Archive for the ‘Fotos’ Category

(autopics.com.au)

Bruce McLaren, Cooper T70 Climax, Australian Grand Prix, Sandown Park 1964…

Its an unusual angle, Bruce is thinking about brakes as he passes the end of the pit counter and heads towards the tight ‘Peters’ left-hander before the blast up the back straight- unusual in that the shot is taken from outside the circuit, between the Armco fence and access road, a prohibited area for spectators and ‘snappers for most of the tracks life.

Click here for the ‘first McLaren’ Cooper T70 story; https://primotipo.com/2016/11/18/tim-mayer-what-might-have-been/

(J Lay)

This one is also at Sandown but a year later, 1965, as the drivers listen intently to the Clerk of The Course before the off.

Roy Billington is on the rear wheel of Jack’s Brabham BT11A Climax- the winning car, then the tall Tyler Alexander, Bruce is in the ‘Persil’ white Firestone overalls, Bib Stillwell behind him, Jim Clark, Jack Brabham and David McKay playing with his iPhone. Jack won from Jim and Phil Hill’s Cooper T70.

Jack posing patiently for Paul Stephenson in his victorious BT11A- Sandown pitlane.

(P Stephenson)

 

(unattributed)

Back to the 1964 Sandown Australian Grand Prix.

Bruce takes a glimpse in his Cooper T70 mirror before lining up for the Shell Corner left hander, Jack Brabham in close attendance- Brabham BT7A Climax. Over to the right alongside the fence Jim Palmer is giving them plenty of room in his Cooper T53 Climax, he was sixth. Jack won whilst Bruce was out with engine problems.

Credits…

autopics.com.au, Jeffrey Lay, Paul Stephenson, Graham Rhodes in Australian Autosportsman

Tailpiece…

(Graham Rhodes photographer)

I chuckled when randomly coming across this photo because it is taken within 20 metres or so of the first one but is taken from under the Armco on the outside of Peters rather than the opening shot from outside Pit Straight towards the braking area into Peters.

Just to add to the date confusion, this one is the year before mind you- Bruce is in the Cooper T62 he raced that 1963 summer inclusive of the 1962 AGP at Caversham in November, Lex Davison acquired it at the end of that summer- lengthy piece on that car here; https://primotipo.com/2016/05/20/bruce-lex-and-rockys-cooper-t62-climax/

Finito…

(R Thorncraft)

Kevin Bartlett and Frank Gardner, McLaren M10B Chev and Lola T300 Chev, ‘Warwick Farm 100’ F5000 Tasman round, 13 February 1972…

 

Great mates both and former members of Alec Mildren Racing where FG was a mentor to KB in his formative days in the team from 1965. Both the Brabham 1.5 Ford and Mildren Maserati sporty Kevin first raced were cars FG also drove so he had much to pass on to the youngster who had raw talent, speed and car control to burn. Here the guys are deep into the Creek Corner braking area at the end of Hume Straight- the noses of their steeds close to the bitumen as the pitch angle increases.

 

By 1972 Gardner was about to step back from single-seaters, in fact he ‘retired’ from them after the following weekend at Sandown selling the works machine to Gary Campbell and sitting out the final Adelaide round. Mind you he did a race in the prototype T330 in late 1972 (third at the October Brands European F5000 championship round behind Redman’s Chevron B24 and McRae McRae GM1) just to make sure this masterpiece of an F5000- the greatest ever, was behaving as its designers intended. That chassis T330 ‘HU1’ is well known to Aussies as Max Stewart’s car, a very successful machine which is still in Oz.

 

(R Thorncraft)

 

Whilst the benchmark F5000’s from 1969 through 1971 (M10A and the refined M10B) the ex-Niel Allen chassis ‘400-02’ was getting a bit long in the tooth by the time KB acquired it after the 1971 Tasman Series from Allen. But the 1971 NZ GP winner was an astute purchase by KB as a trick/schmick M10B with all of the works and some home-grown developments and which had been beautifully prepared by Peter Molloy.

 

Bartlett pedalled it hard too, he was the only M10B driver to take a ’72 Tasman round win amongst all the newer kit- the Teretonga round at Invercargill. Thirds at Wigram and Warwick Farm were his other best results with four DNF’s out of the eight rounds. F5000’s always were brittle things, it was only unreliability which cost him the ’71 Gold Star Series, a championship won by his other Mildren Racing mate, Max Stewart in a reliable 2 litre Mildren Waggott TC-4V. By the start of the 1972 Gold Star in mid year a new T300 was in Kevin’s workshop back in Oz but not before he took in the first US ‘L&M’ round at Laguna Seca in the M10B (fifth) before switching to the Jones Eisert Racing T300 for subsequent US races.

 

Gardner didn’t have a great Australasian summer in T300 ‘HU1’- he boofed it during the AGP weekend at Warwick Farm in November 1971, after repair he won the NZ GP in it at Pukekohe in January 1972 and then his engine cut-out at high speed causing a big accident at Levin. He missed the balance of the Kiwi rounds whilst the car was re-tubbed around a fresh monocoque flown out from Huntingdon. The car was plenty fast though- he was second at Surfers Paradise, Warwick Farm and Sandown.

 

KB from FG on the exit of Creek (R Thorncraft)

 

The ‘Farm round was won by Frank Matich in his Matich A50 Repco from FG and KB but ‘the star’ of that series was Graham ‘Cassius’ McRae in his Len Terry designed Leda GM1 Chev aka McRae GM1. His Louis Morand Chevy powered car was both reliable and fast with wins at Levin, Wigram, Surfers and Sandown. It is fair to say the GM1 was the most successful F5000 car of 1972 with McRae also taking the US ‘L&M’ F5000 Championship- he was also third in the European title taking five of the fourteen rounds despite not contesting all of the them. More of the Warwick Farm Tasman in 1972; https://primotipo.com/2018/11/02/australias-mr-and-mrs-motorsport/

 

 

(R Thorncraft)

 

Credits…

 

All photos by Russell Thorncraft

 

Tailpiece: FG did get in front- KB’s McLaren from FG in front of a marvellous crowd…

 

(R Thorncraft)

 

Finito…

 

Vanwall Cutaway…

Posted: February 28, 2020 in F1, Fotos
Tags: ,

Lawrence Watts quite beautiful cutaway drawing of the 1957/8 Vanwall Grand Prix car…

Simply superb, as is Max Millar’s effort on the car, and Vic Berris’ work on the engine.

I wrote a feature a while back on the Thinwall Specials, Vanwall Special and the Vanwalls, click here to read it; https://primotipo.com/2014/09/05/vanwall-cars-and-the-moroccan-grand-prix-1958/

Do take the effort as that piece is my feature this week!

Over the last ten days i have converted my 1500 word ‘whacky-dacky’ which started as a short piece on the 1958 Moroccan GP and then morphed over time into a ‘quickie’ on the Vanwalls into a 10,000 word feature with a crazy 80 or so photographs.

So check it out even if you read the old version a while back.

Mechanical specifications of the 2.5 litre, DOHC, two valve, fuel injected, four cylinder spaceframe machine- winner of the 1958, and first, F1 Constructors Championship are as per the text in the feature article.

