RB830-E47

2.5 litre

BRO for Brabham BT31

Rod Wolfe helped Jack assemble BT31 at Maidstone as told in our article linked below. Its interesting looking at Rod’s diary entries that week prior to the final, Sandown 1969 Tasman round.

Wednesday 12 February

BT31 arrived (unassembled in a box) at 3.45 pm. Brabham arrived at 8.30 pm- ‘BT31 assembly commenced’

Friday 14 February

4.15 pm took car to Calder for test

Sunday 16 February

Sandown International, 1st, 2nd and 3rd Chris Amon Ferrari Dino 246T, Jochen Rindt Lotus 49 Ford DFW, Jack Brabham, Brabham BT31 Repco 830

Rod ’28 February 1969 E47 ready for BT31′

7 April 1969 Rod records Brabham’s Easter Bathurst ‘Bathurst 100’ Gold Star win in BT31 and his lap record of 2:13.2 seconds

Several RB 830 2.5’s were built, the photo above is of Jack in BT31, his 1969 Tasman car, at Sandown the story of which is told here.

Rodway and I wrote an article about BT31- a car he owned for many years; https://primotipo.com/2015/02/26/rodways-repco-recollections-brabham-bt31-repco-jacks-69-tasman-car-episode-4/

Rod Wolfe advises both ‘BRO’ 830 V8’s were provided to Bob Jane Racing for use by John Harvey in Jane’s ex-Brabham, Brabham BT23E and the Bob Britton/Rennmax Engineering built ‘Jane V8’ Harvey raced in the 1970 Gold Star.

Where are these two motors now- of which E47 is one?

 

Brabham in BT31 with, probably engine E47 830 2.5 fitted at Sandown in early 1969 (R MacKenzie)

 

RB760-E49

5 litre- Frank Matich for the Matich SR4

Mepstead ran the engine on the Maidstone dyno on 29 December 1969, and again on 19 January 1970

Peak power was 558 bhp @ 7500 rpm and 392 lb ft of torque. The big, fat, flat torque curve stretched all the way from 5500 rpm-428 lb ft through 415 lb ft at 6500 to 392 lb ft at 7500 rpm

‘E49’ is the bad-arse Repco motor- the most powerful of all the engines inclusive of the later Repco Holden F5000, pushrod engines, the best of which were the flat-plane crank engines which maxxed out at 525’ish bhp

Rodway Wolfe recalls ‘The SR4 (5 litre) engine was brought back to Maidstone for an overhaul. There were only two guys capable of a proper rebuld. Don Halpin or John Mepstead. Mal Preston would not give either the time as he was under pressure from Charlie Dean for the F5000. So the SR4 engine sat fully dismantled on a trolley next to my desk. It stayed there for months and gradually the parts disappeared!!!’.

Nigel Tait chips in ‘…aha the mystery deepens, or does it? Derek Kneller assures me that the SR4 had its 5 litre in it when it was sent down to Repco but the Koni shockers went onto the A50. I’ve always wondered where the engine went’.

 

John Mepstead’s plot of 760 5 litre ‘E49’ power curve in January 1970- ‘only’ 558 bhp- if only that engine was built in January 1968- as well as SR4, for the 1968 Can-Am! (J Mepstead)

 

FM and the SR4 outside the Matich BP Servo in Castle Cove 1969 (B Caldersmith)

 

RBE760-

4.2 litre

Nigel Tait owns two engines for the SR4, the first was mentioned earlier in the article but lets now them to the count.

‘…the engine in my Matich SR4 at present is a 4.2 litre. The engine number panel is blank. This is the engine that we bought from Les Wright about 2002, I think, he had taken it from the Brabham BT21C Buick as this was the wrong engine for the car.’

What Nigel is alluding to is Les needed to fit the Buick engine to the Brabham as that was the motor it ran in period- and was therefore the motor it needed to have fitted in order to get a Log Book and Certificate of Description to compete in Australian Historic Racing. Therefore the luvverly 760 4.2 was surplus to his requirements, and duly sold to Nigel.

 

RBE760-E30 over-stamped to E34

5 litre

This motor is the second of Nigel’s SR4 engines and is ‘The spare I built up from a variety of parts I had. It is a true 5 litre capacity (unlike the 4.8 litre E41 first fitted to the SR4 in 1969 which was usually in press reports at the time quoted at 5 litres, but like E49 which raced in SR4 in 1970 and is now ‘missing’- having as written above, probably, progressively walked out the factory door)

The engine number has been changed but seems to be RB760 E30 overstamped to 34. I have marked it 5 litre’ Nigel advises.

 

Lionel Ayers, Rennmax Repco ‘740’ 5 litre, Karrussel, Lakeside 1973 (G Ruckert)

 

RB740-E48

5 litre- Lionel Ayers for MRC and later Rennmax Repco

12 May 1969 ‘5 litre for Lionel Ayers’ is this receipt of order or delivery of the engine?

 

Brewster with the Ex-Ayers Rennmax Repco 5 litre in the time Jim Phillips raced it (Tom Condon)

 

RB760- E51

5 litre

REDCO built for Jim Phillips / Hoot Gibson for the ex-Ayers Rennmax Repco

 

RB830-E53

3 litre

Don Halpin built for J Long boat

 

RB830- E54

2.5 litre

Don Halpin built for Will Marshall 1995, also a note to the effect ‘mag block’

 

Repco Brabham Engines Description and Specification Summary…

 

 

Obiter Dictum…

Is a Latin phrase meaning ‘by the way’ its used by Judges as a remark made in passing as they make their judgement upon the poor unfortunate before them.

In this context the important material below was provided by people in response to the article, they are ‘by the way Mark whilst you are standing in judgement just be aware of this’ –  important aspects of clarification, correction or context.

 

Without the Irving and Hallam Combination there would have been no World Championship…

Rodway Wolfe ‘The Hallam/Irving saga makes good reading but it wasn’t quite as it seems.’

‘We had to have Frank, I miss the guy, he was a machine-tool master. He only employed people that he trusted to do the job, he asked them to do the work using the method he specified. Lots of very skilled operators will not take instructions on how to do the job. As a result Frank was very careful of who he trained. He was obsessed with machine tools.

Phil was absolutely hopeless at “anything” other than design. He couldn’t work with people and was in his own little world. For example, when Phil finished a phone call he just hung up…no good bye or see you later…he just hung up at the end of a sentence and continued his drawing. Phil drove a beat-up old Land Rover diesel that had tears in the canvas top…at one stage the ACL employees next door complained to Frank that Phil used to scratch their cars when he arrived at work at 11am.

What I am getting at, is we had to have both of them. Without that combination there would have been no World Championship.’

Well said Rodway Wolfe.

 

Pay attention Frank! Norman Wilson, who succeeded Phil Irving as Chief Design Engineer holds a fuel metering unit circa 1967, with Frank Hallam, General Manager (Repco)

 

The Purchase of BT19 from Jack Brabham and its Restoration…

Nigel Tait ‘The BT19 was purchased by Repco from Jack Brabham at the instigation of Repco Director AB ‘Tony’ Avery, who later left Repco after contracting throat cancer. He is still around and I see him from time to time.’

‘I have the correspondence from Jack accepting the purchase price of $10,000 for the BT19. The car was (i think) actually sent to us from Japan, probably from Honda. It had a 2.5 620 engine at that time. I have previously noted that Don Halpin provided a 3 litre (E2) he had in exchange for the 2.5.’

‘The car was restored at Repco’s cost by Jim Shepherd (spelling?). Repco’s Warren Dick, of our Marketing and PR Division, was appointed for coordination of the project, while i with help from Don Halpin took over the project once completed. Warren kept a log of every single expense and only a few months ago i gave this to Repco to keep with the car.’

‘Once completed, the car was taken, mostly by me, to a great number of places interstate (eg Speed on Tweed) and the last time Jack drove it was during the last day of the Commonwealth Games Torch Relay at Albert Park in 2006.’

 

Brabham, BT19 at Albert Park during the soggy torch relay Nigel Tait describes (Getty)

 

Bibliography / Information Credits…

Rodway Wolfe Collection, Michael Gasking Collection, John Mepstead Collection, ‘From Maybach to Holden’ Malcolm Preston, ‘Mr Repco-Brabham: Frank Hallam’ Simon Pinder, Nigel Tait/Repco Archive, MotorSport September 2012 article by Michael Stahl and October 2011 article by Doug Nye

 

Photographs…

In addition to the above

Classic Auto News, Peter F Blood, Rob Hagarty, LAT, wheels24.co.za, Getty Images, Eoin Young Collection

Tailpiece: Happy Jack with one of the ’66 Championship winning RBE620’s…

 

(Repco)

 

That’s all folks- about 55 engines or so overall, but the count continues, do get in touch if you have information to add or suggested corrections to make.

 

Finito…

(M Williams)

Jack Brabham in his 1966 F1 Championship winning Brabham BT19 Repco during the Sandown Tasman weekend, 27 February 1966…

The pretty little poppet with the camera is far more attractive than the RBE crew from the factory in Richmond/Maidstone. I guess she has been dispatched from Repco HQ in St Kilda Road to catch all the action. Which rather begs the question, what became of the footage missy captured?

The car is powered by a new Repco Brabham Engines ‘620 Series’ 2.5 litre V8- the motor in 3 litre capacity made its race debut in South Africa on 1 January. BT19 was a very busy car in 1966 and well into 1967.

I’ve done this story to death of course, here on the engine; https://primotipo.com/2014/08/07/rb620-v8-building-the-1966-world-championship-winning-engine-rodways-repco-recollections-episode-2/

and here on Jack’s 1966 season; https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

but these two photos were too good not to share.

Jackie Stewart and Graham Hill created a BRM sandwich for Jim Clark that ‘Sandown Park Cup’ weekend- second in his Lotus 39 Coventry Climax FPF, the BRM lads were aboard 1.9 litre P60 V8 engined P261’s. Jack was out on lap 6 with a failed oil pump causing substantial engine destruction.

That is RBE620 ‘E2’ 2.5 in its engine bay. Over the next 12 months or so it would have no shortage of Repco RB620, 640 and 740 V8’s popped into and out of it (M Williams)

As is well known, the one and only Brabham BT19 ‘F1-1-65’ was built by Ron Tauranac in 1965 to suit the dimensions of the stillborn Coventry Climax FWMW 16 cylinder engine and lay unused until pressed into service as the first car into which the Repco RB620 V8, designed by Phil Irving, was installed.

