Archive for the ‘Fotos’ Category

A BOAC Bristol Britannia ‘Whispering Giant’ (actually a Britannia based Canadair CL-44D4-1 – thanks Jon Farrelly!) awaits its precious cargo before departure from Heathrow to the fly-away, end of season United States and Mexican Grands Prix, October 1963…

The cars in the foreground are the factory Lotus 25 Climaxes of Jim Clark, victorious at Mexico City, and Trevor Taylor. #1 and 2 are the reigning World Champion BRM P57’s of Graham Hill and Richie Ginther, they finished first and second at Watkins Glen.

#16 is Jim Hall’s Lotus 24 BRM and #14 is Jo Siffert’s similar car. #11 and 12 are Jo Bonnier and Bruce McLaren’s Cooper T66 Climaxes, note that Bruce raced carrying #3 in both events.

For the aircraft buffs amongst us here is a link to a period BOAC documentary about the Bristol Britannia

I love these two photographs of construction of Bristols in the mid-1950s.

The first shows Britannia 100s being completed in Bristol’s Assembly Hall at their Filton, South Gloucestershire aerodrome/manufacturing facility about four miles north of Bristol, in January 1956.

The second, dated a year earlier, may well have been the inspiration for Colin Chapman’s monocoque Lotus 25! (that was a joke). It’s such a powerful shot showing the conceptual simplicity and strength of such (highly sophisticated) structures.

In 1959 Bristol Aircraft merged with several other companies to form the British Aircraft Corporation, which in turn became a founding piece of British Aerospace, now BAE Systems. BAE Systems, Airbus, Rolls Royce, MBDA and GKN still have a presence on this Filton site. More Bristol Aircraft reading here; https://www.baesystems.com/en/heritage/filton–bristol

Tailpiece…

(Getty Images)

A Bristol Sycamore helicopter and 401 in 1950.

Finito…

(A Ramsay)

Malcom Ramsay and Tony Alcock built a swag of championship/race winning Formula Ford, F3, F2 and Formula Atlantic single-seaters from 1971 to 1978.

And this mid-engined, supercharged VW powered speedcar.

The project was funded by Bob and Marj Brown, a successful Adelaide business-couple who aided and abetted the careers of Birrana pilots Enno Buesselmann and Bob Muir from 1973-76.

Alcock’s revolutionary spaceframe design was tested by Ramsay on the dirt at Rowley Park, and at Adelaide International’s half-mile, banked, bitumen oval in 1974, it was immediately quick.

It was a step way too far for the conservative controlling body who suggested that “You circuit racing wally-woofdas can take your changes elsewhere!” Or as Ann-Maree Ramsay put it more delicately, the car “was banned due to perceived different handling characteristics compared with the front-engined Sesco and Offy cars of the time.”

The VW engine was a supercharged 1.6-litre flat-four mated to a Holinger modified VW transaxle.

By 1975 the Browns were in England chasing Formula Atlantic fame together with Muir and a pair of modified Birrana 273s.

Ramsay advertised the car in Auto Action, outlining that the S74 was the only car of its type “permitted to race for 18-months on a bitumen-oval, in this very restricted form of the sport.”

Yes, I know it’s a shit-photo, but it seems to be the only one there is, let’s record our history anyway. If you have a better one, please send it to me. The shot is out front of the Ramsay home in Adelaide. If memory serves, it now resides in the Holmes Collection in Brisbane.

Leo Geoghegan and Enno Buesselmann in Birrana 273 Hart-Fords during the 1973 ANF2 Adelaide International round

Credits…

Ann-Maree Ramsay

Finito…

(LAT)

What a magic Pau Grand Prix vista on April 5, 1964.

Jim Clark’s one-litre Formula 2 Lotus 32 Cosworth SCA leads Peter Arundell’s F3 Lotus 27 Ford Cosworth MAE during the 80 lap, 220km race held around the streets of the Pyrenees-Atlantiques city in France’s southwest.

The yellow nose car in third is Richard Attwood’s Lola T54 SCA. Clark won from Attwood and Arundell in a stellar field which included Paul Hawkins, Tony Maggs, Frank Gardner, Jean-Pierre Beltoise, Maurice Trintignant and Denny Hulme.