Credits…

Laurence Watts, Vic Berris, Max Millar

Finito…

(R Meyer)

Leo Geoghegan’s Holden 48-215 from Frank Hamm’s Jaguar Mk5, Bathurst, Easter 1959…

I’m not sure if this is the parade lap described below or a race but the presence of the sportscar in amongst the touring cars suggests the former.

The stunning series of photographs are uber-rare ones from the inside of Conrod Straight, the cars have just cleared Forrests Elbow and are winding up in top gear. The kid standing on the fence is Rick Meyer, his father took these wonderful rare photos trackside, ‘locals’ photographs.

The Easter meeting was the Gold Star round traditionally- there are a huge number of past, current and future top liners or champions amongst the entry list. ‘Currents’ include Stan Jones, Doug Whiteford, Ross Jenson, Curley Brydon, Jack Myers, Jack Murray and David McKay. ‘Future stars’ are Len Lukey, Alec Mildren and Bill Patterson- Gold Star winners in 1959, 1960 and 1961 respectively, Lionel Ayers, Glynn Scott, Arnold Glass, Frank Matich, Ron Phillips, Ron Hodgson, Doug Chivas, Leo Geoghegan, John French, Des West, Max Volkers, Brian Foley, Ian Geoghegan, Brian Muir and ‘Ken’ Bartlett- no doubt Kevin Bartlett learned the value of clean, clear hand-writing on entry forms when he perused the race program at the circuit!

The photo below is from the same spot and shows reigning World Champ Jack Brabham on the 2 October 1960 weekend when the local boy returned to Australia having retained his F1 drivers title, to win the ‘Craven A International’ from a classy field of locals.

The Cooper T51 Climax leads the similar white-coloured machine of 1961 Australian Gold Star Champion, Bill Patterson. Patterson was second in the race with Bib Stillwell, also T51 equipped in third- he is probably that flash of red car behind Patto.

(R Meyer)

The photo below is again Geoghegan who is about to take, perhaps, Barry Gurdon’s Austin on the run down Conrod, or is it a Triumph Herald? By this stage Leo’s car is very quick and much modified- light weight, it has a Repco Hi-Power cylinder head and multiple SU carbs, is fitted with an MG TC gearbox, slippery diff and disc front brakes.

The introduction of the Australian Touring Car Championship from 1 January 1960 run to Appendix J regulations would reign-in the ‘costs out of hand’ development of touring cars without in any way constraining the appeal of tin-top racing to either spectators or owner-drivers.

(R Meyer)

Beautiful picture of the Les Wheeler funded, Gordon Stewart designed and built Stewart MG…

Believe it or not this very advanced car was concepted and constructed in the early fifties around a tubular steel spaceframe chassis, MG TC engine and brakes. With a Bob Baker built body, modified in the nose here, it first raced at Mount Druitt in 1955.

(R Meyer)

The engine was 1350cc in capacity and fitted with a Laystall crank and locally made rods. By the time the car appeared lots of serious stuff from Europe was racing locally so it missed the boat a bit as a potential ‘outright’ contender but its 1957 Gordon Stewart driven 142 mph made it the fastest TC speed ever over Bathurst’s Flying One-Eighth!

Here, Dick Willis says the car is supercharged ‘B-Series’ BMC powered, still with Gordon at the wheel. This car is extant and a wonderful feature article, such is its conceptual design and execution, for another time.

(D Willis)

A bit more from Dick Willis, here the Stewart MG crew- ‘Ecurie Cinque’ at Mount Druitt probably in 1958. ‘Jim Robson (at right) of Silverdale fame was a technical writer for Riley (Nuffield) before the war writing workshop manuals etc. After the war he emigrated to Australia and soon struck up a friendship with the like, Nuffield minded, Gordon Stewart- Jim was one of the team who developed the Stewart MG…’

Credits…

Rick Meyer, Dick Willis, Paul Newby

Tailpiece: Finish as we started, neighbour still with hands on hips and the obedient Rick still on and behind the fence!…

(R Meyer)

Cars are Horst Kwech’s RM Spyder (Buchanan body) and Tom Sulman’s Aston Martin DB3S during the Easter 1960 meeting.

Paul Newby explains that Horst Kwech built the RM Spyder whilst working at Regional Motors in Cooma- New South Wales sub-alpine country, hence the ‘RM’. It comprised a Buchanan bodied upside-down Singer chassis powered by a Repco Hi-Power headed Holden ‘Grey’ six-cylinder engine and still exists in Canberra.

Finito…

 

 

 

(HRCCT)

Chris Amon eases his Ferrari 350 Can-Am into Pub Corner, Longford village during the raceday sportscar support in 1968…

There are plenty of marshals but not too many spectators in evidence on this famously soggy day- the last day of motor racing at Longford. I’ve done this topic to death really but there is no such thing as too much Amon, Ferrari or Longford. See here for the P4/Can-Am 350; https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

here for Longford; https://primotipo.com/2018/07/05/longford-lap/

and here for the 1968 Tasman feature race, the ‘South Pacific Trophy’; https://primotipo.com/2015/10/20/longford-tasman-south-pacific-trophy-4-march-1968-and-piers-courage/

Credits…

Historic Racing Car Club of Tasmania- D Cooper Collection

Tailpiece: Ferrari P4/Can-Am 350 ‘0858’ at rest, Longford- in the dry 1968…

(D Cooper)

And not a soul in those stands at this particular point of the day.

Finito…

(HRCCTas)

A very young John Goss and Holden FJ lost in his thoughts in a Symmons Plains paddock circa 1965/6…

Is he dreaming of his first Bathurst or AGP win or maybe Formula 1? Perhaps its a more prosaic and immediate musing- ‘Why doesn’t John Youl harvest the hay in this paddock so I can get my friggin’ car out!’

I’ve written a couple of articles about the only man to win both the Bathurst 1000 and Australian Grand Prix, so no point going over old ground. Click here; https://primotipo.com/2015/07/03/john-goss-bathurst-1000-and-australian-grand-prix-winner/ here; https://primotipo.com/2018/06/19/john-goss-tornado-ford-longford-1968/ and here; https://primotipo.com/2016/06/06/gossy/

The photograph below is a few years later, 1973 to be precise.

It shows Gossy in full-flight aboard his Ford Falcon GT351 Group C car at Old Pit Corner during the 5 March Symmons Australian Touring Car Championship round won by Allan Moffat in a Ford Falcon GTHO Ph 3 from Peter Brock’s Holden Torana GTR-XU1- John was third and blazing a trail in the early development of these cars. What an awesome thing it looked the first time I saw it during the January Sandown Tasman round a month or so earlier.

Both the Fords and new L34 V8 Toranas had problems early on without dry-sumps didn’t they?- the regs precluded them and more wheel/tyres on the Group C machines created greater grip than the Group E Series Production cars of the years before and therefore oil-surge problems. There were plenty of popped engines until the respective camps sorted the problem.

(D Cooper)

He won the Bathurst enduro together with Kevin Bartlett the following year in the same car. Click here; https://primotipo.com/2018/04/27/kbs-first-bathurst-100mph-lap/

The shot below is of the car at Hell Corner, Mount Panorama in 1973.