Utterly conventional in design, Jack put the light, chuckable car to rather good use throughout 1966- see Werner Buhrer’s outline and drawing of the car below.

Etcetera…

I’d actually finished this piece and then cruised through my archive and noticed how many other photographs I had of this particular weekend.

Some are only of ‘proof quality’ recently posted by Repco-Brabham engineer/racer/historian Nigel Tait, but they are still valuable to share to document RBE history.

So here they are, in sort of chronological order…

(N Tait)

Mike Gasking giving an RBE620 2.5 a whirl in the Richmond test cells in late 1965- is it the engine in Jack’s car at Sandown?- more than likely it is ‘E2’ with those long inlet trumpets, yes.

Gasking was in on the ground floor- he was apprenticed at Repco and was involved in building and testing Jack’s Coventry Climax FPF engines and then throughout the Repco Brabham Engines period to its end.

Dyno is a Heenan & Froude GB4 which remained in Richmond for a while before being transported to RBE’s new digs at 87 Mitchell Street, Maidstone- this move took place in the early weeks of January 1966.

(N Tait)

Off she rolls from the truck, ‘Peters Corner’ and the start of the run up the back straight in the background.

BT19 has been a busy already. Fitted with a 3 litre RBE620 V8 the car was shipped to South Africa from the UK fitted with engine # ‘E3’ for the non-championship GP at Kyalami on 1 January.

Phil Irving describes the 3 litre engine as ‘…built up from scratch, with the cylinder heads as drawn for the original 2 1/2 litre, except that the inlet ports were enlarged and re-shaped to improve gas-flow and throttle-slides as developed for the 2 1/2 litre engine, were used. After assembly and short running-in, full power tests returned an output of 310 bhp (in his book Malcolm Preston quotes 280 bhp @ 7500 rpm with 310 bhp achieved several months later)…there was just time for an afternoon shake-down run (Goodwood) before the car was loaded onto the boat (to South Africa)…’

That SA GP was won by the works Lotus 33 Climax 2 litre FWMV of Mike Spence, Brabham retired when the fuel-injection pump seized having set pole and led for all but the last nine of the sixty laps.

BT19 was then air freighted to Melbourne’s Essendon Airport and trucked to Richmond where the 3 litre ‘E3’ was removed and the 2.5 litre ‘E2’  installed for the Sandown.

Many of you will recall Roy Billington, front and centre below, as a Brabham Racing Organisation mechanic for many years. All of Nigel Tait’s Christmases have come at once- he had just commenced at Repco as a graduate Cadet Engineer, his first assignment looking after Brabham’s new car- it does not get better than that at 22! Phil, leaning on the Lukey exhausts with ever-present fag in his mouth!

(N Tait)

Nigel Tait, Roy Billington and Phil Irving are fussing over ‘RBE620’ 2.5 ‘E2’ In the Sandown paddock on the Thursday or Friday prior to the meeting.

Plenty of pressure, it was the home teams first home race resulting in a massive crowd turnout of 55,000 people on raceday to see Brabham and his ‘all-Australian’ racing car make its local debut.

Irving quotes over 250 bhp was given by the 620 2.5 litre- not much greater than the FPF but the V8 had good mid-range torque and could be revved past it’s power-peak without self-destruction, unlike the short-stroke FPF’s which tended to be rather brittle if over-revved by even a smidge.

(N Tait)

Frank Hallam now joins in the fun between the exhausts- left to right Hallam, Billington, Tait, the very obscured Irving and Black Jack. On the pit counter beyond is lanky Norman Wilson, Peter Holinger, a nun identified fellow and Bob Brown, a Repco Ltd Director.

The sergent.com race report has it that the car was troublesome during practice, with 30 bhp being found overnight to put Jack right in amongst the front-running BRM’s of Stewart and Hill. Nigel recalls Phil getting cross with him on the race weekend , ‘We were working on the throttle slides on the BT19 the night before the Sandown meeting and it turned out to be a very long and late night. I went out to the all-night hamburger place and bought one for Phil but he spat it out. How was i to know he didnt like onions?- a great bloke and very clever’.

(I Nicholls)

Look at that crowd! Kidlets, Billington- who is the guy in the cap who always looked after Jack whilst he was in Oz and is in ‘all’ the shots?, Nigel Tait at right having cast aside his grotty lab-coat.

At Sandown Jack set a new lap record in his heat, the Exide Cup- the results of two heats determined grid positions.

The Tasman race engine seizure occurred in ‘…that the start of the race was delayed and everyone started with cold engines. The Repco V8’s oil-pump relief valve failed on the first lap (actually the sixth lap according to the various race reports) of the race the oil pressure went up to 160psi, the pump gears stripped and the engine locked up at about 7000 rpm’ according to Phil Irving.

Tait recalls ‘That night…I had the task of removing the pump and dismantling it. Frank Hallam and his wife Norma were there as was Phil’.

The oil pump gears were from a Fordson Major tractor out of an FM diesel model- they were amongst some components from proprietary vehicles used in RB620- which from that day were not sintered but machined from steel.

Rodway Wolfe noted that ‘I remember on the Monday after that Sandown race…when I arrived at the Maidstone factory at 8 am the drawing of the oil pump gear with new specifications was on Kevin Davies, the Admin Manager’s desk. Phil had made the modifications overnight. He (famously) didn’t keep the same hours as other management but he didn’t knock off at 5.30 pm like other management either!…’

‘Frank Hallam arranged for new steel gears to be made while Roy Billington helped me to remove and dismantle the engine. We found two crankpins were badly overheated and the crank was bent, so the crank and the main bearings were replaced, but fortunately the pistons, rings and cylinder liners were undamaged.

Although changing the crankshaft entailed almost completely dismantling the engine, the timing case and oil pump could be handled as units and we had the engine re-assembled with new pump gears and brake-tested by Tuesday afternoon. We stuck it in the car that night and it went off to Tasmania on the Wednesday (to Longford)…’ Phil wrote.

(T Brandt)

Jim Clark and Jack saunter through the Sandown paddock. Not the greatest of weekends for either!

In Jim’s case the 2.5 litre Coventry Climax FPF engine in his Lotus 39- which had been the motor of choice in the Tasman series since its inception in 1964 was now being found wanting by the V8’s of BRM and Repco.

Clark returned the following year with Lotus having taken a leaf out of BRM’s book- their 1967 weapon was a 1.5 litre F1 Lotus 33 fitted with a 2 litre Coventry Climax FWMV V8, with which Jim took the 1967 title convincingly from BRM and Repco Brabham.

(T Brandt)

And again above…meanwhile below the boys are about to pop the car into the truck for the drive back to Richmond and overnight checks before the start of official practice.

‘The start’ of a rather fruitful partnership wouldn’t you say…

Credits…

Max Williams & Nigel Tait Collections, Tony Brandt, Ian Nicholls, sergent.com, ‘Phil Irving: An Autobiography’

(N Tait)

Finito…

‘Joisus Harry and the boys look after me pretty well’ is perhaps the thought going through Peter Brock’s mind…

Harry and the Boys are the Holden Dealer Team- Harry Firth, Ian Tate, Bruce Nowacki and others who built and prepared the various Holdens that Australian Touring Car Greats, Peter Brock and Colin Bond raced.

The Birrana 272 Ford ANF2 car Peter is looking after at Hume Weir in 1973 was a Father and Son operation between Geoff and Peter Brock.

This wasn’t new to the touring car ace mind you- the Austin A30 Holden Sports Sedan which thrust the lad from Diamond Creek to fame was run in just that manner but by 1973 he had been a works driver for four years with all of the cossetting- and expectations which goes with it.

Brock has that ‘where the hell is Tatey’ look about him!? Mind you, he may have just spotted a pretty young filly at the burger stand and doing that instantaneous, nano-second process of visual assesssment we all do.

This is another of my whacky-dacky articles in that it started as a mid-week quickie but grew like topsy into a feature as I chased a few tangents- so its not as cohesive as some of my efforts. Its a bit of this and a bit of that, without being a whole lot of any one thing! Bare with me all the same.

Chunky lines of the new Birrana 272 in the Victorian Trophy Sandown paddock. Single top link and radius rod and bottom lower wishbone, coil spring/damper front suspension. Note the ‘stay’ between the front and rear front suspension mounts on the tub (Kym)

I’ve written about this important car- ‘272-002’ and Brocky’s time with it before.

The car is significant in the pantheon of Birranas in that that it was the first monocoque chassis Tony Alcock and Malcolm Ramsay built, as well as the first of a very successful run of Formula 2 and Formula 3 cars constructed by Birrana between 1972 and 1974- noting that production spluttered along into 1978 with a couple of additional cars built in the interim.

In 1972-3 ‘272-002’ was raced by Ramsay, 1971 AF2 Champ Henk Woelders once, Leo Geoghegan and Brock before passing into Bernie Zampatti’s hands in Perth- he still has it, so rather a nice jigger to own in every respect.

Some of the additional photographs of the car were taken in the Sandown paddock during the weekend Malcolm Ramsay contested the ‘Victorian Trophy’ Gold Star round in April, i’m wondering if this was the car’s race debut? Frank Matich won the race in his Matich A50 Repco, with Ramsay seventh- FM took the Gold Star that year, his only Australian Drivers Championship in a couple of decades at the pointy end of Australian motor racing in both sports cars and single-seaters.

For most of the year Malcolm raced the car in South Australia and Victoria- in addition to the Gold Star round at Sandown there was a ‘Repco (fiftieth) Birthday Series’ of five rounds at Calder contested by F3, F2 and F5000 cars- won by Kevin Bartlett’s Lola T300 Chev

Tony Alcock built the first Birrana- the Formula Ford F71-1 initially raced by John Goss and then David Mingay in the garage behind his house in the Sydney suburbs. By the time the later F72 FF’s were constructed he was in partnership with Malcolm Ramsay back in his native Adelaide.

Ramsay had previously raced Elfins and Alcock worked for Garrie Cooper both before and after a sojurn to Europe working for McLaren, Cooper, Cosworth and others- both were mates of Garrie, so in a way it must have felt strange competing with the much respected outfit from Conmurra Road Edwardstown.

Ramsey- is that him sitting on the tub? and 272 at cold, windy Calder during 1972- possibly the August meeting (oldracephotos.com.au/Hammond)

Mind you, the story is that Malcolm approached Garrie to build him a car with some design features he wanted, the ever accommodating Cooper was fully committed with the build of the 620 and MR5 series of cars at the time so really didn’t have the capacity to do a ‘one off’. So Mal decided to do it himself and approached Tony who was at a loose end at the time.