Jim Clark right up Paul Hawkins’ clacker during the 1964 GP. Hawkeye was seventh aboard John Willment’s F3 Alexis Mk4 Ford Cosworth MAE. There were nine or ten Ford Cosworth MAE, and Renault Gordini engined F3 cars in the F2 race, doubtless to keep numbers up in the first year of the new 1-litre F3 and F2 (LAT)
Dickie Attwood during the ’64 F2 race, Midland Racing Partnership Lola T54 Cosworth SCA. Past Saint Martin Church perhaps, help please Frenchies? (LAT)

It amused me, flicking through some Pau GP photographs that numbers two and four also loomed large the year before, in 1963, when the F1 Lotus 25 Climax V8s of Clark and #4 Trevor Taylor (below) finished one-two from Heinz Schiller’s Porsche 718.

(LAT)

The 1930 French Grand Prix was held on a triangular 15.8km road circuit at Pau. It was won by Philippe Etancelin’s Bugatti T35C, this toe-in-the-water for the town led to the Pau GP’s inauguration as an annual event in 1933.

Marcel Lehoux’ Bugatti T51 won that snowy February race from Guy Moll’s similar car.

The 1930 grid including #10 Lehoux Bug T35B, #44 the winning Etancelin Bug T35C, the #28 or 38 Bugatti of De Maleplane or De L’espee, while towards the top is the #42 Daniel T35B. 25 cars started this race (unattributed)

Happily, the race is still held around the 2.769km Circuit de Pau de Ville.

The Pau GP is up-there in a list of global continuous events. Down the decades it’s been held for GP cars until 1963. It then morphed thru F2 (1964-1984), F3000 (1985-1998), F3 (1999-2006), World Touring Car Championship cars – an unfortunate aberration – (2007-2009) then back to F3 (2012-2012), Formula Renault (2013), then F3 again (2014-2019) until this year (2022) when Vladislav Lomko, a Russian (oh dear, how very passé and politically incorrect) won the May race aboard a Dallara 320 Euroformula (F3 variant) machine.

Far-canal I HATE all the global one-make shit, it’s so fuggin boring. I don’t want to sound like a silly old tugger, but it is boring isn’t it, the lack of variety? And don’t give me the economics lesson, I just don’t give a shit…

Tazio Nuvolari on the way to victory at Pau in February 1935, he is closely followed by Rene Dreyfus, both driving Scuderia Ferrari Alfa Romeo Tipo P3s (unattributed)
Alberto Ascari in the fabulous Ferrari 375 during the ‘51 Pau GP, DNF transmission from Q2. His teammate, Gigi Villoresi, won from pole in another 375. Ascari won in 1952-53 aboard Ferrari 500s (unattributed)

The list of drivers who have won around the demanding track includes many of the gods; Tazio Nuvolari, Jackie Stewart and Lewis Hamilton won once, while JM Fangio, Alberto Ascari and Jack Brabham were victorious twice, Jochen Rindt won thrice during his King of F2 reign, with Jim Clark a four-time winner.

This wonderful poster for the 1963 event shows 1962 first lap action. Jo Bonnier’s Porsche 718 leads Ricardo Rodriguez’ Ferrari 156 and Jim Clark’s Lotus 24 Climax, #8 is Lorenzo Bandini’s 156. Maurice Trintignant’s Lotus 18/21 Climax won from Rodriguez, and Jack Lewis’ BRM P48/57

Throughout motor racing history France has held god knows how many car races on road circuits. It would be a great idea to tour France and tick a few off, for me Pau and Clermont Ferrand are top of the list. Doubtless that’s a function of my age, ten years older perhaps the top-two would be Reims and Rouen…

Jean-Pierre Jabouille aboard his self constructed Elf 2J (nee Jabouille 2J) Renault 2-litre F2 car, from Jacques Laffitte, Chevron B35 BMW during the height of the F2 era in 1976. First to fourth were Frenchmen; Rene Arnoux, Martini Mk19 Renault, Laffitte, Jabouille and Jean-Pierre Jarier, Chevron B35 BMW (DPPI)

The 2-litre F2 and F3000 period of incredibly quick, spectacular racing cars stretched from 1972-1998, any of you who saw the race during that period had a special treat.

Every winner of the Pau classic in that period raced in F1 with the exception of Jorg Muller, who was a test driver for Arrows, Sauber and Williams but never quite got a race-steer.