(unattributed)

Credits…

Historic Racing Car Club of Tasmania, D Cooper Collection

Finito…

(unattributed)

Of all the places to have a motorsport event, Tooronga Park in Malvern, 12km from Melbourne’s CBD is up there with the least likely…

An Austin 7 Special at left and the Campbell McLaren/Halliday Ford A Model Special the two intrepid occupants built.

Right in the heart of Melbourne’s stockbroker belt even in September 1940, the roar of racing engines is somewhat bizarre, but the ‘Malvern Comforts Fund’ staged a five day carnival of activities to raise money to provide luxury items to supplement Australian troops normal, basic rations.

State based organisations of this type were formed during World War 1 and federated- the ‘Australian Comforts Fund’ quickly grew into a fundraising, collecting, sorting and distribution machine to rival the Red Cross- it was dissolved in 1920 but revived in 1939 to again look after the lads and lassies.

Wonder what mutt won the Ugliest Doggie Competition? (R Bell Collection)

Ray Bell sent this amazing flyer to promote the event and most of the photographs in this piece, the one below is of Ron Edgerton’s Alta V8 a Speedway Midget alongside. Is that Tooronga Station in the background of the shot?

Given the crowded nature of the large parklands it seems likely that ‘novelty’ rather than speed events were the go but if any of you have an entry list and details of the contests it would be great to hear from you.

(R Bell)

The car (at left below) is the ex-Lord Selsdon Fraser Nash TT Replica being driven by Earl Davey-Milne, who still owns it. ‘The A Ford Special Midget is not Arthur Wylie’s normal car (Ray Bell’s thought as to the machine at right), so I am not at all sure’ as to the car on the right Bob King comments.

‘Cam McLaren was a hilarious commentator at Rob Roy and Templestowe Hillclimbs keeping up a lively banter with, I believe, John Price- this was before car racing got serious and many of the cars were absurd…’

(R Bell)

‘The Malvern Groups five day carnival in September 1940 was an extravaganza in Great War style, with marches, bands, button sales, dances, recitals and a monster Town Hall finale that included the Coburg Ladies Pipe Band, the Hawaiian Club (WTF?) and pupils of Miss Greenough, danseuse (a female ballet dancer) and J King, magician…’ there is no mention of the light car racing in Lynne Strahan’s account of the carnival.

The scale of this national organisation was enormous, the Malvern Comforts Group (only a small suburb of Melbourne then) alone provided ‘food, hostels, picture units, canteens and parcels of books and games…while over 120,000 skeins (a length of yarn loosely coiled and knotted) of wool and twelve miles of flannel and drill had been consumed for garments fashioned with “motherly care”…’

(R Bell and B King Collections)

Ron Edgerton’s Bugatti T37, with Bob King thinks, Maurie Monk’s GN Special alongside.

It is ironic that the Toorak domicile of this Bugatti, ‘37104’ for the last sixty years or so is three kilometres from one of its last events powered by a Bugatti engine!- see article on the car here; https://primotipo.com/2019/04/25/alexandra-sprints-and-bugatti-t37-37104/

The last serious motorsport event in Australia before competition cars were put away for the war’s duration was the ‘Patriotic Grand Prix’ held in Perth’s Applecross on 11 November 1940. The program comprised four events, the GP was a 12 lap, 30 mile race won by Harley Hammond’s Marquette Special, below.

(K Devine)

Etcetera…

(R Bell)

 

(R Bell)

Campbell McLaren and Mr Halliday at Mitcham Hillclimb, circa 1941, and in the photo above that, building their racer, a project they commenced whilst still at school.

Mitcham is a suburb 17km directly east of Malvern, very much in the sticks then but could almost be categorised as an inner-suburb these days if Melbourne’s eastern outskirts end at Healesville, which it sorta does…

I’d love to know where the ‘climb was, I had an aunt who lived at Mitcham in the sixties and seventies, a bit of cursory research shows the venue was in use from at least 1936- sixty entries raced there that October, but did it survive post-war?

(SLV)

A trip down memory lane for Melbourne’s eastern-suburbanites.

The Glen Waverley line rail-crossing- not even a boom-gate, as long as the operator in the little hut doesn’t go to sleep all is good, at the ‘bottom’ of the Toorak Road plunge down from Glenferrie Road looking east in 1955, this spot is a long drop-kick to Tooronga Park.

By the time i was an ankle-biter visiting my uncle/grandfather’s newsagency on the corner of Burke and Toorak Roads in the early sixties that stand of trees at the top of the hill had become a drive-in theatre. In addition to the gasometers there was a brickworks in this area of flat land, so it was quite industrial for a residential area- the gasometers were removed circa 1980 as natural gas replaced the coal-fired variety.

Its funny the stuff which pops back into yer head. The two ‘clutch-fucker’ hill starts which terrorised me as an 18 year old ‘P-Plater’ in me Mum’s Morrie 1100 was that one at the top of the hill where the trees are- the corner of Tooronga and Toorak Roads, when traffic lights emerged and the Warrigal Road/Riversdale Road muvva in Burwood…i got there eventually!

Into the sixties the first small shopping centre emerged, then re-zoning removed the extractive industries and Coles headquarters moved in, then circa 2010 a bigger shopping centre and shedloads of apartments. Oh yes, there is now a freeway (the Monash) near the railway lines and at present, finally, the powers that be are creating an overpass for the railway line.

Gardiners Creek is there somewhere but maybe its behind where the snapper took his shot, no doubt some folks who attended the Malvern Comforts Fund event fished in that creek all those years ago…

Credits…

Ray Bell and Bob King

Ray Bell Collection (from Campbell McLaren’s photo album), Museums Victoria, ‘A History of The City of Malvern’ Lynne Strahan, Bob King Collection, State Library of Victoria, Ken Devine Collection

Tailpiece…

Finito…

 

(B Miles)

Look at that packed grandstand, grid for the first Lakeside International, 11 February 1962…

Jack Brabham is on pole from Bib Stillwell, Cooper T55 Climax 2.7 ‘slimline’ and T53 2.5 ‘lowline’ respectively, a great performance by the Melbourne Holden dealer. On the second row in the blue #10 Cooper T53 2.7 is Bruce McLaren and alongside the very quick John Youl in a now ageing Cooper T51 2.2. Then its Angus Hyslop’s white Cooper T53 2.5 and a smidge further back you can just see the red nose of Lorenzo Bandini’s Cooper T53 Maser 2.8. Other top-liners on the grid were Lex Davison’s T53, Ron Flockhart Lotus 18 and Arnold Glass in a BRM P48.

Brabham won the short 30 lap race in 30 minutes by a second from Stillwell, Hyslop, Davison, Youl and Bandini.

This photograph is another by Bill Miles, an enthusiast with a fine talent for composition. The eyes of Brabham and Stillwell are riveted on the starter, who is just about to commence his flag upswing with the hatted Judge of The Start ready to pounce on anybody with a jittery clutch foot…

Angus Hyslop with microphone in hand accepts the Presidents Cup for winning the 1962 Renwick 50 (MCC Inc)

I didn’t realise Kiwi up-and-comer Angus Hyslop had raced in Australia- he was sixth at Warwick Farm, fourth at Longford and ninth at Sandown that summer off the back of a pair of sixths at Wigram and Teretonga and seventh in the NZ GP at home.