Ramsey, Victorian Trophy meeting, Sandown. Note the injected Lotus-Ford twin cam and its metering unit and breathers on the roll bar. Box FT200, shocks I think Armstrong- half moon steering wheel a distinctive Birrana feature- Frank Matich the other proponent of those in Oz (Kym)

The 272 was an utterly conventional racing car of the period but what was different from the Elfin 600- which had pretty much ruled the small-bore racing car roost in Australia since its 1968 Singapore GP win with Cooper at the wheel, was that the Birrana had a monocoque chassis whereas the 600- a winner in FF, F3, F2 and ANF1 guises was a spaceframe.

The 272 was beautifully built and quick out of the box- its performance when driven by Malcolm and ‘Dame Nellie Melba’ Geoghegan when Leo- the 1970 Gold Star Champion returned from short-lived single-seater retirement to drive the car later in 1972- and Birrana Australian Formula 2 Championship wins in 1973 (273) and 1974 (274). For the record, Birrana national F2 titles were also taken by Geoff Brabham (274) in 1975 and Graeme Crawford (273) in 1976.

Leo first raced the 272 in the Hordern Trophy Gold Star round at Warwick Farm in November only completing 3 laps before having gear lever problems. He raced the car again in the final Repco Birthday Series round at Calder in December and was convinced of the Birrana’s potential so signed to drive one of two works ‘273’ cars- the other raced by Ramsay in 1973.

The 273 took Alcock’s concepts further, the 274 further again with sales and wins aplenty- the full history of Birrana is for another time.

Brock squirts his 272 around Calder in early 1973 (G Moulds)

At the end of the 1972 season Birrana sold the car to Brock- who made it available for Malcolm Ramsay to race in the opening round of the 1973 championship at Hume Weir whilst Peter attended to Holden Dealer Team commitments.

Malcolm handed the car to Leo who had broken valve spring problems with his 273 Hart motor throughout the weekend including raceday. Geoghegan took a great and somewhat lucky win from the rear of the grid when Tony Stewart’s leading 273 had overheating dramas and had to reduce his pace- the plucky, quick Victorian was second and Chas Talbot, Elfin 600E Ford third.

Tony Stewart’s 273 from Geoghegan in the 272 with an the Skelton Bowin P6 on the outside- and Clive Millis’ abandoned 600B on the inside of the corner. A shame Stewart ceased racing this car after so few meetings- very fast driver, with support from Paul England should have, and could have gone far (ACY)

 

Geoghegan on Hume Weir’s Pit Straight, Birrana 272 1973- race run in tricky conditions including some rain, tailor made for the experienced Leo (ACY)

Brock raced the 272 for several more meetings before he too acquired a 273. Brock’s too short single-seater/Birrana sojurn is told here; https://primotipo.com/2018/05/07/brocks-birrana/ , with some Birrana history here; https://primotipo.com/2016/04/29/birrana-cars-and-the-1973-singapore-gp/

The 272 had a locally built 1.6 litre Lotus-Ford injected twin-cam engine- the Hart 416B variant de-rigeur in Australia from 1973 when all of the top-guns used these motors excluding Peter Brock.

Hewlands ubiquitous 5 speed FT200 gearbox was specified with lower wishbone bottom, top link and radius rod suspension at the front and single upper link, two lower links and twin radius rods deployed at the rear. Roll bars were used of course with cast Birrana uprights, wheels and steering rack finishing off a very nice package.

Wide, shallow, very rigid monocoque chassis, Varley battery beside the gearbox, locally built twin-cam by Peter Nightingale fitted with Globe injection (Kym)

Tailpiece: ‘Formula Birrana’ Adelaide International 7 October 1973…

(ACY)

Geoghegan and Ramsay in works 273’s sandwich the #18 Bob and Marj Brown owned 273 driven by Enno Buesselmann at Adelaide International in 1973, this race was won by Enno after Leo suffered a puncture.

Evolution of the 272 to 273 clear in this shot inclusive of period-typical ‘Tyrrell type’ enveloping nose.

Marque experts rate the 273 the pick of the Birranas with the 274 said to be not really a quicker car- as proved by the pace of Buesselmann’s car when driven by Bob Muir for the Browns in 1974 fitted with 274 nose and rear wing.

Geoghegan crushed the opposition in 1973- demonstrating amazing reliability, he finished all seven of the championships rounds, winning six of them- one in the 272, the balance in his 273. In a busy season, Geoghegan and Ramsay also raced the cars in Asia- this tour is covered in one of the articles linked above.

Bob Skelton, Bowin P6 Ford-Hart from Peter Brock, Birrana 273 Ford, Oran Park 1973 (ACY)

Afterthoughts…

Bob Skelton and the Bowin P6.

An interesting thing looking back at this F2 season is the performance of 1972 ‘Formula Ford Driver to Europe’ (DTE) winner Bob Skelton and his spaceframe chassis Birrana P6 Ford-Hart.

He was, despite being a far less experienced open-wheeler pilot than Leo who had been racing Tasman 2.5’s since 1966, and was racing wings and slicks for the first time- right up Geoghegan’s clacker on raw pace if not finishing record that season in a brand new, unsorted car. Two second placings from four of the seven rounds he finished was his best.

Let’s look a bit closer in terms of raw speed- at Hume Weir both Leo and Bob didn’t record a time- Tony Stewart started from pole on 45.4 seconds with no race times disclosed.

At Oran Park Geoghegan was on pole 42.3 secs, with BS right behind him on 42.5, Brock 44.2.

At Amaroo LG pole 48.7, BS again in second slot with 48.9, PB on 51.9- the last round of the series Brock contested.

At Surfers the cars raced within the Gold Star Glynn Scott Memorial Trophy F5000 race- Skelton bagged the F2 ‘pole’ with 1:9.5 from Leo on 1:10.4 with BS a tenth quicker in the race- the first occasion that happened that season.

Kneeling John Joyce fettles Skelton’s P6 at the Hume Weir opening round (ACY)

 

Symmons Plains grid with Geoghegan and Skelton on the front row. Chris Farrell, Dolphin 732 Ford (Brabham BT36 copy) and Enno Buesselmann Birrana 273 on row 2 with the distinctive #62 black Bowin P6 Hart of Bruce Allison on the right- to the left is Ian Fergusson’s Bowin P3 Ford. The #3 white 273 is Don Eubergang in the ex-Tony Stewart ‘273-007’- then an assortment of Elfin 600’s and a couple of Cheetah Toyota F3’s towards the rear- a very young John Bowe is in one the 600’s (ACY)

From Queensland the circus moved down South to Symmons Plains in Tasmania where Leo put the championship beyond doubt- both did 55.7 secs in practice. Skelton didn’t contest the final rounds in Adelaide or at Calder.

The conclusions to be drawn from the above are firstly that Skelton was a very quick driver- no shit Sherlock- he had won the DTE in 1972 apart from demonstrable pace in the sports and touring cars from whence he came. On raw pace the Bowin P6 was the equal of the Birrana 273 despite being brand new and untested prior to the seasons outset- and in the hands of a ‘wings and slicks’ novice.

It is a great shame Skelton’s single-seater career ended at this point, he deserved another crack at F2 or elevation to the F5000 Big League.

Bob got the babes, or TAA ‘hosties’ air- hostesses as they were before the days of political correctness! Bob Skelton taking a Ford Falcon XA GT Amaroo Park lap of honour after wrapping up the 1972 DTE. Slumming it on Fairlanes are second placed John Leffler and third place-man Bob Beasley- all raced Bowin P4A’s (unattributed)

In fact Skello’s ‘P6-119-72’ was the very first P6 built by John Joyce, completed, according to Bowin records, on 8 September 1972.

After winning the DTE in his trusty P4 Bowin Skelton raced the P6 once or twice in Oz to Formula Ford specifications- the P6 was an FF/F3/F2/Formula Atlantic spec car, four of the latter were exported to Canada in 1973/5, before shipping it to the UK and contesting the Snetterton Formula Ford Festival or ‘World Championship’.

He raced in the UK together with fellow Australians Larry Perkins (1971 DTE winner), John Leffler (1973 DTE winner) Buzz Buzaglo and Peter Finlay- the latter duo were at the time living in the UK and were ‘jets’ in British/Euro Formula Ford. How the Aussies fared is covered in this feature on Buzz I did yonks ago;

https://primotipo.com/2014/07/08/buzz-buzaglo-australian-international-racing-driver-and-the-eternal-racing-story-of-talent-luck/

Bob Skelton and ‘P6-119-72′ in the Snetterton paddock in late 1973, variable rate rear suspension linkages clear, alongside is Larry Perkins’ equally new Elfin 620. Both cars successful Formula Fords models for their respective makers (unattributed)

After shipment of the P6 back to Sydney the Bowin lads removed all the Formula Ford clobber- ‘Kent’ 1600 motor, Mk9 Hewland, brakes, wheels etc and added Hart 416B, FT200, wheels and calipers and wings and the rest and had the car ready- just, for the first 1973 F2 round at Hume Weir.

Hey presto, now I’m an F2! ‘P6-119-72’ in F2 guise with a nice shot of Skletons trick, schmick alloy, short-stroke Hart 416B twin-cam, circuit unknown (MRA)

These days the beautiful, radical P6/P8 Bowins with their progressive or ‘variable rate’ suspension are somewhat maligned on social media- it really is time I attack Bowin as a subject and address the facts armed with statistics in relation to the P6/P8- favourite racing cars of mine!

The colour photo above is Skelton’s P6 in front of Brock’s 273 at Oran Park during the ANF2 Championship round on 5 August- Geoghegan won from Brock and Skelton. Peter’s second place was the best of his two 1973 championship appearances, the final one was at Amaroo Park, also in outer Sydney, a fortnight later where he was sixth.

After that Brock ceased racing the 273- as quickly as he started it- the lure of touring cars was too great, Holden weren’t happy for Brock to race a Ford engined car and no doubt the self-running nature of the program was no fun- and by then not what was required to win in F2.

Mark Fogarty quoted Brock as saying ‘Brock was disillusioned by the formula…in 1972 F2 meant a simple chassis and twin-cam engine, but in 1973 monocoque chassis and supertrick Hart motors were the rule if you wanted to be competitive’. ‘Brock, in between HDT commitments, struggled on…until it became apparent that he was banging his head against the wall without a Hart…’

PB was second in the ’73 Oran Park round, here in his new Birrana 273- unsponsored. Odd the lack of support for the 1972 Bathurst winner (ACY)

Peter Brock and single-seaters.