Mike Thackwell’s Ralt RH6/81 Honda during the June 1981 race won by his teammate, Geoff Lees, Thackwell was sixth (MotorSport)

Red Bull Supremo, Christian Horner raced at elite level including F3000. He is shown below at Pau in 1997 aboard his Lola T96/50 Zyrtec-Judd leading Marcus Friesacher.

It was after following Juan Pablo Montoya for a few laps the following year that Horner realised his future was better devoted to racing outside the cockpit! Still, his management capabilities are enhanced by the knowledge of exactly what his drivers are dealing with.

(MotorSport)
Pau modern era F3 race (unattributed)

Etcetera: 1952 Pau GP…

A couple of days after publication, Australian enthusiast/restorer/vintagent Chester McKaige got in touch and provided these wonderful colour images taken during the 1952 race by his father, George McKaige.

George was doing what we Colonials have always done, the Grand European Tour enroute to the UK. There he worked for the de Havilland Aircraft Company for a couple of years, on his weekends and holidays he attended many British and European racing events taking along his trusty camera.

Twenty years ago Chester printed two volumes of George’s photography in Europe and Australia, my copies of ‘Beyond The Lens’ are among my favourites of that golden-age.

Alberto Ascari in typical race attire, and Ferrari 500 in 1952. Note the stub exhausts fitted at this stage (G McKaige)
Toulo de Graffenried, Plate Maserati 4CLT-48, sixth and final car classified, Pau 1952 (G McKaige)

The XIII Grand Prix de Pau – also the first round of the Grands Prix de France F2 Championship – was won convincingly from pole by Alberto Ascari in a Ferrari 500, chassis #0003 it seems, not #0005, the car in which he won so many races in 1952-53 before passing into the hands of Australians Tony Gaze and Lex Davison.

Sharing the front row with him were Gigi Villoresi’s similar works car, and Lance Macklin’s HWM Alta. Second and third placings in the three hour, 280km race were Louis Rosier’s Ferrari 500 and Jean Behra Simca Gordini T11.

Johnny Claes’ Simca Gordini T15, DNF transmission. Pau 1952 (G McKaige)

By that early stage of the season Ascari had also won the GP di Siracusa. In a year of complete dominance he was also victorious in the GP de Marseille, a heat of the GP di Monza, the GP de Comminges, the GP de la Baule plus the championship Grands’ Prix of Belgium, France, Britain, Germany, Holland and Italy; not to forget the drivers World Championship!

Lance Macklin, HWM Alta, running at the end but unclassified, Pau 1952 (G McKaige)

Credits…

MotorSport Images, LAT, Jean Philippe Gionnet, DPPI, F2 Index, George and Chester McKaige

Tailpiece…

(JP Gionnet)

Lewis Hamilton pinging his F3 Dallara F305 Mercedes through the Esses in May 2005.

He had the perfect weekend, two poles, wins and fastest laps early in the season on the way to winning the F3 Euro Series with victories in 15 of the 20 races – and F1 beyond.

Finito…

image

(B Hardy)

Sales promotion of the Mini Cooper early-sixties style…

The shot above is by Bert Hardy, the extraordinary photographer of the UK’s Picture Post by then plying his trade in advertising. See here for more about Hardy; 1947 JCC Jersey Road Race… | primotipo… The photos below are via other agencies working on the BMC account.

It’s a decade before my time but are very much of the time aren’t they?

The caption for the opening shot, ‘Mini Rally at Brands Hatch’ is dated January 6, 1965. Touring car racing was never quite the same again when the Minis joined in on the fun, the magic little cars punched above their weight, as often as not being outright contenders in addition to inevitable class wins.

Click here for my Cooper S articles; https://primotipo.com/2015/09/29/monte-carlo-rally-1967-morris-cooper-s/ and here; Cooper S… | primotipo…

image

Bruce McLaren is at left in the shot above, taken at Goodwood in 1961, and again at far left in the one below..

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Partially hidden behind the attractive babes (I don’t spose I’m allowed to make that kind of factual, complimentary observation these days) is, my friend and Cooper Historian Stephen Dalton tells me Jack Brabham’s 1961 Indy 500 spare car, a Cooper T53 Climax 2.7 FPF. See here for a feature on Coper’s Indy adventure; Jack’s Indy Cooper T54 Climax… | primotipo…

It is it a real-test day, John Cooper is tending to the engine in the similar shot above, “they tested a Cooper T55 that day too.”