Even more impressive was his 1963 season in the same Cooper T53- not exactly the latest bit of kit by then.

Q8 and second behind John Surtees’s Lola Mk4A Climax at Pukekohe in the NZ GP was a stunning start, buoyed by that performance he was Q2 behind Brabham’s new Brabham BT4 Climax in the following round at Levin for DNF halfshaft, a rare non-finish. Q5 and fourth at Wigram and Q6 and fifth down south at Teretonga were strong results- in addition all the fast boys were running 2.7 ‘Indy’ Climaxes whereas Hyslop’s FPF was only an ‘F1’ 2.5.

Clearly a driver of promise, the Hastings sheepfarmer went on to win the NZ Gold Star Championship in 1963 and then retired which is a shame as he was clearly a very fast racer who finished motor races

(MCC Inc)

The shot above is a better one of Hyslop’s Cooper T53 Climax- this time its the start of the Renwick 50, a road race held about 6 miles west of Blenheim in New Zealand’s South Island, in November 1962.

Angus’ white Cooper T51 Climax is on pole from Maurie Stanton’s Stanton Chev and then Tony Shelly’s partially obscured Lotus 18/21 Climax. Bob Eade’s Maserati 250F dwarfs the Barry Cottle Lola Mk1 Climax sports, the distinctive nose between and back a bit from these cars is the youthful Amon C, Maserati 250F.

The front-engined car behind Eade’s Maserati is John Histed in a Lola Mk2 Ford FJ and finally at right the Bob Smith’s Ferrari 555 Super Squalo 3.5

Angus won from Chris Amon and Barry Cottle.

Hulme, Amon and Hyslop at Hampton Downs circa late eighties (NZ Classic Car)

 

Angus Hyslop’s Jag D Type sandwiched at left by the Roy Billington Elfo Special (yes, as in the famous Brabham mechanic) and Graham Pierce’ Austin Healey 100S at the Levin Spring meeting in December 1958 (Natlib NZ)

Hyslop, born 1928, first rose to prominence in a Jaguar D Type (XKD534 ex-Jack Shelly/Sam&Bob Gibbons/Hyslop/Taylor/Bremer/Foster) he raced from October 1958 to 1961, successes included twice finishing second in the national Sports Car Gold Star competition.

After the 1961 internationals at home in a Cooper T45 Climax 2 litre FPF he before travelled to Europe to race in a half-dozen or so British FJ events in a ‘New Zealand Grand Prix Racing Team’ Lotus 20 Ford running immediately in the top ten- fourth behind Allan Rees, Gavin Youl and Dennis Taylor on 19 August at Goodwood was indicative of his pace.

During that year he also shared a works Fiat Abarth 850S with Denny Hulme at Le Mans- the pair finished fourteenth in the little car and won their class.

He returned to New Zealand and continued to raced the Cooper T45 in 1961/2 towing it behind the D Type!

The other apocryphal Hyslop/D Type story is that after the wet 1961 Wigram meeting in which Angus finished third behind Brabham and Moss in his 2 litre Cooper T45 but ahead of the 2.5 litre Coopers of McLaren and Hulme his bank manager, who had been staying in the same hotel as Angus to watch the race, complimented him on his wet weather driving whereupon Hyslop responded that he thought the skill had been learned by using the D Type to round up the sheep on his farm…

He ‘hit the bigtime’ when the New Zealand International Grand Prix Executive Committee approved a loan to allow him to buy an ex-Yeoman Credit Parnell Cooper T53- the car carried the same chassis plate as Angus’ T45 in the usual Antipodean manner to avoid import duty- the Cooper was sold to Jim Palmer after Hyslop ‘retired’.

I’m intrigued to know how far he strayed from the sport though- not far is my guess given his fourth place in the 1972 New Zealand International Heatway Rally in an Abingdon prepared Group 2 Mini 1275GT- Andrew Cowan won in the sister car crewed by Jim Scott.

Hyslop died in 1999, aged 71.

Etcetera…

Angus Hyslop and Mike Langley in their works Mini 1275GT, Heatway Rally 1972 (unattributed)

Angus Hyslop and Mike Langley in their works Mini 1275GT, Heatway Rally 1972.

BLMC/New Zealand Motor Corporation went all out to win the event, entering four cars- two 1275GT’s and two Morris Marina 1800TC Coupes, one of which was driven by Jim Richards finished 61st, the other 52nd, both the updated ‘Morris Minors’ had suspension problems.

Jim was unlucky- Cowan had been allocated a Marina to rally but he was having none of that so Jim got the bum seat and Andrew the car he wanted, which he put to rather good effect!

(CAN)

Hyslop at Dunedin in 1961, D Type in a support race.

He qualified second behind Denny Hulme’s Cooper T51 Climax in the feature Dunedin Road Race on the ‘Oval Circuit’ finishing third in his Cooper T45 behind Denny and Pat Hoare’s Ferrari 256 3 litre V12.

Credits…

Bill Miles, Allen Brown’s oldracingcars.com, Marlborough Car Club Inc, Alamy, NZ Jaguar D Type History ‘Nostalgia Forum’ thread

Tailpiece: Hulme/Hyslop works Fiat Abarth 850S, Le Mans 1961…

Finito…

 

(unattributed)

Tony Gaze during a pitstop for plugs, HWM Alta 2 litre s/c, chassis ’52/107′ during the New Zealand Grand Prix, Ardmore January 1954…

Hersham & Walton Motors (HWM) came to prominence in the immediate postwar years. Based in New Zealand Avenue, Walton, where the business still is today as an Aston Martin dealership- the company was a partnership between two great motor racing enthusiasts – driver George Abecassis and engineer John Heath.

George made his name aboard a single-seater Alta pre-war. When racing resumed post conflict both Abecassis and Heath campaigned a variety of Alta single-seaters and sportscars. John Heath developed Alta-based sports-prototype cars in 1948-49 and since George Abecassis had been racing his postwar GP Alta internationally with success – the pair planned a team of dual-purpose Formula 2/sports-racing cars to campaign at home and abroad in 1950.

The duo were adept talent-spotters recruiting along the way Stirling Moss, Lance Macklin and little later Peter Collins.

In 1950 the new HWM works team of three, or four HWM-Alta ‘F2’ cars were entered in a hectic program of racing, the team was well organised and its cars competitive with all but the best Continental factory machines.

HWM’s mechanics, including such later prominent names as Alf Francis and Rex Woodgate were capable and dedicated to putting the cars on the grid. They worked horrendous hours, transporting the cars from race to race in epic journeys overcoming all odds.