The opening photograph in this article aroused plenty of Facebook chatter about Brock’s prowess as an open-wheeler driver- the fact is of course we can never be definitive about Peter’s capabilities because he simply didn’t stick at it for long enough to make a determination.

He had good equipment in both the 272 and 273 chassis but the cars were not, as noted above, fitted with the Ford-Hart 416B engine. Good for about 205 bhp, these motors were 15-20 bhp, depending upon accounts, more powerful than the best of the local twin-cams.

Most of the quicks in 1973 had them including Geoghegan, Ramsay, Buesselmann, Stewart, Skelton and Bruce Allison (Bowin P6- a sixth and a fourth Bruce’s best in a car he loathed- the 274 he raced in 1974 was much more to his taste and his results reflected it!) Winter (Mildren Yellow Submarine).

What we do know is that Brock was quick in anything and everything- in machines as diverse as the Austin A30 Holden, Touring Cars of god knows how many number from Holden Monaro GTS350 to V8 Supercars, rally and rallycross cars, Bob Jane’s 600 bhp plus Chevy Monza Sports Sedan to the Group C Porsche 956 Prototype he shared with Larry Perkins at Silverstone and Le Mans in 1984. In all of these cars and disciplines Brock was a winner or at least very competitive.

By all accounts- and so many of us watched him for four decades, so we all have a view- Brock was a versatile, adaptable, mechanically sympathetic, consistently fast and aggressive but thoughtful, analytical racer of elite international level and standing.

That does not mean he would have been an ace in single-seaters, but on balance, my ‘I reckon’ is that he would have been at least the equal of the best Oz resident open-wheeler guys had he focused in part or exclusively in the rarefied end of the sport…

Let the debate begin!

Brock, in Birrana overalls bending Ian Tate’s ear (i think) at Calder in 1973 (unattributed)

Photo and other Credits…

Dean Oliver, Kym, Glenn Moulds, ACY- Australian Competition Yearbook, Mark Fogarty in Australian Motor Racing Annual, Racing Car News, oldracingcars.com

Etcetera…

Brian Hart and Hart engines article; https://primotipo.com/2016/10/21/hart-attack/

Brock, Birrana 272 Ford, Calder 1973 (AMRA)

Tailpiece 2…Leo G and Birrana the dominant 1973/4 F2 combo…

(AMY)

I’ve taken a few twists and turns in this article but let’s not lose track of Leo’s superb driving in 1973- Birrana gave him a brilliantly designed, built and prepared car in 1973 (and 1974) which he put to very good effect.

A shame was that he didn’t switch into an F5000 after his 1970 Gold Star win aboard a Lotus 59B Waggott- Lord knows we needed a few more cars on the grid, but it was great, having read so much about Leo before I first went to a race meeting, to be able too see so many of his F2 races in 1973 and 1974! He was ‘the goods’.

RIP Leo Geoghegan.

Finito…

 

 

Most Australian enthusiasts are aware of the Lex Davison, Stan Jones and Tony Gaze assault on the 1953 Monte Carlo Rally in the first Holden 48-215…

In doing some research on Tony Gaze recently I came upon this snippet from the great fighter ace in an Eoin Young interview published in the June 1997 issue of MotorSport- it made me smile given my abiding interest and respect for these three highly competitive racers, rivals and friends.

‘We had a good run.

Before the final test I think we were in sixth place and then we had an argument.

Stan wanted me to drive the final test because he felt I was better on ice than Lex (highly likely given the length of time TG lived in Europe compared to the other two), but Lex said he had put all the money into it and was determined to drive that final stage (which would have been exactly my view if in that position!)

That did it. Stan sulked.’

Gaze, Davison and Stan all smiles after the finish at Monaco (SMH)

‘He was navigating and I was braced in the back with the stopwatches. I suppose Stan might have been feeling car sick but he wouldn’t read out the markers and we finally came in 64th out of 100 finishers. It was probably a good thing because if we had done well they (the scrutineers) would have torn the car apart. On the way back we stopped off at Monza and our best lap average with three up and all of our luggage was 5 mph faster than a standard Holden’s top speed!’

GMH Australia were so delighted that they gave Stan and Lex a Holden each as a bonus but Gaze never received so much as a thank-you note.

The enterprise was an amazing one given the logistics of the time, the cost (4000 pounds- four times the cost of a new Holden then), lack of support from General Motors Holden and the lack of European rallying experience of the intrepid pilots whilst noting their stature as racing drivers.

Jones had never driven on the continent before. The February 1953 MotorSport reported the trio delighted the European press by saying that they had never seen snow before- whilst that may have been true  of Davison and Jones it would not have been the case for Gaze given his lengthy residence in the UK, a photo of him at Davos in Stewart Wilson’s biography of the man rather proves he was familiar with the white stuff!

Upon reflection, Jones grew up in Warrandyte and Lex lived at Lilydale, both places not too far from Mount Donna Buang where snow falls each year, so on balance we can conclude the above was PR bullshit!

Much was made at the time of the lack of rallying experience of all three but Davison and Jones had extensive trials experience- these events in an Australian context were typically of 100-200 miles duration, sometimes at night combining road navigation with sub-events which emphasised performance and car control.

In the all-rounder style of competition of the period keen racing types like Davison, Jones, Whiteford and Patterson contested trials, hillclimbs and circuit races. Indeed both Davison once, and Jones four times won the Light Car Club of Australia’s annual Cohen Trophy for best overall performance in the clubs trials.

‘Lex and Stan saw a lot of each other, since they were competing not only in the same trials but also the same hillclimbs and race meetings. The two were already great friends, and during 1952 this grew into an informal business relationship’ with Lex selling some cars through Stan’s car yards and splitting the profits with him Graham Howard wrote.

Peter Ward, friend and fettler of Lex’ cars engineered the two into sharing a Holden in the November 1952 Experts Trial, the pair finishing third with Ward navigating. Ward had proved the pair could co-exist in competition conditions- by mid 1952 Australian racer and AGP winner John Barraclough had secured two entries for the 1953 Monte- for himself and John Crouch and for Lex and Stan.

Tony, in the UK racing an Aston Martin DB3 that year, met Barraclough at London’s Steering Wheel Club and became the third member of the Lex/Stan crew. Gaze lodged all of the paperwork and later attended to getting the car through Customs.

Tony Gaze in his 2 litre F2/F1 ex-Moss HWM Alta during the 1952 German Grand Prix at the Nurburgring- Q14 and DNF gearbox on lap 6 in the race won by Alberto Ascari’s Ferrari 500. Ascari’s car was acquired by Tony in 1954 and raced successfully by both Gaze and then later Davison to two AGP wins. The car above is the HWM referred to later in the text- acquired by Lex and re-engined by his team in Templestowe to Jag XK120 ‘C Type’ spec it won the 1954 AGP and is still extant in Australia in sportscar form in the hands of the Hough family (LAT)

Graham Howard in Davison’s biography wrote that by the time the final decision was made to compete there were just two weeks before the car had to loaded aboard a freighter sailing from Port Melbourne on 25 November!

The intrepid Melbourne duo acquired a 1952 Holden 48-215 with 6000 miles on the clock which had been nicely run in by their friend and Repco Research boss Charlie Dean. Dean was a racer and engineer- the constructor of the Maybachs which Stan owned and raced but prepared by Repco. Dean was paid 550 pounds by each of   Lex and Stan for the car.

With no interest or support from GMH (who had a waiting list for the cars at the time) the car was stripped, rebuilt and repainted in Dean’s home garage in Kew- not too far from Stan’s Superior Motors and Lex’s Paragon Shoes businesses in Abbotsford and Collingwood respectively.

Charlie was the ‘industry link man’ ‘…calling in many favours from many corners of the Melbourne motorsport world and the broader motor industry. Via his contacts through Repco, not only with Holden but also with component suppliers…A lot of people put in a lot of work into the sprint to get the Holden ready ready for Monte-Carlo- after all it was a marvellous adventure. But much more than that, it was a consciously Australian expedition into international territory, in the 1950’s spirit of optimism and confidence which led thousands of Australians overseas in search of fame and fortune’ wrote Graham Howard providing broader context outside motor racing itself.

The Monte Holden getting plenty of attention from Port Melbourne’s ‘wharfies’ at Station Pier. That’s Charlie Dean removing the Victorian ‘plates from the boot lid (Davison)

Some modifications to the cars were allowed by the organisers.

A Buick speedo which read in kilometres was dropped into the Holden binnacle, a ten gallon fuel tank was added, two driving lights were mounted on the bonnet and recessed fog lamps into the front guards below the headlights.

A heater-demister and windscreen washer was installed with the washer reservoir located next to the exhaust to keep it warm. An emergency electric fuel pump was mounted on the bulkhead with a change-over switch on the dash.

A ‘rug rail’ which ran between the B-Pillars behind the front seat back provided useful chassis stiffening.

Dean’s knowledge of the 2.2 litre, OHV, cast iron Holden six was pretty good by that stage- he fitted stronger con-rods, bigger ex-Buick valves ‘and an inlet manifold which had been carefully sliced in half, internally enlarged, then welded back together and returned to standard external appearance’ which gave a useful boost in power if not, perhaps (sic) in accordance with the letter of the rules.

By the time all of the luggage, spares, men and clobber was loaded up the six-cylinder sedan weighed 8 hundred-weight more than the 20 hundred-weight of the standard car.

Lex’ pride in Australia was clear in his post-event Australian Motor Sports magazine article; ‘It was considered that this car had to be an example of Australian workmanship, that nothing should be skimped, and no short cuts taken, as one of the main reasons for our making this journey was to endeavour to show that industrially, Australia has come of age, that we have an engineering industry, quite a capable one, and that we are no longer a country of aborigines and back country sheep herders’.

‘A kangaroo with Australia printed underneath was painted on either side of the bonnet and the word ‘Australia’ was printed on the bootlid in gold, given the new Registered Australian Racing Colours of green and gold’.

On January 1 1953 the car landed in the UK, whilst on the other side of the world Lex rolled his Alfa P3 at Port Wakefield, South Australia after a tyre failed- Lex was ok, discharged from hospital whilst Stan winning three races on the day aboard Maybach 1. On January 7 they were enroute to the UK.

