Archive for the ‘Fotos’ Category

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…

babe and alfa (Schlegelmilch)

Babe and the Lamborghini Bravo concept car at Monza in 1974…

In much the same way that Pininfarina and Ferrari developed a symbiotic relationship, so too over the decade after its formation did Lamborghini with Bertone; the Espada, Jarama, and outrageous Countach the result by 1973.

I can still remember as a schoolboy, my jaw-dropping awe at seeing the Countach, with test driver Bob Wallace at the wheel at Monaco in an Australian Sports Car World feature and being completely blown away by its looks and specifications.

The Ferraris of the day (246 Dino, 365 Boxer, 365GTB4, 365GT4) were so safe in their styling in comparison if totally seductive most cases. Lamborghini were avant garde in their styling and engineering, it’s only in more recent times Ferrari have the edginess in their styling. Whether one likes that evolution or not is another matter entirely.

Together with its V12s, Lamborghini launched a little-brother V8, the Urraco in 1970. Initially fitted with a 2.5-litre engine which grew to 3-litres. Bertone based its third Lambo dream car – after the ‘67 Marzal and ‘71 Countach – on the Urraco chassis.

bra back  (unattributed)

Bertone hoped the Studio-114 coded Bravo would be adopted as a two-seater to sit alongside the 2+2 Urraco in Lamborghini’s range.

Bravo was 20 inches shorter than Urraco, its wheelbase reduced by nearly by 8 inches to 88.6inches. The engine was the 3-litre, circa 300bhp 2996cc DOHC, two valve V8 of the P300 Urraco. The lightweight, all alloy V8 was fed by four twin-choke Webers, had a five speed ‘box of course, and disc brakes all round. In a 1970s road test, Road & Track praised the car for its power delivery, precision steering and its handling, writing that “it is everything the Urraco could and should have been.”

Building Bravo was a brave commercial move by Bertone management in the context of the times. The economic shocks of the oil crisis and stagflation, a blend of inflation, slow growth and persistent unemployment were problems governments globally were ineffectively dealing with.

Those factors gutted the market for prestige performance cars, in the event, Bravo didn’t reach production. As late as April 1978 the car made the cover of British magazine Motor, with Lambo’s Sales Director, Ubaldo Sgarzi quoted as saying a production version was still three-four years away. Off the back of the oil crisis it simply didn’t happen.

bra side (unattributed)

“The Bravo’s styling was certainly striking, in the vein of Marcello Gandini’s previous styling exercises for Bertone. The sharp wedge shape was cut off by flat, near-vertical surfaces front and rear. The base of the windscreen was set ahead of the front axle, and its very steep angle of rake almost matched that of the short front bonnet. Likewise, the surfaces at the top of both front and rear wings gently twisted to match the inclination of the side windows, a treatment Gandini had honed through the Stratos Zero and Countach.”

“The talented designer complemented this basic shape with some strong graphic features, such as the very geometric slats that pierced both front and rear bonnets or the slanted rear wheel-arch cut-outs that were becoming his trademark. The wheels themselves introduced the theme of the five round holes that remained a Lamborghini staple right up to the Murciélago.”

“Pop-up headlights were neatly concealed in the louvered front panel. While all other glass panels were meticulously mounted flush, the way the rear three-quarter window gently folded into the bodywork to create air intakes for the engine bay was another highlight of Gandini’s magic touch,” Sotheby wrote when selling the car Bertone’s behalf some years ago.

Click here for an interesting website CarStyling on automotive design generally and further Bravo photos:http://www.carstyling.ru/en/car/1974_lamborghini_bravo/

Credits…

Car Styling, Sotheby, Rainer Schlegelmilch

Tailpiece @ Monza…

bra mon (Schlegelmilch)

Finito…

“True enough Sir, it is a spaceframe, but those cars only have 105bhp, so a monocoque isn’t really necessary.”

Prince Phillip, the Duke of Edinburgh, and Lotus founder, Colin Chapman discuss the merits of Dave Baldwin’s F3 Lotus 59 Ford at the Racing Car Show, London Olympia, January 1969. It’s a Lotus 47 Ford behind. More on the the show; London Racing Car Show, Olympia 1969… | primotipo…

The Sport and Industry was well connected, there are no shortage of shots of Royals attending motor racing related events or employers. Let’s stick with the Duke.

(PA Images)

“Where’s Norman gone? I’m sure it’s missing a bit over four-five, those Webers need a tickle.”

Here aboard an XKSS at MIRA, Nuneaton on April 2, 1957. “The Duke was reported to have travelled at a speed of 120mph of the circuit in the export model car.” Getty Images wrote. Piece about the XKSS; Is That A Pistol In Your Pocket!? : Steve McQueens Jaguar XKSS… | primotipo…

(PA Images)

Love this visit to Coventry Climax in June 1966.