George Abecassis, leaning on the fuel tank and John Heath at left with one of the single-seaters coming together at Walton, which one I wonder? (unattributed)

 

Men of the moment- HWM’s John Heath and George Abecassis Alta ‘GP1’ and Alta’s Geoffrey Taylor at Goodwood on 18 April 1949. George was 6th in the Richmond Trophy won by Reg Parnell’s Maserati 4CLT (S Lewis Collection)

 

Lance Macklin, HWM Alta F2, Crystal Palace Coronation Cup May 1953. Fourth in the race won by Tony Rolt’s Connaught A Type. Doug Nye attributes the sexy bodies of the HWM’s to Leacroft of Egham (Getty)

In a hand to mouth, time honoured existence, start, prize and trade-bonus money from one weekend’s racing financed the next, under Heath’s technical direction and leadership HWM built a fleet of Formula 2 single-seater team cars for 1951, followed by developed variants into 1952-53.

In face of Ferrari, Maserati, Connaught, Cooper-Bristol and others HWM results deteriorated as time passed, 1951 being the teams best season, but in 1952 Lance Macklin and Tony Rolt drove their HWM Alta’s home first and second in the prestigious BRDC International Trophy race at Silverstone. The cars held together for two hours and won from the Emmanuel de Graffenreid Plate-Maserati 4CLT/48 and Rudy Fischer’s Ferrari 500.

The chassis campaigned in New Zealand was originally built as an F2 car in 1952 powered by an unsupercharged 2-litre 4-cylinder Alta engine and was later re-equipped with a supercharged GP Alta motor specifically for Formula Libre racing in New Zealand in 1954.

In 1952 HWM entered cars for George Abecassis, Peter Collins, Macklin, Stirling Moss, Paul Frere, Roger Laurent, Yves Giraud-Cabantous, Duncan Hamilton, Johnny Claes and Dries van der Lof- many of these drivers gained good start money in their home-country GP’s.

Lance, the ‘playboy’ son of Sir Noel Macklin was said to be the most stylish and glamorous British racing driver of that period, team-mate Stirling Moss credits him with having taught the new boy “an enormous amount, not just about racing, but also about how to enjoy life in general…”.

Chassis ‘52/107’ was predominantly the car raced by Macklin in 1952 and 1953.

Bonham’s spiel about ’52/107′ before its June 2016 sale relates that ‘Lance Macklin was relaxed about which car he drove – too relaxed according to George Abecassis. Each of the drivers had specific and often different requirements which extended to tyre pressures, final-drive ratios, seat position, they were not readily adjustable- bolted down, steering wheels etc. Macklin retained the pre-selector gearbox for the early part of 1953 as opposed to the ‘C’ Type Moss box adopted on the other cars.’

‘There is evidence of this on chassis ’52/107′ not seen on ’52/112′ the sister car. Macklin also had his logo ‘LM’ painted on the side of his car at some time in 1953. Finally the mechanics recorded plug types, pressures and gearing race by race for future use…Heath and Abecassis only appeared briefly for practice/racing and returned to the UK without corporate records. ‘52/107′ has the mechanics’ notes, scribbled in hand in a school note book, the car is recorded as Macklin’s car in several books and was confirmed personally by Tony Gaze as ’52/107′.

Tony Gaze in ’52/107′ in England date unknown but 1990’s perhaps (unattributed)

 

Macklin ’52/107′ date and circuit in the UK unknown (unattributed)

Macklin contested 1952 championship grands prix at Bremgarten, Spa, Silverstone, Zandvoort and Monza for a best of eighth, and six or seven non-championship races the best of which was the splendid BRDC International Trophy win at Silverstone in May.

He had a shocker of a run in 1953 starting six GP’s- his only finish was at Zandvoort where he was fifteenth, the run of DNF’s due to engine and clutch failures occurred at Spa, Reims, Silverstone, Bremgarten and Monza.

Macklin also contested a similar number of non-championship races as in 1952, his best was third at the Circuit de Lac in Aix-les-Bains and two fourths at Crystal Palace in the Coronation Trophy and Crystal Palace Trophy.

The ‘winningest’ cars in British non-championship 2 litre F2 races in 1953 were Connaught A Types and later in the year Cooper T23 Bristols.

It seems George Abecassis sent the ‘52/107’/Gaze combination to New Zealand out of simple commercial expediency.

He had the ex-Joe Kelly Alta ‘GP3′ sitting in the workshop- this car contested the 1950 and 1951 British GP’s, his view was that the supercharged 1.5 litre, four cylinder engine would form the basis of a good Formula Libre car when mated with one of his F2 chassis’.

Similarly the ‘GP3’ chassis fitted with a Jaguar engine was also saleable, in addition Macklin was moving to sportscars and George was frustrated with him.

On top of all of that, critically, the writing was on the wall for HWM and several other teams needing a competitive engine for the new F1 commencing on 1 January 1954.

The 2½ litre Climax ‘Godiva’ FPE V8 engine was not being proceeded with, Coventry Climax famously ‘took fright’ upon reading of the claimed outputs of their Continental rivals, and Alta’s Geoff Taylor had contracted exclusively with Connaught for the provision of his 2½-litre, DOHC four cylinder engine.

Commercially therefore, without a suitable F1 engine, sportscars made the greatest sense and so it was that HWM  made good money out of converting both HWM and Alta single-seaters into sportscars powered by Jaguar engines.

HWM never to let an opportunity to pass, proceeded with their plan albeit the 1.5 litre supercharged engine was upgraded by Taylor to 2-litres using the same bore and stroke as the 2 litre F2 units to improve reliability and power whilst simultaneously ensuring commonality of parts- bearings, pistons, rings and the rest for operators of the car in the colonies- a new crank was obtained from Laystall to suit.

Aussie fighter-ace Tony Gaze was chosen as the driver given his strong performances in his Alta, HWM and other cars since the war- his brief from George was a simple one, win a couple of races including the NZ GP if possible and then sell the car before returning back to Europe.

Looks major ‘dunnit- Macklin (or Peter Collins?) and the mechanics- perhaps pointing is Tony Rudd left in profile is Tony Gaze and ‘head to head’ alongside Tony is John Heath with ’52/107′ (unattributed)

 

Joe Kelly’s Alta ‘GP3’ during the 1950 British GP weekend at Silverstone- Geoffrey Taylor in the suit. Q19 and DNF, the race won by Nino Farina’s Alfa Romeo 158 (unattributed)

 

Tom Clark, I think, in ’52/107′ Levin, New Zealand circa 1956 (BV Davis)

In New Zealand in January/February 1954, Gaze drove it to third in the New Zealand Grand Prix at Ardmore behind Stan Jones, Maybach 1 and Ken Wharton’s BRM P15.

It was a pretty competitive field which included the Wharton BRM,  Peter Whitehead’s Ferrari 125, Jack Brabham and Horace Gould in Cooper T23 Bristols, Lex Davison’s ex-Gaze HWM Jaguar and others.

Gaze’ race was a great mighta-been.

He relates in ‘Almost Unknown’, Stewart Wilson’s biography of the great Australian, that Shell, his contracted fuel supplier did not have any of the required brew on raceday so he started the race with what fuel was left in the car after practice to at least obtain his start money payment.