In the meantime Tony Gaze had borrowed a Holden used as a development car by Lucas in the UK to get the feel of it. He then tested the rally car when it arrived and was suitable impressed with its performance despite the added weight relative to the standard machine. He diagnosed a better heating system was needed for the rear passenger and windscreen, this work was done.

Start of the event outside the Royal Automobile Club of Scotland, Blythswood Square, Glasgow (AGR)

(AGR)

Competitors came from over 20 different countries- they could choose to start from different cities in Europe including Glasgow, Stockholm, Oslo, Monte Carlo itself, Munich, Palermo and Lisbon.

The Holden began the rally in Glasgow on 20 January 1953- Glasgow cars travelled the 2100 mile route to Monte Carlo via Wales, London, Lilles, Brussels, Amsterdam, Paris and Clermont Ferrand in The Alps.

The first 3 days were driven non-stop through thick fog. In the Alps on thee fourth night the crew ‘encountered a nightmare of falling snow and icy roads’, the Australians reported. MotorSport on the other hand described the conditions as generally kind.

Lex and Stan were completely unprepared for the driving conditions and soon the crew decided to abandon the sleeping roster to make use of Tony’s skill in fast driving in fog.

In any event only Lex could manage sleep on the back seat set up to allow someone to lie sideways.

As they encountered ice later in the journey ‘Lex was pleased with the handling of the Holden, and was confidently using the frozen snow on the outside of the corners to help the car around.’

During Stan’s stint in the ice, a truck they were overtaking veered out and hit the side of the car inches from Lex’ sleeping head but he continued in deep-sleep bliss.

The fog disappeared before dawn but still with plenty of ice about, the risk was a mistake close to the finish.

440 cars entered the event- of the 404 which started, 253 reached Monte Carlo without loss of points, including the Holden.

The event shot ‘everybody has seen’ but nobody knows where it is- intrigued to know the answer (Pinterest)

They drove unpenalised under the finish banner in Monaco and were’…escorted to a large marquee on the Boulevard where we were offered drinks, and we stood beside the sea-wall sipping brandy, blinking in the sun. We were terribly tired, and I noticed that Tony was fast asleep standing up leaning against the sea-wall’ Howard quoted Davison.

Then came an acceleration and braking test- with Stan at the wheel the car was equal 9th- with Stirling Moss in a Sunbeam Talbot. The quickest time was 21.9 seconds, the Holden Sedan showed good performance amongst the top group which comprised in order; an Allard, Porsche, Jaguar, Ford V8, Sunbeam Talbot, Riley and two more Jags.

Jones attacks the Monaco acceleration and braking test (Davison)

As a result of this test 98 cars qualified for a final, eliminating, regularity test- clearly this 46 mile run over the Col de Braus above Monaco was the event the subject of debate amongst the three racers.

Distances between the controls had been announced in advance- a set speed through the six controls was to be drawn early on the Sunday morning.

The experienced crews knew the regularity route the Australians did not, nor did they have a spare car as many others did to practise it. Late in the day they were able to do do one lap in a VW as passengers.

The troubles which Gaze reflected upon at the beginning of this piece were similar to those documented by Howard in Davison’s biography- ‘that Stan “went on strike”, and for at least part of the test could not be bothered calling out distances. It would have been a typically Stan Jones flare-up, gone as quickly as it arrived, because there were also sections of the test where Stan was sitting sideways and using his feet to hold Lex in place as the Holden hurried around the endless hairpin corners’.

By the end of the test the team were sure they had got several sections close to perfect and others very wrong.

The results were announced at 9 o’clock that night- 64th place, and much better than they had feared. The result was still admirable and polished both the reputations of the drivers and a car not exactly built with European conditions in mind.

(AGR)

The rally was won by the Maurice Gatsonides/Peter Worledge Ford Zephyr from the Ian and Pat Appleyard Jaguar Mk7 and Roger Marian/Jean Charmasson Panhard Dyna X86. Gatsonides had spent four weeks ‘holidays’ lapping the Col de Braus loop, in contrast to the Australians!

Picking up the speed of the Holden ‘People’ wrote ‘They had certainly not run out of steam, for immediately after the rally they took the Holden to Monza where its lap speed was 73 mph and its maximum 90 mph which was impressive as road tests of the day put the cars maximum at 81 mph…the checking from stem to stern that was carried out must have included some skilful tuning’.

Davison and his friends also visited Alfa Romeo whilst in Northern Italy ‘…where Guidotti, having many years before driven Lex’s Alfas, now drove the Holden. Bacciagaluppi, manager of the Monza motor racing circuit and one of Tony’s many European racing contacts, helped them to get the rally car onto the track, where, three up, they averaged a higher lap speed than the road-tested maximum for a standard Holden’.

(AGR)

They drove back through Switzerland to England, where Gaze shipped the car back to Australia with some of the spare parts for the ex-Moss/Gaze HWM Lex acquired prior to leaving Europe.

Davo put the HWM Jaguar to good use, winning the 1954 Australian Grand Prix in it at Southport on Queensland’s Gold Coast. It was the first of Davo’s AGP wins- his good mate Jones had the race ‘in the bag’ before catastrophic chassis failure (welds) pitched Stanley through the local topography at a million miles an hour- it was a very lucky escape for him which totally destroyed Maybach 2.

‘Autosport published two photographs of the Holden, one showing it looking immaculate in Monte Carlo after the event, and commented “The Holden, although not a prize winner, impressed everyone with its performance. It has distinct possibilities as a rally car”.

As Gaze commented early on, GMH invited Lex and Stan (later to become Holden dealers as ‘Monte Carlo Motors on the corner of Punt and Swan Street, Richmond, Melbourne) to a luncheon at Fsihermans Bend (Holden HQ) where they were each given a new Holden FJ and a cheque to cover some of their outgoings- with Tony apparently forgotten.

There was enormous local press both during and after the event with Lex also doing extensive speeches and presesntations about the adventure to car clubs but mainly community groups upon their return. It was a very big deal indeed.

The Monte Holden’s competitive life extended into 1953 when Lex and Diana Davison- DD a very capable and experienced racer herself contested ‘The Sun’ Four Day Rally out of Melbourne, Lex won outright defeating 122 other cars in a new Holden shared with Peter Ward and Diana was second in the womens section of the event in the Monte car she shared with Pat Wilson.

The Monte Holden was used in several trials by Lex and Peter Ward including one in mid 1953 when Lex slid off the a hillside and knocked over a telephone pole- damage was mitigated by the aged rotten nature of the obstacle!

(Davison)

Peter Ward later bought it and used it on the road. ‘It had some vertical cracks in the firewall which puzzled the Holden engineers, but it gave no trouble, Peter drove it for eighteen months before selling the well travelled car for 750 pounds- it cost him 500.

I wonder what became of this car which really should have found its way into a GMH Collection!?

The first of the Redex Round Australia Trials commenced in 1953- a story for another time, no doubt Holden’s confidence in going into these events ‘boots and all’ was as a consequence of the trail-blazers- Davison, Jones and Gaze.

Etcetera…

Article on the Holden 48-215; https://primotipo.com/2018/12/06/general-motors-holden-formative/

(AGR)

Davo on the Monaco quayside. Without his drive and entrepreneurial skill, not to say resources, the assault would not have taken place- not that the other two fellas involved were exactly skint.

(AGR)

Tony Gaze would have been razor sharp in 1953- he raced his HWM Alta in both championship and non-championship events throughout Europe in 1952, his primary program in 1953 aboard an Aston DB3 sportscar. He started racing the Ferrari 500/625 so important in his and Lex’ career in 1954.

(AGR)

Credits…

‘Lex Davison: Larger Than Life’ Graham Howard, ‘Almost Unknown: Tony Gaze’ Stewart Wilson, ‘Me and My Holden: A Nostalgia Trip With The Early Holdens’ Don Loffler, ‘GMH People’, ‘AGR’- anygivenreason.com for many of the images, Pinterest, ‘SMH’ Sydney Morning Herald

Tailpiece: Port Melbourne to Monaco- after the finish…

(AGR)

Finito…

 

(Dallinger)

C Williamson, Chrysler leads G Winton’s AC and L Evans’ Vauxhall during the early laps of the Interstate Grand Prix, Wirlinga Road Circuit, Albury, New South Wales, 19 March 1938…

Australia Day, 26 February 1938 marked 150 years since the arrival of Governor Phillip and the First Fleet- the sesquicentenary of European settlement of Australia- ignoring the 60,000 years or thereabouts the continent has been occupied by the indigenous people of the Great Brown Land.

Official celebrations throughout the country took place between 26 February and 25 April- in Albury they occurred from 12 – 19 March and comprised an athletic and cycling day on the Saturday including the Albury Gift professional sprint race, the Albury Gun Club Championship, a swimming carnival and extended to the finale on Saturday 19 March, the ‘Interstate Grand Prix’, a 150 mile (148.5 mile) handicap event for cars ‘regardless of engine capacity’.

The lack of an engine capacity limit may seem not particularly notable, but the Phillip Island 1928 to 1935 ‘AGP’s had all been for cars of less than 2 litres in capacity whereas the December 1936 South Australian Centenary GP, later appropriated as an AGP, run at Victor Harbor was raced to what was effectively Formula Libre. Their was no AGP run in 1937 despite attempts to appropriate the the December 1936 event as ‘the 1937 AGP’ in the decades following.

What the South Australians did, or more specifically the event organisers, the Sporting Car Club of South Australia, was to create Formula Libre as the class to which the AGP was run up to and including the 1963 event- when the Tasman 2.5 Formula succeeded it.

The officials in Albury, Albury/Wodonga being the twin Murray River border towns of New South Wales and Victoria involved the Melbourne based Victorian Sporting Car Club to organise the motor-racing aspects of the celebrations.

After considering various alternatives a track of 4.25 miles long was chosen by the local council and VSCC around the roads of Wirlinga, now an Albury suburb, but then 4.5 miles from Albury’s business centre.

Christened the ‘Wirlinga Circuit’ it ’embraced a 1.25 mile section of the Old Sydney Road to the north-east of Albury, a ’55 chain’ section of the Livingston-Thurgoona Road and more than a mile of Orphanage Road’.

This course is variously described in the newspaper accounts of the day ‘as having a good surface, the majority bitumen, and the remainder buck-shot gravel which is practically dust proof’ or ‘…half the course is macadam (broken stone of even size bound by tar or bitumen) and the other half gravel, it is being specially treated with calcium chloride to make it as free as possible of dust’.