“Well look, we’d spent a fortune of shareholders money on Grand Prix racing and we just couldn’t continue with it!” Leonard Lee to HRH…

What a shot though; 1.5-litre FWMV V8 at left, the stillborn 1.5-litre FWMW flat-16 in the foreground, an SU fed FPF in front of Prince Phillip, and Wally Hassan to the right. Article about this visit here; Coventry Climax ET199… | primotipo…

(PA Images)

“Ooh-yes! Just a few laps I think, do you promise not to tell my wife?”

Is it David Brown at left? Aboard Reg Parnell’s Aston Martin DB3S at Goodwood in July 1953. Piece on the DB3S here; David McKay’s Aston Martin DB3S’s… | primotipo…

(BRDC)

Alan Jones minding his Ps-and-Qs at Silverstone during the 1975 British GP weekend.

Prince Phillip was President in Chief of the British Racing Drivers Club for 42 years, then remained a member after handing over the baton to HRH The Duke of Kent. “His support of the club for this long period will be remembered with affection, gratitude and respect.” the club recorded upon his death in April last year.

Etcetera…

(Libraries Tas)

Happy days, this homage to Prince Phillip finally gives me the chance to use this gem. It was taken in Tasmania during the 1954 Royal Tour, the first of many trips to Australia by the couple.

It is such a picture of elegance, I’ve no idea who the photographer is, but the artist has done a marvellous job. The joy of the occasion is shown on the Queen’s face, there is a sense of motion given the movement in the dress’ fabric, the Duke is ramrod straight and tall. Jeeves maintains focus looking dead-ahead! Love to know exactly where it is if any of you Tassies can oblige.

Can’t help you with the Rolls’ chassis number…

Credits…

Tim Graham, Paul Popper, Getty Images, BRDC, Libraries Tasmania

Tailpiece…

Fancy giving the Italians a free kick!

The tall Duke trying to extract himself from his small Fiat 500 test-car at Fiat’s Lingotto factory, Turin in December 1962. Fiat 8001 Turbina… | primotipo…

Finito…

(Ullstein Bild)

On July 28, 1935 Tazio Nuvolari defeated nine superior Silver Arrows over 22 laps, 312 miles, on the challenging, treacherous, Nurburgring in an outclassed 265bhp Alfa Romeo Tipo B/P3 during the German Grand Prix…

The foreboding, moody image above shows seventh placed Hanns Geier’s Mercedes Benz W25A 3.4-litre 302bhp straight-8 supercharged (s/c). He is ahead of one of four Auto Union B Types in the race, these machines powered by 5-litre 375 bhp V16 s/c motors.

Overnight, thousands of spectators arrived in the Eifel Mountains, what greeted them on race morning was fog and light, misty rain. It rained progressively harder as the 11am start time approached, then stopped not long before the off.

(unattributed)

In front of some 300,000 spectators, Rudy Caracciola led initially in a Benz W25B 4-litre 370-430 bhp for the first nine laps, with Nuvolari in second after one lap aboard his 3.2-litre straight-8 s/c Alfa. He fell back after a lap two spin at Bergwerk. At this stage of the race Bernd Rosemeyer, AU mounted, broke the lap record in his chase of Rudy, but he was unable to close the gap completely.

Rosemeyer then spun into the Breidscheid ditch, and arrived well back then went into the pits with a wobbly rear wheel and a throttle linkage jammed with mud. The only Alfa left in the race at the end of lap six was Nuvolari in fifth place.

Tazio made up time in the winding and downhill sections where the greater engine power of the German machines could not be successfully deployed. Nuvolari then passed Von Brauchitsch, Mercedes W25B for third on the outside of the Karussell, Brauchitsch regained the place on the following lap.

What a drive – one of the greatest in the opinions of all who matter (unattributed)

Caracciola still led on lap nine, but Tazio was now within eight seconds of him, and passed him on lap 10. The first four cars were then covered by just over 10 seconds, and the three Silver Arrows by only a few metres; the order was Nuvolari, Caracciola, Rosemeyer, and Brauchitsch.

The top three cars pitted on lap 11, Nuvolari’s stop was a shocker, the mechanics, in their excitement, broke the refuelling pump handle! He lost one minute 27 seconds to his competitors, the order at the end of lap 12 was the Luigi Fagioli Merc W25A, Brauchitsch Merc, Rosemeyer AU, Caracciola Merc, Stuck AU B-Type, and the Nuvolari Alfa.

At the end of the following lap the order was Brauchitsch, Rosemeyer, Caracciola and Nuvolari. Rosemeyer pitted at the end of lap 13 to address his throttle linkage, which was still binding, that must have been somewhat of a problem in a car of power on those tyres in such greasy conditions – this put him out of contention. Von Brauchitsch led on laps 14, 15, 16, 17, 18, 19, 20 and 21- with Nuvolari second from lap 15.