When the flag dropped he tootled around, knowing he had sufficient juice for half the race at best, but the car was running on only three cylinders, a plug change rectified that. A lucky break was teammate Peter Whitehead’s Ferrari 125 (shortly to become Dick Cobden’s car) clutch failing which allowed Tony’s mechanics to siphon the fuel from the V12 2 litre Ferrari  and pop it into the Alta.

Tony sped up, he still didn’t have enough juice to finish, passing Wharton’s BRM which had its own problems- at this point he was gaining three seconds a lap on Stan Jones’ Maybach. Then the car ran out of fuel on lap 92, as Tony coasted into the pits with the engine dead a fuel churn appeared- ‘borrowed’ from BRM. Topped up, with mechanics Peter Manton and Alan Ashton totally spent after pushing the car the length of the pitlane before it fired, third place was Gaze’s. Tony’s regret to the end of his life was that the race was his had Shell fulfilled their contractual obligations. The two-hundred pounds paid in compensation was no substitute for an NZ GP win…

In the month long gap between Ardmore and Wigram Tony and Peter contested the 24 Hour race held at Mount Druitt in Sydney’s west on 31 January- they led by an enormous margin in Peter’s C Type Jaguar only to have a suspension failure when the car hit an enormous hole on track- it was repaired but failed again later in the race. They restarted the car and limped over the line to win the sportscar class- seven of twenty-two starters finished led by the Jaguar XK120 driven by Doris Anderson, Charlie Whatmore and Bill Pitt- well known racers to Australian readers.

Back in New Zealand and off to Christchurch on the South Island for the Lady Wigram Trophy on 6 February, he was second behind the Whitehead Ferrari after Peter ignored Dunlop’s advice and completed the race without a tyre change on the abrasive track- they were ‘well shredded’ but it was a winning if somewhat risky ‘racers’ decision.

At the end of Tony’s tour- successfully completing the second part of his assignment, he sold the Alta to Sybil Lupp for John Horton to drive.

Gaze had a great taste of racing in New Zealand and returned again the following year, he and Peter Whitehead raced a pair of Ferrari 500/625’s, Tony’s chassis ‘005’ famously the ex-Ascari 1952/3 World Championship winning car, it was not the only chassis the Italian used but the ‘winningest’.

Horton raced ’52/107′ from February 1954 until February 1956- in which his best results were two second places, setting fastest lap both times at the February 1954 Hamilton Trophy at Mairehau and the April 1956 NZ Championship Road Race on the Dunedin ‘Wharf’ road circuit.

In the January 1955 NZ GP, back at Ardmore, Horton struck trouble and was classified fifteenth- Bira won that year in a Maserati 250F from the Whitehead and Gaze Ferraris in second and third places.

Other than the NZ GP meeting it seems Horton did not race the car throughout 1955, nor was the machine entered in the 1956 NZ GP, but he ran at Dunedin- tenth and in the South Island Championship Road Race at Mairehau, finishing second on handicap. Onto the Southland Road Race at Ryal Bush he qualified a very good fifth on this challenging road course but only completed 9 of the 41 laps- Whitehead won.

The last meeting that summer was the Ohakea Trophy held at the airfield of the same name on 3 March, Horton didn’t enter but the race was won by (later Sir) Tom Clark who was clearly impressed with the Alta having raced against it for a while in his pre-war Maserati 8CM- he acquired it from Sybil Lupp shortly thereafter.

Sybil Lupp susses her HWM Alta on the evening before the 1955 NZ GP at Ardmore, its said there was a possibility she would drive the car, but John Horton raced it. Car #77 is also ex-Gaze- Lex Davison’s HWM Jaguar, the 1954 Australian GP winner started life as Tony’s 1952 Alta engined F2 machine. Car #3 is Reg Hunt’s just arrived in the Antipodes Maserati 2.5 litre A6GCM (CAN)

 

Tom Clark, Ardmore NZ GP 1957 (T McGrath)

 

Ron Tucker, Ransley Riley DNF, Tom Clark HWM Alta 6th and Bob Gibbons Jaguar D Type DNF during the 1957 Southland Road Race at Ryal Bush. Peter Whitehead won this race from Reg Parnell in identical Ferrari 555’s powered by 750 Monza engines (J Manhire)

Tom Clark, of Crown Lynn Potteries fame, began his stint with it by setting FTD at Whangarei hillclimb before finishing second at Levin in October 1956.

Clark shipped the car to Australia for the ‘Olympic’ Australian GP at Albert Park that December– finishing eleventh following various delays having run strongly early on in a world class field, Stirling Moss won in a works Maserati 250F.

Ninth place followed in the January 1957 NZ GP at Ardmore, Reg Parnell, Ferrari 555 Super Squalo triumphed that day.

Tom raced the car at Wigram DNF, Dunedin DNF, Ryal Bush where he was sixth and in much the same way that he had had a good look up close at the Alta decided the Ferrari 555’s were the go so acquired the Whitehead car, racing it to its first win at the South Island Championship Road Race meeting at Mairehau the weekend after Ryal Bush.

For sale, Johnny Buza was the purchaser.

He practiced at Ardmore for the 1958 GP, as the photograph (in Etcetera below) shows but appears as a DNA in the sergent.com results. He entered Dunedin and Teretonga but failed to take the start on both occasions. With plenty of mid-engined Coopers on the scene the older of the front-engined cars were finding the going tougher- the Alta didn’t race throughout 1959 or 1960.

Jim Boyd – more famous for his aero-engined Lycoming Special, raced the HWM throughout 1961- at Ardmore, Wigram, Dunedin, Teretonga and Waimate,  failing to qualify for the NZ GP but otherwise finishing the events with a best of eighth at Waimate towards the season’s end.

In 1962 it was driven by Lindsay Gough to win a beach race at New Brighton. J.G. Alexander also appeared in the car while Lindsay Gough raced it into 1963, although I can see no records of his events, by that stage though it was a ‘club car’ rather than a machine contesting the national level events reported upon by Bruce Sergent’s site.

By 1980 the car had been acquired by Russell Duell in New Zealand before passing to Colin Giltrap in 1989, the car has been in the United Kingdon since 1997.

Jim Boyd during the 1961 Dunedin Road Race, HWM Alta. Allan Dick wrote ‘This car was never really competitive in NZ but by 1961 it was very much a tail-ender, but Boyd competed for many years in a variety of old, outdated cars, finally striking it good with the Lycoming, followed by the Stanton Corvette and finally a Lola T70’ (CAN)

 

Etcetera…

 

(autopics)

Stirling Moss goes around the outside of Tom Clark during the December 1956 AGP at Albert Park. Maserati 250F and HWM Alta, Moss won from teammate Jean Behra.

 

(CAN)

Cracker of a shot- the kid with a proprietorial hand on the car is perhaps indicating ‘my dads car!’ During John Horton’s ownership probably at Cleland hillclimb perhaps. Input welcome!

Typical Kiwi/Oz kids of the period wearing their school ‘jumpers’ (jerseys) on the weekend.

 

(CAN)

Johnny Buza at Ardmore during the 1958 Ardmore NZ GP weekend. He is listed as a DNA but it seems he practiced at least- by then the old gal is getting a bit long in the tooth given the increasingly international nature of the Australasian Summer International grids.