Stephen comments further, “KEL 236 is a numberplate borrowed from a motorbike and fitted to the 997 Cooper prototype. The brochure cover image has the grille and bonnet badge touched in by a graphic artist.”

“It’s totally different to the colour shots, as they were still developing stuff for the car when these April 1961 photos were taken. No production 997s existed until July 1961.”

“They also did Austin Healey Sprite Mk2 press photos in similar scenes to this on the same day, neither BMC car was officially released at the time.”

Credits…

Bert Hardy, Getty Images, Stephen Dalton

Finito…

image (Schlegelmilch)

Phil Hill leads teammate Ricardo Rodriguez, both aboard Ferrari 156s, Belgian GP, 17 June 1962.

There was plenty of colour photography around by 1962 but monochrome is still rather powerful and evocative. The troops look more relaxed than the Ferrari pilots on the oh-so-fast turn into Eau Rouge, it always was and is an ultimate test of testicular girth.

Not a great season for Scuderia Ferrari in 1962 of course, the engine which kept the cars in front the season before – despite chassis deficiencies relative to the British cars – was no help in ’62 when said Brits had better Coventry Climax and BRM V8s than the Italian V6s and vastly superior chassis.

Here, Hill and Rodriguez are scrapping for third place in a season when the reigning 1961 World Champion, Hill P didn’t take a win, ceding the title to Hill G’s BRM.

Click here for the story of this race; https://primotipo.com/2014/12/21/ferrari-156-duet-ricardo-and-phil-spa-1962/

Credit…

Rainer Schlegelmilch

Finito…

moss db3s

Stirling Moss’ Aston Martin DB3S heads down Silverstone’s straight on the approach to Copse, Silverstone, 5 May 1956…

Another factory Aston DB3S of Roy Salvadori won the race, The Daily Express Trophy meeting sports car event, with Bob Berry third in a Jag D-Type from Moss, he is behind Stirling in this shot. Roy Salvadori had a good meeting also winning the under 1500cc sportscar event in a Cooper T39 Climax.

Moss won the feature F1 event, the BRDC International Trophy over 60 laps/175 miles in Vanwall VW2 from the Connaught B-Types of  Archie Scott-Brown and Desmond Titterington.

image

(unattributed)

Moss in Vanwall VW2 chases teammate Harry Schell in VW1 during the International Trophy, Moss won while Harry suffered a DNF with a broken fuel pipe.

I’m on tour at the moment in Italy and then England, back in Australia on July 5, my posts until then will be predominantly quickies.

Credit…

Klemantaski Collection

Finito…

image

Denny Hulme delights the flaggies and ‘snappers and fries a set of Goodyears on entry to Warwick Farm’s Esses during the February 1967 Tasman round…

John Ellacott’s evocative shot at the ‘Farm catches Hulme in his Brabham BT22 Repco during practice, well cocked-up before the apex. He didn’t finish the Australian Grand Prix, his radiator hose came loose on Sunday, the race was won by Jackie Stewart’s BRM P261 from Jim Clark’s Lotus 33 Climax.

Click on this link to read my article about the ’67 Tasman Series won by Clark’s Lotus; https://primotipo.com/2014/11/24/1967-hulme-stewart-and-clark-levin-new-zealand-tasman-and-beyond/

Credit…

John Ellacott

Finito…

(S Dalton Collection)

Bluebird Proteus CN7 and its little brother, Elfin Catalina Ford chassis #6313 during the 1963 unsuccessful attempt to set the Land Speed Record at Lake Eyre, South Australia…

The driver of the Elfin Catalina is Ted Townsend, a Dunlop tyre fitter. The car was built by Garrie Cooper and his artisans at Edwardstown, an Adelaide suburb for Dunlop Tyres to use on the Lake Eyre salt to assist in determining certain characteristics of the tyres fitted to Donald Campbell’s Bluebird during 1963/4.

The Elfin Catalina’s normal use was in Formula Junior or 1.5-litre road racing events. In LSR test application it was fitted with miniature Bluebird tyres and driven over the salt to determine factors such as the coefficient of friction and adhesion using a Tapley meter.

“The Tapley Brake Test Meter is a scientific instrument of very high accuracy, still used today. It consists of a finely balanced pendulum free to respond to any changes in speed or angle, working through a quadrant gear train to rotate a needle round a dial. The vehicle is then driven along a level road at about 20 miles per hour, and the brakes fully applied. When the vehicle has stopped the brake efficiency reading can be taken from the figure shown by the recording needle on the inner brake scale, whilst stopping distance readings are taken from the outer scale figures.”