“The German had to pay for his tyre-murdering style of driving,”when the left rear tyre came apart on lap 22, only nine km from the finish. Nuvolari passed Von Brauchitsch, stricken Mercedes, heading towards a well-deserved victory for Alfa Romeo.” Stuck’s Auto Union was second, ahead of Caratch, Rosemeyer and Von Brauchitsch with his Mercedes on the rim in fifth.

Whilst the crowd cheered, the win it was not quite so popular with the Nazi mob present…

Credits…

Ullstein Bild, race report summary by Hans Etzrodt on Kolumbus.fi

Finito…

image

These images are captioned as Enzo Ferrari at home in Bergamo, the shoot isn’t dated but either at the start or end of 1964 makes sense…

The Grand Prix car is the Ferrari 158, the weapon John Surtees used to win the 1964 Drivers and Constructors championships for Ferrari, the GT is a 500 Superfast I think. I covered ‘Big John’ and his career in this article, which includes a piece about the 158 and its specifications; https://primotipo.com/2014/11/30/john-surtees-world-champion-50-years-ago/ also check out this pictorial of the 158; https://primotipo.com/2016/05/24/n-a-r-t-ferrari-158s/

Tailpiece: Enzo straightening his toupee…

image

Credits…

Manuel Litran – Getty Images

Tailpiece…

image

Yes, the weather is beautiful, but just get on with it and nick-off, I’ve next years flat-twelves to attend to.

Finito…

(L Hemer)

If a 5-litre 500bhp McLaren M10B Chev F5000 is a Big Mac – it is – then a liddl’ 1.6-litre 210bhp F2 McLaren must be a Little Mac.

“Niel Allen in the perfect little McLaren M4A FVA, the sweetest sound I ever heard…in The Esses at Warwick Farm on Saturday afternoon, December 6, 1969,” and so say all of us Lynton Hemer!

Niel qualified fourth in this meeting, the final 1969 WF Gold Star round, and finished third behind the Bartlett/Stewart Alec Mildren Racing speedsters.

Chassis M4A/2 is a famous little jigger, driven with great success in the 1968 Tasman Series by Piers Courage. His giant-killing performances against the 2.5-litre cars – including a win at the Longford final round – pretty much re-launched a career which had stalled a bit; by the end of 1969 he had vaulted into the F1 Top Ten.

Niel Allen bought the M4A after Piers returned to Europe, doing well with it but also having a huge, high speed crash at Lakeside. Re-tubbed by John Joyce at Bowin Cars it also provided the platform for Warwick Brown to strut his stuff before he stepped up into…a Big Mac!

Some further reading, here on Courage at Longford; Longford Tasman: ‘South Pacific Trophy’ 4 March 1968 and Piers Courage… | primotipo… and here on the M4A in Euro F2 in 1967 The Wills ‘BARC 200’, F2 Silverstone, March 1967… | primotipo…

Credit…

Lynton Hemer

(L Hemer)

Finito…

(oldracephotos.com)

Barry Cassidy’s Ford Falcon XR GT ahead of Bill Brown’s Ferrari 350 Can-Am, Newry Corner, Longford 1968…

Series Production or showroom stock racing was hugely popular in Australia during a golden period to the end of 1972 when the Supercar Scare forced the rule-makers to change tack – a story in itself! Actually there is about it in the middle of this Holden Torana XU-1 V8 epic here; Holden Torana GTR XU1 V8… | primotipo…

Here, local lad and long time racer Cassidy is practicing for his event during the Tasman weekend in his brand new, straight off the showroom floor, 289cid V8 powered Australian pony-car. It was the first in an amazing series of road legal and oh-so-fast Fords built from the late sixties to the late seventies. Most of them won the Bathurst 500/1000 classic including the XR GT which triumphed at Mount Panorama in the hands of Harry Firth and Fred Gibson in 1967.

Cassidy showing delicacy of touch exiting Mountford, Longford 1968 (oldracephotos.com)

Cassidy had a top speed of 120mph or thereabouts, Brown about 170, and is about to swallow him on the uphill run to the right, then to the left onto the Flying Mile. He recalls that Brown was “probably not too impressed about being passed under brakes by the XR GT and signalled his thoughts about it as he blasted past on the Flying Mile!”

Cassidy raced the car for a bit, and was later at the vanguard of ‘Formula’ HQ Racing, a series for lightly modified Holden HQ Kingswood/Belmont of the early seventies, a hugely popular cost effective way to get into, and stay in motor racing. He is still racing too.

Cassidy chasing Graham Parsons’ Cortina GT and Darryl Wilcox’ Humpy Holden through Newry Corner. Barry was off a low grid position after being pinged by scrutineers for having a spare tyre not of identical section width as the four on the car! (HRCCT)

Credits…

oldracephotos.com, Historic Racing Car Club of Tasmania

Finito…