 

Gaze and Davison driver profiles from the 1954 NZ GP race program (S Dalton)

 

(unattributed)

Cockpit of one of the 2 litre F2 Alta’s.

Doug Nye relates the story of Stirling Moss pitching out of his car a fire extinguisher which had come loose from its mount in the cockpit, when he reported this to John Heath back in the paddock the thrifty team owner promptly despatched his young star back in the direction of the track to find said expensive item…

 

(Motorsport)

These HWM Jaguar’s were and are attractive, fast racing cars.

Here George Abecassis in his DB3S inspired ‘025′ ‘XPE 2’ at Goodwood, circa 1955.

‘Abecassis himself sketched out the bodies of each HWM and, for the second generation HWM-Jaguars in 1955 he designed a neat functional new body. Two works cars were built: George’s was registered XPE2 and the second, for John Heath, took over the HWM1 number plate. It was in this car that John Heath decided to enter the 1956 Mille Miglia…In driving rain he lost control near Ravenna and the car hit a fence and turned over. A few days later Heath died from his injuries.’

David Abecassis on hwmastonmartin.co.uk continues, ‘That sadly, was more or less the end of HWM which still promised so much. Abecassis did build up one more chassis as a dramatically styled road-going coupe, but he gave up racing to concentrate on his burgeoning garage business. Today, HWM, still in its original premises on Walton-on-Thames thrives as a prestigious dealer in Aston Martins and other desirable and exotic road machinery.’

In an apt tribute to the role HWM played in the march of British motor racing post war Abecassis concluded, ‘Like all good racing cars, however, the handful of HWMs that came out of this courageous little team lived on, and most of them have never stopped being campaigned. Today they are cherished by their handful of lucky owners as important, and very effective, historic racing cars. Britain’s all-conquering motor racing industry owes a great debt to those pioneering European forays of John Heath and George Abecassis.’

Indeed!

 

John Heath and a mechanic work on one of the 2 litre Alta engines- Weber fed, during the 1953 British GP weekend at Silverstone (unattributed)

Alta Engine’s…

This summary of the Alta engine’s design is a trancuated version of Doug Nye’s piece in ‘History of The Grand Prix Car’.

Geoffrey Taylor’s twin cam, four cylinder design had a bath shape bottom end casting whose sides rose to provide cooling water jacketing.

The cylinders were formed in a separate Meehanite iron casting which fitted tightly into the crankcase bath. Crankcase rigidity was enhanced by box sections within its side walls and by horizontal cross-bolts positioning the main bearing caps.

Circumferential grooves were machined into the top of the cylinder-bore casting which matched grooves machined into the face of the alloy head- in assembly these matching grooves would clamp Wills pressure ring seals to create a joint which was water and gas tight.

The head was secured by thru bolts positioned by the tall outer crankcase casting, it carried two overhead cams operating two valves per cylinder via rocking fingers, valves were inclined at an included angle of 68 degrees- combustion chambers were hemispherical. Cam drive was by chain off a sprocket on the three main bearing crank. The Roots type supercharger, of Alta manufacture was driven off the crank nose drawing fuel from an SU carb delivering a maximum of 22psi.

In 1.5 litre supercharged form the engine was square- a bore and stroke of 78mm- 1480cc and was good for 7000 rpm using Specialloid pistons and a Nitralloy crank.

The basic  architecture was retained for the 2 litre normally aspirated F2 engines- the HWM engines of 1950 were fed by twin SU carbs burning a methanol/benzol/petrol mix. The 2 litre motors had a bore and stroke of 83.5 x 90mm- 1970cc and were claimed to give 130bhp @ 5500rpm.

Tony Gaze had twin Webers adapted to his engine when he ran at Monza in 1951- his lead was followed on other Alta motors.

For 1953 new type cranks were adopted, HWM’s engines that year were Alta based but the heads were HWM’s own design with gear driven cam drives rather than chain- the head, camshafts, rear-gear drive and other moving parts were made by HWM or its subcontractors.

Bonham’s piece noted the following, ‘There are major differences between the Alta GP and Formula 2 engines. The GP engine was dry-sumped with the crankcase going right down to the bottom of the motor with what is virtually a flat plate bolted to the base, whereas the F2 engine has a wet sump with the crankcase split in half along the centreline of the main bearings. There is a deep pan beneath the engine. The GP engine has a different crank which is extended at the front to drive the blowers- the ancillary drives for magneto(s) and oil pump(s) are also completely different.

The engine in ’52/107’ is marked ‘GP3’ in two places which is compatible with Joe Kelly’s ‘GP3’ as are the two blowers which were unique to ‘GP3’, it is thought the whole unit came from chassis ‘GP3’.

Photo Credits…

Getty Images, Bruce V Davis, John Manhire, Simon Lewis Collection, Allan Dick’s Classic Auto News, Motorsport, autopics.com

Bibliography…

Bonhams ’52/107′ sale material 2016, ‘History of The Grand Prix Car’ Doug Nye, ‘Almost Unknown’ Stewart Wilson, sergent.com, hwmastonmartin.co.uk, Terry McGrath Collection

Tailpiece: Lance Macklin, HWM Alta ‘52/107’ on the way to a win in the BRDC International Trophy, Silverstone 1952…

(Getty)

George Abecassis, on HW Motors letterhead wrote a letter to the cars then owner, which said in part: “I have often wondered what happened to the supercharged HWM which we sent to New Zealand, because it was undoubtedly the most exciting and fastest HWM that we ever made.’

‘It was one of the 1952 two-litre team cars and we fitted it with a two-stage supercharged unit especially for the Tasman series of races, and we lent it to Tony Gaze on the condition that he sold it for us in New Zealand, which he succeeded in doing’.

He concluded: ‘If ever you should get tired of the car, I would always be pleased to buy it back from you! I think it was the best car we ever made…’

Finito…

(R MacKenzie)

When shots of a bloke at the same circuit pop up randomly a week apart whilst looking for other stuff its an omen right?…

The photographs of Bob Muir a year apart at Warwick Farm aboard his Mildren ‘Yellow Submarine’ Waggott and Lola T300 Chev (below a bit) say much about his fast ascent during this career phase.

The first shot is during the F5000 Tasman 1971 ‘Warwick Farm 100’ in The Esses- he is on the way to sixth amongst the 500bhp beasties in the little, lithe, nimble 275’ish bhp 2 litre Waggott powered ‘Sub- the speck in the distance is, I think, Ken Goodwin’s Rennmax BN3 Ford DNS, it must be practice as he didn’t race. Frank Gardner won come raceday in his works Lola T192 Chev.

Bob raced a Rennmax Formula Vee initially after a dabble in a road Austin Healey Sprite and after showing immediate pace progressed through a Lotus 23B Ford in 1968/9 to a Rennmax BN3 which was raced with a Coventry Climax 2.5 litre FPF and later a 2 litre Waggott TC-4V acquired from Alec Mildren as the long time team owner and patron wound down his race operations.

The Waggott was then transferred to the Sub, when he bought it- his first meeting with that motor fitted appears to be the Mallala Gold Star round in 1970.