It’s generally thought the Elfin was running a (relatively) normal pushrod 1500cc Cortina engine with a Cosworth A3 cam and Weber DCOE carburettors for the Bluebird support runs.

And yes, the number of Elfin’s chassis was 6313. Was Donald Campbell aware of this? Certainly that could explain to the deeply superstitious man how on earth torrential rain came to this vast, dry place where rain had not fallen in the previous 20 years.

Dunlop’s Ted Townsend aboard the company Elfin Catalina. Car fitted with 13 inch versions of the 52 inch Bluebird wheels and tyres. Photo at Muloorina Station perhaps (Dunlop)
(S Dalton Collection)

Australian motoring/racing journalist, racer and rally driver Evan Green project managed the successful July 1964 record attempt on behalf of Oz oil company Ampol, who were by then Bluebird’s major sponsor. He wrote a stunning account of his experience that winter on the Lake Eyre salt which was first published in Wheels April 1981 issue.

His account of Andrew Mustard and his teams contribution to the project is interesting and ultimately controversial from Campbell’s perspective.

Andrew was Dunlop’s representative during the 1963 Lake Eyre campaign, he returned in 1964 as a contractor with the very large responsibility for the tyre preparation and maintenance of the circa 22 km long salt track.

Green describes the incredibly harsh conditions under which the team worked “…Mustard…spent weeks with his men on the salt, working in the sort of reflected heat that few people could imagine let alone tolerate…Men frozen at dawn were burned black at midday. Lips were cracked and refused to heal. Faces set in leathery masks, creased by the wrinkles of perpetual squints.”

Evan Green picks up the challenges the track team faced, “The maddest thing is what’s being done to the track,” said Lofty Taylor, the gangling leader of the refuelling team. Lofty worked for Ampol, and I’d known him since the Ampol Trial days. l had enormous respect for his opinion. He was practical, versatile, prepared to move mountains if asked and yet able to detect the faintest whiff of cant at long distance.

He admitted he knew nothing about grading salt but pointed out that neither did anyone else, for the science of building record tracks on salt lakes was in its infancy. And he reckoned he knew as much about it as anyone else.

“They’ve been cutting salt off the top all the time,” he said. “All that grading and cutting is weakening it, and bringing moisture to the top.”

“What would you do, Lofty?” “Leave it alone for a while. Let the crust heal and harden.”

The track squad was ruffled. The problem, they said, was due to the constant interruptions to their work. They couldn’t get the surface right with the car (Bluebird) running every other day and cutting grooves in the salt. So runs were suspended. Andrew Mustard’s team would pursue their theories and have a clear week to try to bring the track up to record standard. Donald took some of the crew to Adelaide, for a few days break and all seemed calm. In fact, a major storm was brewing.

Massive 52 inch wheels and Dunlop tyres, the weight was huge, note the neat hydraulic lift to allow their fitment (unattributed)
(F Radman Collection)
Andrew Mustard aboard the Elfin on the salt- note Catalina’s rear drum brakes (Catalina Park)

“Mustard had brought an Elfin racing car to the lake. It was fitted with tyres that had scaled-down versions of the tread being used on Bluebird. He drove it to test such things as tread temperature and the coefficient of friction of the salt surface at different times of the day.

He usually drove the little single-seater down the strip before Campbell made a test run. On one occasion, he was driving the Elfin up the strip when Campbell was driving the Bluebird down the strip and the world’s highest speed head-on collision was avoided by a whisker, with a sheepish Mustard – spotting the rooster tail of white salt spray bearing down on him – spinning off the track.”

“One day during the lull, Ken Norris (Bluebird’s designer) and I went to the lake to see how the track work was progressing. To our astonishment, we found the CAMS (Confederation of Australian Motor Sport) timekeepers and stewards assembled at their record posts,” wrote Green.

“Andrew’s going for his records,” one of them said, and, seeing our bewilderment, gave us that ‘don’t tell me you don’t know about it look’. It seemed there had been an application made for attempts on various Australian class records for categories suiting the Elfin. Neither Ken nor I knew anything of it. Nor, it seemed, did Campbell, and when he returned that night there was an eruption. The track squad was sacked and Lofty Taylor given the job of preparing the strip.”

“What do you suggest?” I asked Lofty. “We should all go away for a couple of weeks and let the salt alone.”