Another report described ‘The roughly rectangular course, which starts on the Hume Weir road has one straight of about 1.9 miles, another of a half a mile and a long sweeping curve of 2.1 miles in length’. By the time of the Albury Gold Cup meeting at Wirlinga in July 1939 the entire course was bitumen surfaced.

‘This course is claimed to be one of the finest and fastest tracks in Australia’ the Melbourne Age recorded, clearly that fellow had not been to Lobethal or Mount Panorama at that point of his motor racing research/reportage!

Look closely at the circuit layout and you can see the different start/finish lines in 1938 and 1939/40. The road on the right is Bowna Road, now called Table Top Road ‘..which was part of the Hume Highway prior to the construction of Hume Weir- it saw dozens of cars attempting the Sydney-Melbourne record during ther twenties’ wrote Ray Bell. The road at the bottom of the photo is a stretch of the Riverina Highway. The other long stretch on the left of the map which leads north is called Orphanage Lane, which is no longer driveable (ozpata)

In 1938 the only Australian race tracks which were bitumen or tar were some of the ‘Round the Houses’ tracks in many country towns of Western Australia and Lobethal in the Adelaide Hills. Phillip Island, the site of the early AGP’s, Victor Harbor, which held the December 26 1936 South Australian Centenary Grand Prix, and Mount Panorama, Bathurst, which held its first race meeting at Easter in 1938- all had loose gravel surfaces.

So Wirlinga, with a mix of sealed and unsealed surfaces would present challenges to the drivers- many of whom were unfamiliar with a solid surface like bitumen with the exception of those who had raced on the Maroubra concrete bowl or the opening January 1938 Lobethal meeting several months before. Such drivers included Hope Bartlett, Bob Lea-Wright, Colin Dunne, Jim Boughton, Alf Barrett, Tim Joshua, Harry Beith, Arthur Beasley and A Aitken and perhaps one or two others.

Fred Foss and passenger negotiate the loose gravel Forrest’ Elbow, Bathurst during the Easter 1938 AGP, DNF in his Ford V8 Spl 3.6. No doubt winner Peter Whitehead had a very exciting ride in his supercharged ERA B Type (NMRM)

As the big weekend approached the Victorian Sporting Car Club ran a rally to Albury on the weekend of the 5th and 6th of March in which the clubs office-bearers, together with competitors and their friends journeyed the 325 Km up the Hume Highway to inspect the course- ‘which the club found had undergone considerable improvement. The bends of the track will need more attention and this will be given as suggested by officials’.

A meeting of competitors, mechanics and club officials was held in the VSCC’s clubrooms at 395 Elizabeth Street, Melbourne on Thursday 17 March at 5pm before the ‘circus’ left town for Albury/Wodonga, no doubt plenty of eager competitors were already in the border towns by the time this meeting took place.

Practice was to be held on the day before the race from 7 am with entry prices set at 2 shillings and a similar amount charged for a seat in the ‘huge grandstand’ (of which I cannot find a picture). Prize money totalled 300 pounds- 100 pounds was for the winner, the balance was paid down to eighth place.

Whilst the important track logistics were taking place in the lead up months to the meeting, the Victorian Sporting Car Club set about getting as healthy a national entry of cars as was possible for the blue-riband event. Whilst a good field of cars was entered, perhaps the proximity of the 18 April Easter Bathurst AGP to Wirlinga was a barrier to some competitors racing for fear of damaging their mount before the Mount Panorama meeting.

Many of the fast guys of the period entered, perhaps the ‘headline act’ was British mystery man, racer throughout Australia in 1938/9 and MI5 spy Allan Sinclair in a supercharged 1100cc Alta. This car was a fizzer at Lobethal in January with a better showing expected- but not delivered in Albury, or pretty much anywhere else he raced with the exception of Rob Roy Hillclimb in Victoria.

Maroubra Speedway Ace Hope Bartlett entered an MG Q Type, 1934 Australian Grand Prix winner Bob Lea-Wright- and then current VSCC President raced a Terraplane 8 Special with Frank Kleinig certain to be a front-runner in Bill MacIntyre’s Hudson 8 Special. Both these cars were powered by modified variants of side-valve straight-eights manufactured by the US Hudson/Terraplane companies.

Its interesting to look at Kleinig’s car as it was at Wirlinga and the huge amount of work it took to to turn it into an ‘outright racer’ by the time of the 1939 AGP at Lobethal less than twelve months hence.

Alf Barrett, Morris Cowley Spl, crowd close to the unguarded circuit edge (Dallinger)

Alf Barrett was entered in his Morris Cowley Spl but very shortly thereafter acquired an Alfa Romeo Monza, and it was his performances with that car which shot him to fame- by the time of the January 1939 AGP he was pretty much ‘the man’ despite one or two others racing faster cars such as Jack Saywell, Alfa Tipo B/P3.

(Dallinger)

Tim Joshua’s unique single-seater, supercharged four-cylinder Gough powered Frazer Nash cannot have been in the country too long with the Bryant & Mays Matches family member a guy who always drove well.

This huge factory complex (hard to believe how big a factory it was/is just to make matches) off Church Street Richmond, Melbourne is well known to locals in restored form and was unfortunately the property redevelopment which all but financially destroyed Porsche Cars Australia’s Alan Hamilton in the late eighties.

It wasn’t the ‘Nash first meeting though, he raced it in the SA GP at Lobethal in January. The car, number #3 above is in the Wirlinga paddock alongside Hope Bartlett’s MG Q Type and the Jack Phillips/Ted Parsons #6 victorious 1934 Ford V8 Spl.

Other cars of note are perhaps the D Souter MG P Type driven by Colin Dunne who was fresh from a great win in his own MG K3 in the Junior Grand Prix at Lobethal. No doubt Dunne took this drive to preserve his own K3 for the forthcoming AGP. Others were Jack O’Dea, MG P Type, Jim Boughton in a Morgan 4/4 Coventry Climax and Barney Dentry’s Riley Spl.

Jim or ‘Jack’ Boughton, Morgan 4/4 Coventry Climax 1100 with the long arm of the law behind- by the time of the ’39 AGP at Lobethal this car was a single-seater- and still is. Orphanage Road corner- this stretch of road no longer exists (Dallinger)

Of an entry list of 25 racers, thirteen or thereabouts are ‘factory cars’ with the balance Australian Specials- these cars would increasingly form the most significant numbers on our grids until the dawn of the fifties when the end of Australian Grands Prix run to handicap rules forced those after victory to acquire a car which could do just that on an outright basis!

(B King)

Sesquicentenary festivities in Albury were well underway by the time the Governor of Victoria, Lord Wakehurst alighted the train from Melbourne and performed the formal opening ceremony for the week on Tuesday 15 March in the Albury Botanical Gardens.

On raceday, Saturday 19 March, some 6,000 to 10,000 spectators attended the meeting from towns far and wide across South Australia, New South Wales and Victoria- good train access allowed the punters to make the long distance trip from the major population centres of Sydney and Melbourne relatively easily.

Albury Banner and Wodonga Express, 25 March 1938

Jack Phillips won the race (below) driving his 3.6 litre Ford V8 Special from George Bonser’s Terraplane 8 Spl and Les Burrows aboard a similar Terraplane 8 Spl.

Phillips, accompanied by his business partner and co-owner of the car, Ted Parsons, covered the 150 miles in 2 hours 13 minutes and 15 seconds, an average of about 67 mph.

The two friends were partners in a Ford sales and service agency in Wangaratta, a major centre of agriculture to the south-west of Albury in Victoria, it was very much a hometown win all the same.

Hats in the air and general body language of the crowd suggests this is the last lap for the victorious Ford mounted locals (Dallinger)

So successful was the meeting that the ‘Albury Banner and Wodonga Express’ correctly predicted that the race would become an annual event- for a while at least until the outbreak of war.

Unfortunately the only scratching from the event was Allan Sinclair in his Alta with gearbox failure, the unreliability of this car was to be one of its hallmarks in his hands.

Phillips was the only driver to have a trouble free run, and when other competitors either dropped out or made multiple pit stops he was able to take the lead on lap 23 of the 33 laps.

At that stage McDonald, Standard Spl was in front but he had mechanical problems and withdrew. Early DNF’s were Evans having completed only 2 laps- and Kleinig’s Hudson Spl, Bartlett MG Q Type, Beith Terraplane, Lea-Wright Terraplane, Wrigley MG Magnette, Boughton Morgan, Aitken Riley, Dunne MG P Type, Barrett Morris Cowley Spl.

Frank Kleinig’s Hudson effectively became the scratch-man with Sinclair’s withdrawal and was rightly regarded as one of the favourites for victory. The press-on Sydneysider recorded the fastest lap of the 4.25 mile track with a 3 minute 26 seconds time but the Hudson had trouble early on and after multiple pit-stops he called it quits on lap 10.

Frank Kleinig Hudson 8 Spl 4.2 rounds up the KR McDonald Standard Spl (Dallinger_

 

Jack O’Dea’s MG P Type leads the Riley of A Aitken, that car sold to him by Allan Sinclair from amongst the six or so cars he brought with him to Australia in late 1937 (Dallinger)

Barney Dentry, Riley Spl winner of the 50 Miles Race at Cowes in November, was well up until he too pitted for repairs to his Riley. Dentry provided one of the thills of the race when he challenged Arthur Beasley’s Singer on the Main Straight and passed him for fifth place only 150 yards from the end of the race.

Plenty of excitement was provided by the crowd ‘the largest that has yet assembled at a sporting event in Albury’.

‘Close on 6,000 people thronged the huge grandstand and on either side of the road near the finish line. The crowd got out of control when the last stages of the race were being completed. Despite the repeated entreaties to refrain from crossing over the road, people surged from one side to the other in droves, right in front of fast moving cars. However there were no accidents’ the Albury Banner reported.

George Bonser’s Terraplane Spl 3.5 at speed with spectators rather close to the tracks edge (Dallinger)

 

Harry-flatters in top gear, which Wirlinga Straight I wonder? (Dallinger)

The winning Phillips/Parsons Ford, a 1934 model, was modified in the manner typical of the day.

The 4 litre Ford flathead V8 was fitted with dual carburettors sitting atop an aluminium inlet manifold, a Winfield camshaft, an enlarged sump, oil cooler and double radiators were incorporated. A contemporary report says that ‘Phillips had a remarkable run of good luck in this race compared with other events he competed in’.

Clearly the two boys from Wangaratta were entering a purple patch with the car because they soon thereafter had a great run of results.