Jack Bono, Elfin, from Bob Muir, Mako then Elfin, Nota, uncertain and then probably Ken Goodwin, Rennmax back up the road Warwick Farm 1967 (oldracephotos.com/Phillips)

 

Muir, Lotus 23B Ford, Warwick Farm 1968 (oldracephotos.com/DSimpson)

 

Muir, Rennmax BN3 Waggott during practice for the Oran Park 1970 Gold Star round- Q4 but DNS after a run bearing (oldracephotos.com/DSimpson)

Money was always tight as Muir’s motor-dealership provided the funds to race, he did so when he could afford to.

Throughout 1970 he ran his Waggott engined BN3 at Warwick Farm and Sandown for strong thirds stepping into the Sub for the first time at Mallala in October and then the AGP at Warwick Farm in November where a blown tyre caused an accident in the race won by Frank Matichs’ McLaren M10B Repco-Holden.

He sensibly did not contest the Kiwi 1971 Tasman rounds as by then the ‘more modern’ F5000’s had eclipsed the 2 litre cars which could still, in the right circumstances, give a good account of themselves the year before- he raced at the Farm for sixth

Contradicting myself, Max Stewart won the 1971 Gold Star in the Mildren Waggott despite Bartlett’s McLaren M10B being demonstrably the quickest car that season- reliability let him down, and Bob would have given Max a shake had he the wherewithal to run the Mildren. His sole GS 1971 appearance was at Oran Park in Ken Goodwin’s BN3 fitted with his Waggott which blew in testing so he didn’t race, by June the Sub was advertised for sale in Racing Car News ‘Sell as is. Needs rebuild, engine repair’- Ray Winter bought it and did very well in it as an ANF2 car fitted with, in time, a Hart 416-B Lotus-Ford twin-cam. The Sub in period only had aces behind the wheel- Gardner, Bartlett, Muir and Winter.

Bob had bigger plans to have a crack at F5000 with a new car rather than the ‘hand me downs’ he had raced hitherto.

Muir’s Lola T300 Chev, DNF battery from 1972 Tasman Champ Graham McRae, Leda GM1 Chev 4th. Matich won from Gardner and Bartlett- Matich A50 Repco, Lola T300 Chev and McLaren M10B Chev (L Hemer)

Niel Allen’s misfortune created an opportunity for Bob.

Allen missed racing after his retirement at the end of the 1971 Tasman so he acquired a new Lola T300, chassis ‘HU-4’.

Whilst testing the car he lost control of the twitchy jigger- quite a different beast to the McLaren M10B had jumped out of twelve or so months before. Muir bought the car when Niel said ‘enough’ and rebuilt it around a new tub- he was ready for the Australian 1972 Tasman rounds where he was immediately quick- Q4 at both Surfers and Warwick Farm.

This was mighty impressive as the competition were ‘match fit’ having done four rounds over the five preceding weeks so the fact that a young fella had jumped right into these thoroughly demanding machines and was immediately on ze pace was a mighty strong effort.

Great Dick Simpson shot shows Bob hoiking an inside left at Oran Park with Kevin Bartlett’s T300 up his clacker during the 1972 Gold Star round. Bob Q2 behind Matich and DNF tyre/brakes. Matich, A50 Repco won from Bartlett and Max Stewart, Elfin MR5 Repco (oldracephotos.com/DSimpson)

 

Lynton Hemer’s shot of Muir heading thru BP and onto Oran Park’s main straight during the 1972 Gold Star round highlights some key aspects of the T300 design- the F2 T240 derived aluminium monocoque chassis, mid-ship, hip mounted radiators the ducting of which gives this whole series of cars (T300/330/332) their thoroughly sexy look- the cars worked rather well too. 5 litre Chev sits reasonably high, in this case fed by four 48IDA Weber carbs (L Hemer)

He spun at Surfers, had a battery problem at the Farm and an engine failure at Sandown’s AGP from Q5 but a point had been made despite not having the dollars to do the final Adelaide round.

His Gold Star appearances were similarly sporadic- Sandown Q2 and second behind the dominant Frank Matich A50 Repco, Q2 and DNF at Oran Park and that was it apart from some ‘Repco Birthday Series’ events at Calder.

He went jumped up into the big league in 1973 contesting most of the US F5000 ‘L&M Championship’ in a new Lola T330 Chev. The car was bought by Australian Garry Campbell and, a bit like the Allen Lola twelve months before, Campbell crashed in testing at Oran Park- Bob repaired it with the assistance of John Wright, later to be a very fast F5000 driver himself and shipped it to the US with a couple of nice, strong Peter Molloy 5 litre Chevs.

He hooked up with Chuck Jones and Jerry Eisert (the exact nature of the commercial relationship is not entirely clear) and together ‘Jones-Eisert-Racing’ attacked the L&M.

In an amazing run of raw pace Bob qualified fourth at Michigan International on 20 May for third in heat and DNF final, then off to Mid Ohio for Q3 and DNS heat and final and then off to the demanding Watkins Glen, a circuit on which he had not competed before for Q2 behind Jody Scheckter and ahead of Brett Lunger, Brian Redman, Peter Gethin, Mark Donohue, Tony Adamowicz, David Hobbs, Kevin Bartlett, John Walker, Vern Schuppan, Frank Matich and others.

Whilst Jody Scheckter was THE find of the series Bob’s performance was amazing, to say the least

His seasons in the US and the UK in F5000, Formula Pacific and a fleeting but impressive F2 appearance or two- is a story for another time.

Michigan International during the 1973 US L&M F5000 Championship, 20 May. Lola T330 Chev- a Peter Molloy Chevy at that. Scheckter, Trojan T101 Chev won from Derek Bell, Lola T330 Chev and Peter Gethin, Chevron B24 Chev. Muir Q4 3rd in heat and DNS final (M Windecker)

 

Etcetera…

 

(J Lemm)

Still wearing Bartlett’s usual #5, Bob sets to work on the Sub during the October 1970 Mallala Gold Star round- his first meeting in the car. Rare photo semi-nude.

 

‘Racing Car News’ June 1971 read it and weep…

 

(oldracephotos.com/Hammond)

Cruisin’ the Calder paddock during one of the ‘Repco Birthday Series’ (fiftieth) F5000 races during 1972, Lola T300 Chev. KB won this four or so championship rounds title from Frank Matich and Muir- all events held at Calder title.

 

(L Hemer)

Bob during the 1972 Warwick Farm Tasman round, not sure if it was practice or the race which was wet- Lynton has captured the reflections beautifully.

Credits…

Rod MacKenzie, oldracephotos.com/Dick Simpson/Hammond, Lynton Hemer, John Lemm, David Cutts

Tailpiece…

(oldracephotos.com/DSimpson)

The Muirs Sports Cars Mildren Yellow Submarine leads Teddy Pilette, Team VDS McLaren M10B Chev through the Warwick Farm Esses during the 1971 ‘100’ Tasman round- sixth and fifth respectively- a good dice, there were two seconds between the cars at the races end. Gardner won in his works Lola T192 Chev from Chris Amon, Lotus 70 Ford and Bartlett’s Mildren Chev.

Finito…