Enjoy Greens full story of this remarkable endeavour of human achievement, via the link at the end of the article, but lets come back to Mustard and the Elfin, he wasn’t finished with it yet!

When the 1964 Bluebird record attempts were completed, Mustard, of North Brighton in Adelaide bought the Elfin from Dunlop.

It was in poor condition as a result of its work on the Lake Eyre salt, with the magnesium based uprights quite corroded. It was repaired over the end of 1963-64 and a single Norman supercharger fitted.

The car was then raced at Mallala race and for 1500cc record attempts in 1964 using the access road alongside the main hangars at Edinburgh Airfield (Weapons Research Establishment) at Salisbury, South Australia. The northern gates of the airfield were opened by the Australian Federal Police to give extra stopping distance. By then the specifications of the Norman supercharged Elfin included;

• a single air-cooled Norman supercharger driven by v-belts developing around 14psi. The v-belts were short lived, burning out in around thirty seconds,

• four exhaust stubs, with the middle two siamesed,

• twin Amal carburettors,

• a heavily modified head by Alexander Rowe (a Speedway legend and co-founder of the Ramsay-Rowe Special midget) running around 5:1 compression and a solid copper head gasket/decompression plate. The head had been worked within an inch of it’s life and shone like a mirror. The head gasket on the other hand was a weak spot, lasting only twenty seconds before failing. As runs had to be performed back-to-back within an hour, the team became very good at removing the head, annealing the copper gasket with an oxy torch and buttoning it all up again inside thirty minutes.

The Norman supercharged Elfin, operated by Mustard and Michael McInerney set the following Australian national records during it’s Salisbury runs on October 11, 1964:

• the flying start kilometre record (16.21s, 138mph),

• the flying start mile record (26.32s, 137mph), and

• the standing start mile record (34.03s, 106mph).

This was not 6313’s only association with Norman superchargers. The Elfin was later modified to have:

• dual air-cooled Norman superchargers (identical to the single Norman used earlier), mounted over the gearbox. The superchargers were run in parallel, with a chain drive. The chain drive was driven by a sprocket on the crank, running up to a slave shaft that ran across to the back of the gearbox to drive the first supercharger, then down to drive the second. The boost pressure in this configuration had risen to 29psi,

• two 2″ SU carburettors (with four fuel bowls) jetted for methanol by Peter Dodd (another Australian Speedway legend and owner of Auto Carburettor Services),

• a straight cut first gear in a VW gearbox. The clutch struggled to keep up with the torque being put out by the Norman blown Elfin, and was replaced with a 9” grinding disk, splined in the centre and fitted with brass buttons, it was either all in, or all out!

In twin Norman supercharged guise the racer was driven by McInerney to pursue the standing ¼ mile, standing 400m and flying kilometre records in October 1965. Sadly, the twin-Norman blown Elfin no longer holds those records, as the ¼ mile and flying kilometre (together with a few more records) were set at this time by Alex Smith in a Valano Special.

The day after the 1965 speed record trials (Labour Day October 1965), McInerney raced the twin-Norman supercharged Elfin at Mallala in Formule Libre as there was insufficient time to revert the engine back to Formula II specifications. The photo above shows McInerney at Mallala.

The car was used for training South Australian Police Force driving instructors in advanced handling techniques, and was regularly used at Mallala and other venues (closed meetings for the Austin 7 club, etc).

It was sold by Mustard to racer/rally driver Dean Rainsford in 1966, by then without the Norman supercharger it ran a mildly tuned Cortina engine. In the ensuing 26 years it passed through nine more owners before Rainsford re-acquired it in 1993. After many years of fossicking he found the original 1965 Mustard/McInerney supercharged engine but sadly without it’s Norman supercharger.

The Elfin is retained by Rainsford and is often on display in his Adelaide office. The car made a rare public appearance at Melbourne’s 2014 Motorclassica to celebrate the 50-year anniversary of Campbell’s land and water speed records set in Australia. The car was amongst other Campbell memorabilia.