After Wirlinga the intrepid duo towed the Ford to Bathurst at Easter where they were sixth in the 1938 AGP won by Peter Whitehead’s ERA- and then third in the January 1939 AGP at Lobethal, that race won in brilliant style by Perth’s Allan Tomlinson in an MG TA Spl s/c.

Returning home they ‘doubled up’ and won the 1939 Albury Gold Cup at Wirlinga in July, they didn’t take the win in the 1940 event, the last motor race held at Wirlinga. Back across the border to Lobethal they won the 1940 South Australian 100, and that was pretty much it until the end of hostilities, Patriotic GP at Applecross in Perth held on 11 November 1940 duly noted.

Jack Phillips and Ted Parsons aboard their Ford V8 Spl at Lobethal in the Adelaide Hills during their successful run, 1939 AGP (N Howard)

Whilst much is rightfully made of Doug Whiteford’s Ford V8 Spl, ‘Black Bess’, its best results were still to come, perhaps this is the most successful Ford V8 Spl pre-War? After the conflict the beast was sold twice, then crashed and written off in the late forties- a lovely replica built by Ted Parson’s grandson in recent times will have been seen by some of you.

Phillips, in covering the 150 miles in 2:13.15 also did the fastest time of the race, his average time for each lap was 3:50 compared to Kleinig’s fastest lap of 3:43. At an average speed of 67-69 mph Phillips was about a lap ahead of Bonser’s Terraplane who was a similar distance ahead of Les Burrows Terraplane. Then followed George Winton AC, Dentry’s Riley, the Beasley Singer, Williamson’s Chrysler and O’Dea’s MG P Type.

The teams prize went to Burrows, Bonser and Kleinig.

Phillips, Parsons aboard the winning Wirlinga car, I wonder who built the body, quality of workmanship and finish high (Dallinger)

Etcetera…

(Tim Hocking via R Bell)

Pit and paddock scene from the final Wirlinga meeting over the Kings Birthday weekend, 10 June 1940.

The Interstate Gold Cup was won by Harry James’ Terraplane with the lap record for all time as it turned out, set by Alf Barrett’s Alfa Romeo Monza at 89 mph.

I wonder if that is Barrett’s Monza to the left of Jack Phillip’s Ford Special #5 in the photo above?

(Dallinger)

Alf Barrett applies a touch of the opposites to the wheel of his Morris Cowley Spl- the power of the supercharged GP Alfa which replaced this machine, capable of a 90 mph top speed, must have been considerable, not to say every other aspect of the cars performance!

(Dallinger)

Raced in a couple of AGP’s in Colin Anderson’s hands- he raced the car at Bathurst in April to 12th place whilst Barrett’s Lombard AL3 retired after completing only 3 laps, I’m not sure what became of this highly developed 1.7 litre attractive Morris or who built it in Melbourne.

(Dallinger)

Jack O’Dea’s beautiful MG P Type in profile. Some modern online accounts have Les Murphy driving the car at this meeting but neither the entry list or race accounts i have seen make mention of the AGP winner at the wheel.

(Dallinger)

The K McDonald ‘Flying Standard Spl’ is not a car I know anything about, I am intrigued to understand who built it and it’s specifications if any of you can oblige.

(Dallinger)

Jack O’Dea’s MG P type leading the scrapping duo of Colin Dunne in Souter’s MG P and George Bonser’s Terraplane Spl.

Photo and other Credits…

‘Foto Supplies’ Albury Flickr Archive- photographer John J Dallinger, we salute you

Bob King Collection, N Howard, National Motor Racing Museum, Tim Hocking, ozpata

Melbourne Age 10/2/1938, Albury Banner and Wodonga Express 11/3 and 25/3/38, Melbourne Herald 15/3/38, Sporting Globe 15/1/38

Ray Bell and John Medley on The Nostalgia Forum

Tailpiece: When men were men…

(Dallinger)

Jack Phillips with kidney belt to keep his gizzards under control with helmet wearing Ted Parsons alongside- who is the dude on the left I wonder?

Finito…

(K Devine)

Three men and a car- the 1962 Australian Grand Prix winning Cooper mind you…

Eoin Young, journalist and author of considerable renown, Wally Willmott, mechanic of similar standing, the incomparable Bruce McLaren and Cooper T62 Climax at Styles Garage on the corner of Sussex Street and the Albany Highway, Victoria Park, Perth during the 18 November weekend. The Austin has a 15 kilometre tow from this inner south-eastern Perth suburb to Caversham now also a Perth suburb in the Swan Valley.

All so simple isn’t it, three blokes and a car?! And they won the race- with a little bit of luck thanks to Jack Brabham’s late race collision with Arnold Glass, but that in no way diminishes the achievement.

I wrote about this race and somewhat tragic car a while back; https://primotipo.com/2016/05/20/bruce-lex-and-rockys-cooper-t62-climax/

Here are a few more brilliant photographs from Ken Devine’s Collection of that weekend- I was going to retro-fit them into the old article but it seems better to let the photos ‘shine on their own’ so here they are with a few supporting notes.

(K Devine)

David McKay and Jack Brabham chewing the fat- don’t they look like youngsters?!

McKay didn’t race that weekend but was scooping up information for his newspaper and magazine reports of the race. Morover he was spinning Jack a line about how long-in-the-tooth his Cooper was and how much he would like to buy Jack’s brand-spankers BT4 Climax- a feat he would accomplish! The BT4 was in essence an FPF engined BT3- Tauranac’s first, 1962 F1 car.

Jack raced the car in New Zealand (a win at Levin) with David racing it in the Australian events- Graham Hill took the wheel in the 1964 Tasman Series achieving one win at Longford.

(K Devine)

Lex Davison looking stern as he motors past at some clip in his T53 Cooper- like McKay he was after a new car too- at the end of the summer Bruce’s T62 was his, a car around which a good deal of tragedy occurred. Lex was classified 8th from grid 4 but only completed 46 of the races 60 lap, 101 mile distance.

(K Devine)

Bib Stillwell must have been flogging quite a few Holdens from his Cotham Road, Kew, Melbourne dealership by then- he really went about his motor racing in a thoroughly professional manner.

To me he was slow to peak having started racing just after the war, but man, when he did he was an awesome racer taking four Gold Stars on the trot from 1962 to 1965- he had his tail up on this weekend as he had just taken his first Gold Star in this Cooper T53 Climax with wins in two of the six GS championship rounds.

Its interesting to look at Stillwell’s results that year- he had an absolute cracker of a season inclusive of the internationals when the big-hitters were about. His record is as follows; Warwick Farm 100 3rd, Celebrities Scratch Race Lakeside 1st, Lakeside International 2nd, Victorian Trophy Calder 1st, South Pacific Championship Longford 3rd, Bathurst 100 1st, Racing Feature Race Calder 1st, Victorian Road Race Championship Sandown 2nd, Advertiser Trophy Mallala 1st, Hordern Trophy Warwick Farm 1st, AGP Caversham 3rd- it was a year of amazing speed and reliability, the teams only DNF was at the Sandown International (engine) the only other ‘non-event’ was a DNA at Lowood- by early June Bib no doubt figured the long tow to Queensland from Melbourne was a waste of money.

Click here for Bib’s time in Intercontinental Brabhams; https://primotipo.com/2018/07/20/matich-stillwell-brabhams-warwick-farm-sydney-december-1963/

At Caversham Stillwell was third on the grid behind McLaren 1:19.6 and Brabham 1:20.1, Bib’s 1:20.3 was pacey- he finished third, 47 seconds adrift of McLaren and 5 seconds behind John Youl in a Cooper T55.

(K Devine)

Lets not forget the Cooper Monaco either- a car I wrote about a while back and which received the ex-Scarab Buick-Traco V8 a little later in its life- the motor which was in the engine nacelle of Arnold Glass’ BRM P48 (#7 below) this very weekend.

The story of Bib’s Cooper Monaco is here; https://primotipo.com/2015/03/10/bib-stillwell-cooper-t49-monaco-warwick-farm-sydney-december-1961/

(D Van Dal-K Devine)

The cut and thrust between Brabham and McLaren went on for over forty laps- Jack saw an opportunity when Bruce ran wide lapping Arnold- Jack focussed on Bruce, Arnold on taking his line for the next corner, a collision the result. Jack was out on lap 50 whereas Arnold survived to finish in fifth place from grid 7.

The story of the BRM P48 is here; https://primotipo.com/2018/03/16/bourne-to-ballarat-brm-p48-part-2/

(K Devine)

Jack and Roy fettle the 2.5 litre Climax engine lent to them by Bruce McLaren, Jack having popped his 2.7 ‘Indy’ FF in practice.

The Brabham BT4 was the first in a long line of ‘Intercontinental’ chassis built by the Tauranac/Brabham combination all of which (BT4/7A/11A) won a lot of motor races in this part of the world.

Paragons of practical, chuckable virtue the cars won races in the hands of World Champions Hill, Stewart and Brabham as well as championship winners in domestic competition for the likes of Stillwell, Spencer Martin and Kevin Bartlett (whilst noting the latter’s Gold Star success was aboard a BT23D Alfa Romeo.

(K Devine)

 

(K Devine)

Plenty of hopefuls entered the meeting not least Jim Harwood in the ex-Whitehead/Cobden Ferrari 125 which by then was fitted with a small-block 283 cid Chev V8.

His times were too far behind the modern mid-enginer racers of the top-liners so he elected not to start- with 1962 still just into the period of Austraian motor racing where everybody could have a go with a high-born special such as this ex-GP 1950 Ferrari.

The car is notable for the fact that it was one of Tom Wheatcroft’s first Donington Collection acquisitions.

(K Devine)

 

(K Devine)

Brabham, Stillwell and McLaren from left to right at the drop of the starters flag. Brabham BT4, Cooper T53 and Cooper T62 respectively. On the second row its John Youl at left, Cooper T55 and Lex Davison’s red T53 alongside him. In the dark helmet on the row behind is the red with white striped BRM P48 Buick of Arnold Glass and at very far left is Jeff Dunkerton’s Lotus Super 7 Ford 1.5- to the right of the Lotus is the red front-engined #14 Cooper T20 Holden Repco of Syd Negus.

(K Devine)

Whilst ten starters is not a big grid, Dunkerton’s achievement in finishing ninth in the little Lotus 7 was an amazing one- the last placing ever gained by a sportscar in an AGP.

(K Devine)

Bill Patterson was the reigning 1961 Gold Star Champions but his old Cooper T51 was never going to be a competitive tool going into that year with plenty of more modern well-driven machines on Australian grids.