Evan Green: ‘How Donald Campbell Broke The World LSR on Lake Eyre’…

https://www.whichcar.com.au/features/classic-wheels/classic-wheels-donald-campbell-and-his-bluebird-car-world-speed-record

Etcetera…

Credits…

Article by Evan Green originally published in Wheels magazine April 1981, Andrew Mustard thread on The Nostalgia Forum particularly the contributions of Stephen Dalton, Fred Radman, Theotherharv and Mark Dibben. Stephen Dalton, Fred Radman and Catalina Park Photo Collections, Dunlop

Tailpiece: Elfin Catalina Ford ‘6313’, Motorclassica 2014…

(Pinterest)

Finito…

The cockpits of fifties and sixties sportscars are about as good as it gets, the D-Type Jaguar is hard to toss in looks, feel and functionality.

Its XKD520 by the way. Bib Stillwell, Frank Gardner and David Finch were it’s owners in an illustrious Australian race history from early 1956 to 1961.

(G Molloy)

The prototype Jaguar D-Type, chassis XKC401, at Browns Lane in May 1954 before heading off for the Le Mans test weekend. There, in Tony Rolt’s hands, it broke the lap record by five seconds.

Credits…

Fisken, Sotheby’s, G Molloy in Australian Motor Sports

Tailpiece…

Finito…

Bob Atkin and the SV Ferrari 250LM in 1968, love those works Ferrari overalls (B Atkin)

Australian enthusiasts of a certain age will recall Bob Atkin as David McKay’s partner in Scuderia Veloce, the Sydney based race team and prestige car dealership established by McKay as he evolved from racing driver to entrant/entrepreneur/motor trader, in addition to racing/automotive journalism off to the side.

SVs soon became the team to watch, and Atkin had a front row seat. He took his camera with him to race meetings recording the activities of the team, and other competitors in living colour.

In recent times, his son, Greg Atkin has been uploading his dad’s photographs onto Bob Williamson’s Old Australian Motor Racing Photographs Facebook page. I’ll periodically upload ‘Bob Atkin Collection’ pieces rather than lose these amazing colour time capsules in the bowels of FB, many thanks to Greg for sharing them.

(B Atkin)

This 1968 photograph at Warwick Farm says everything about the fizz SVs created amongst Australian enthusiasts.

The line up is the Ferrari 250LM bought new by McKay first raced for him by Spencer Martin during some of the 1965 Australian Tasman Cup rounds, the ex-Jack Brabham ’67 Tasman mount – Brabham BT23A Repco, and ex-works Ferrari 350 Can Am machine raced throughout 1967 as a P4 enduro coupe before being converted – along with another of its siblings – for Can-Am use in the latter months of 1967 driven by Chris Amon and Jonathon Williams.

I’ve written about these cars before, so lets not double-up, see here; Pete Geoghegan: Ferrari 250LM ‘6321’: Bathurst Easter 1968… | primotipo… here; Bathurst 1969 and Jack’s Tasman Brabham Repcos… | primotipo… and here; Ferrari P4/Can-Am 350 ‘0858’… | primotipo…

(B Atkin)

Bob was obviously a Leo Geoghegan fan, the earliest of his shots is of Leo doing a lap of honour in an official’s Austin Healey at Mount Druitt, Sydney, perhaps on the day be beat Frank Gardner’s Jaguar C-Type in a handicap race aboard his very quick Holden 48-215, the car is shown below in the Mount Panorama paddock in 1958.

(R Reid)
(B Atkin)

Greg Cusack (at far left above) a successful car dealer himself was one of SV’s longest supported drivers.

These two fabulous shots were taken at Mallala circa 1964. It is the delivery session of Greg’s brand new Elfin Mallala Ford twin-cam by Garrie Cooper (in the natty red sox) and the Elfin boys into the care of the Cusacks. That Rice Trailer will shortly be off on the trip home to Canberra.

By the time I raced at Mallala that pit-counter was long gone, so too the aircraft hangar to the right in the shot below.

(B Atkin)

Credits…

Greg Atkin for sharing the Bob Atkin’s photographs, Ron Reid Collection, Alan Edward Giltrap

Tailpiece…

(A Giltrap)

Bob Atkin and David McKay at Warwick Farm, probably not long after the Ferrari 350 Can Am arrived in late 1967. To comply with Australian rules, the car was fitted with headlights – such P4 fitments not required under Group 7/Can-Am rules – and a spare wheel, which SV fitted to the rear of the car aft of the transaxle. It ain’t there when this shot was taken.

“That D-Series Ford truck could take two cars, the Brabham on top and P4 (350 Can Am) underneath, the truck came from Greg Cusack’s Ford dealership in Canberra,” wrote Dominic David.

Finito…