In reality Patto was easing himself slowly out of racing as a driver albeit he would remain involved as a sponsor/entrant in the next couple of decades. He started from grid 6 and finished fourth albeit three laps behind McLaren.

Bill Patterson’s story; https://primotipo.com/2017/02/02/patto-and-his-coopers/

(K Devine)

John Youl is another driver I’ve waxed lyrical about in the past- its a shame commitments running the family pastoral properties in northern Tasmania took him away from motor racing. Youl’s ex-works Cooper T55 was beautifully prepared by Geoff Smedley and pedalled very quickly by John in the 1963 Internationals. It would have been very interesting to see just how far he would have progressed up the elite level totem-pole had he stuck with his racing career.

Click here; https://primotipo.com/2017/09/08/bay-of-plenty-road-race-and-the-frank-matich-lotus-19s/

(K Devine)

Bruce on the way to a Caversham win, Cooper T62 from Youl, Stillwell, Patterson and Glass. Bruce McLaren Motor Racing had rather a bright future.

Credit…

Ken Devine Collection

Tailpiece: McLaren takes the flag…

(K Devine)

Is it Jack in the blue driving suit obscuring the man with the flag?

Bruce won two AGP’s, the other aboard his self designed and built- with Wally Willmott, Cooper T79 at Longford in 1965.

Both were great wins after a long tussles with Jack Brabham- at Caversham Arnold Glass ruined the fun when he mistakenly put Jack off the road and at Longford he won by a smidge under four seconds from the Aussie’s Brabham BT11A Climax and Phil Hill’s Cooper T70 Climax. It was a great day for the Bruce McLaren Motor Racing as Phil drove a terrific race- in the American’s opinion one of his best in the T70, another car built by Bruce. (McLaren’s winning T79 was an updated T70)

Longford joy was tempered considerably by the death of Rocky Tresise early in the race aboard the very same Cooper T62 in which Bruce won at Caversham in 1962…

Finito…

Pete Makeham and the King Alfa Spyder at Reims (B King)

‘What you can do with a dodgy camera…

The story really begins in May 1965 in Aden in the Federation of South Arabia (now Yemen) where the ship on which I was travelling as the ships doctor made its first landfall after leaving Australian several weeks earlier.

Aden, then as now, was a hell-hole, but I was advised by the experienced ship’s crew that there were bargains to be had. Hence the cheap, and supposedly new, Practica IVb SLR camera- ‘state of the art’. But something was seriously wrong; was it a reject that found its way to Aden? Anyway, its deficiencies are my excuse for the poor quality of the photographs accompanying this article.

After two European Tours in a VW and then a Minivan, it was time for better things- or at least my future wife thought so- and bought a three year old Alfa Romeo Giulia Spyder 1600. My late lamented friend Pater Makeham and I set off with our first destination being Reims for the Grand Prix de l’ACF. The Alfa gremlins set in early, and with no generator charge, our arrival in the Oort of Dover was lit by the equivalent of two candles.

We camped that night outside Reims on the top of a hill and were able to roll-start the car. It was a Saturday morning and as we approached Reims we had no idea how we would resolve our problem- then suddenly we were confronted by a large Alfa Romeo badge  hanging in the centre of the street- a quick left turn and we were in a large Alfa workshop. In our best French we said ‘dynamo-kaput’ which was sufficient to gain the necessary attention.’

Lorenzo Bandini’s Ferrari 312 being attended to in the Alfa Romeo dealership, Reims (B King)

 

#22 is Mike Parkes’ 312- World Champions in 1966 almost certainly had the kept Surtees within the Scuderia Ferrari, ‘Ifs, Buts and Maybes’ don’t count however (B King)

‘We then noticed that half the workshop was devoted to the Ferrari Formula 1 Team. Hence the grainy images with the Practica. While the GP cars sat idle, it seemed that the whole Ferrari team were devoting their attention to designer Mauro Forghieri’s road car- I think it was a just released 330GTC. With much revving, Mauro would take of around the block, only to arrive back with the car misfiring. About six red-suited mechanics would put their heads under the bonnet and the procedure would be repeated.’

King’s Alfa outside the Champagne cellars in 1966 (B King)

‘I think our problem was resolved before Mauro’s and we were able to depart for a tour of the Champagne cellars. Perhaps if the team had devoted more time to the racing cars, Lorenzo Bandini might not have surrendered his lead to Jack Brabham because of a failed throttle cable!’

Lorenzo Bandini seeks to sort his throttle linkage problem after completing 32 laps- he led the race from Brabham and Parkes to this point (unattributed)

‘What a day it was to go to the races with Jack and Denny first and second in in the F2 support race in Brabham Hondas, and Jack winning the race in the ‘All Australian Repco Brabham’ designed by Ron Tauranac.

We were on the outside of the track at ‘Calvaire’, the fast bend at the end of Pit Straight and Jack was the only driver taking that corner at full noise. This was the last GP to be held at that wonderful circuit.’

 

 

 

 

 

 

 

Toto Roche drops the flag and makes his famous leap out of the way, Mike Parkes and Lorenzo Bandini in Ferrari 312’s sandwich the just departed John Surtees in a Cooper T81 Maserati. That’s Jochen Rindt’s Cooper on row two.

(unattributed)

Brabham speeds to victory in his Brabham BT19 Repco, his championship steed throughout 1966- famously the first driver to win a GP in a car of his own design and manufacture- noting the contribution of Ron Tauranac, Motor Racing Developments and Repco Brabham Engines in relation thereto!

Roche, below, flag in hand, pushes the winning car whilst Brabham acknowledges the plaudits of the knowledgeable French crowd. Mike Parkes’ Ferrari 312 was second, Denny third in a Brabham BT20 Repco and Jochen Rindt, Cooper T81 Maserati, fourth.

(unattributed)

‘I was able to buy the Alfa from the proceeds of working 110 hour shifts at Manchester Royal Infirmary. Another benefit of MRI was having access to the Nurses Home, housing many hundred nurses and from where I found my wife to be.

I also enjoyed our proximity to Oulton Park- where I was a regular attendee from 1965-1968. My photos with the Practica were improving; I found the light meter gave more accurate readings if I pointed it to the ground.’

Cor! says the young motor cyclist with the camera. Brabham’s BT20 Repco with new ‘740 Series’ Repco 3 litre V8 making its first race appearance. Brabham’s definitive 1967 chassis, Tauranac’s brand new BT24 is still several races away. Oulton Park 1967- ripper shot just oozes atmosphere of the (chilly) day (B King)

Daily Express Spring Cup, Oulton Park 15 April 1967…

The first European F1 race of 1967 was the ‘Race of Champions’ at Brands Hatch in early March, the race was won by Dan Gurney’s Eagle Mk1 Weslake from Lorenzo Bandini and Jo Siffert in Ferrari 312 and Cooper T81 Maserati respectively. Dan took wins in both of the two heats and the final, wonderful stuff and unfortunately a race which somewhat flattered to deceive.

The last chance for the teams to race test their cars before the European season championship opener at Monaco in May was the Spring Cup at Oulton, where Bob’s photos were taken.

Tony Rudd fusses over his complex and superb, BRM P83 H16. The engine’s only championship win was Clark’s Lotus 43 victory at Watkins Glen in late 1966 (B King)

 

Bruce McLaren sits on his Rover 3500 whilst the boys fettle his F2 based GP McLaren M4B BRM 2 litre V8, by the years end he was using the BRM P101 V12 but his saviour was the Ford DFV which was available to teams other than Lotus from 1968 (B King)

Jackie Stewart popped the BRM P83 H16 on pole from Denny Hulme and John Surtees- in Brabham BT20 Repco and Honda RA273. Brabham and Mike Spence were back on row two in the other BT20 and H16.

Denny won both heats in a portent of his season to come and Jack Brabham the final from Denny, Surtees, Jack Oliver’s F2 Lotus 41B Cosworth FVA, Bruce McLaren’s McLaren M4B BRM V8, Mike Spence’s BRM P83, Bob Anderson’s Brabham BT11 Climax FPF and Graham Hill’s Lotus 33 BRM. Stewart failed to finish in the other BRM after a collision.

The BRO pit with Jack’s 740 V8 engined BT20 front and centre. Circa 340 bhp by the seasons end- just enough to prevail in 1967 aided by Lotus 49 teething pain unreliability. Gearbox is Hewland DG300. Denny’s car devoid of bodywork behind (B King)

The winds of change blew at Zandvoort with the first race of the Lotus 49 Ford DFV at the Dutch Grand Prix but Bob’s photos reasonably convey, with the exception of the Ferrari’s who did not enter the Spring Cup, most of the the state of GP play in early 1967.

(B King)

Surtees’ magnificent, powerful, but oh-so-heavy Honda RA273 V12.

By the seasons end the lighter RA300 ‘Hondola’- the monocoque chassis a variation on Lola’s T90 Indianapolis car, was raced to victory in the Italian Grand Prix, the popular Brit taking a famous victory for the car in a last lap, last corner fumble with Jack Brabham in his BT24 Repco.

(B King)

Etcetera…

Other reading…

1966 GP Season; https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

1966 Ferrari 312; https://primotipo.com/2017/10/26/surtees-ferrari-312-modena-1966/

Brabham Honda F2 Cars; https://primotipo.com/2015/07/30/xxxii-grand-prix-de-reims-f2-july-1966-1-litre-brabham-hondas/

H16 Engine; https://primotipo.com/2015/02/17/jim-clark-taking-a-deep-breath-lotus-43-brm/

Bruce McLaren’s 1966/7 GP Cars; https://primotipo.com/2016/10/07/mclarens-19667-f1-cars/

(B King Collection)

Bugatti Afterthought: Reims 1929…

Classic Bob King ‘…and I just found this photo from 1929- if you should wish to make a comment about Bugatti being my real thing- it is such a good photo’- and indeed it is a marvellous shot!

The fifth GP de la Marne was staged at Reims over 400 km on 7 July and won by Philippe Etancelin in a Bugatti T35C in 2 hours 54 minutes 14 seconds. The cars above are those of (L-R) Juan Zanelli T35B second, Robert Gauthier T35C fourth, Rene Cadet T35 sixth and another T35 of Derrancourt, seventh.

Credits…

Bob King, Getty Images, Team Dan, silhouet.com

Tailpiece: Bandini, Surtees, Brabham- Reims start 1966…

(Getty)

Finito…