Archive for the ‘Icons & Iconoclasts’ Category

(B D’Olivo)

Jim Hall and his Chaparral 2G Chev look surreal juxtaposed against the Mojave Desert, Stardust GP, Las Vegas in November 1967…

Other worldly really, which of course they were. Like so many of us outside North America i missed the Can Am but have always been fascinated by it. One of THE great racing categories ever with some marvellous circuits, Bridghampton for me the most photogenic and Las Vegas the least. But not this monochrome, sundown shot by Bob D’Olivo which has a magic, eerie, feel to it. Hall failed to finish the race won by John Surtees’ Lola T70 Mk3B Chev.

Wings were well and truly a Chaparral paradigm by then, it wasn’t until 1968 they appeared in Grand Prix racing.


Chap 2G Chev, Road America pitlane September 1967. Jim Hall, Q7 and 4th in the race won by Denny Hulme’s McLaren M6A Chev. First race of the ’67 Can Am. The Papaya McLaren era is underway (D Friedman)

I wonder if the demonstrable pace of the winged 2F’s throughout Europe in 1967, campaigning in the World Manufacturers Championship effectively forced other designers to look at an area of aerodynamics they didn’t understand? That is, they could be ignored in the US as some sort of big car Can Am aberration, but the monthly sight of the things on ‘your own doorstep’ performing so well, if somewhat unreliably, forced a closer look. Check out my 2F article;

And so it was that wings flourished unfettered in F1 during 1968. And were then reigned back in after CSI dictates over the 1969 Monaco GP weekend in response to some appalling engineering, make that under-engineering of said wing support structures.


Series of body and aero shots of the Chap 2G at Road America (D Friedman)

Innovation is such an interesting thing. I mean that literally. Stuff being different to an existing paradigm makes it interesting because of its difference. Same, same, is boring doncha reckon?

We don’t get a lot of innovation in most of our motor racing classes these days, be it single-seaters, sportscars, or ‘taxis’. The rules either mitigate against it or mandate conformity of approach. Not least in F1. Often such rule changes or evolution has occurred to ‘contain costs’ and ‘ensure the drivers can compete on equal terms’. Who says that the latter is a good idea other than in the most junior of formulae where history tells us that uniformity of core package has worked well.


Jim Hall, Road America, September ’67 (D Friedman)

The funny thing about Jim Hall, Chaparral and innovation is that the powers that be were happy to allow their creativity to run free whilst the cars weren’t race winners. But when they were, or appeared to be, with the 1970 2J ‘Sucker’ it was legislated out of existence. So, in that sense we can be thankful that Jim, Hap, and Phil didn’t win more races or perhaps these wonderful cars may have been restricted by the intervention of vested interests of the paradigm much earlier!

God bless the innovators though, we need some. Now. And rules that allow differences of approach. Times are more complex than the sixties though. My polemic on F1 a while back supported innovation amongst other changes but how can it be afforded?


Chap 2G looks as modern as tomorrow- as a reference point one needs to look at its sportscar and single-seater peers. Road Am ’67. Aluminium monocoque 2C based chassis. Engine aluminium 427 cid Chev 90 degree, pushrod OHV injected V8, circa 525 bhp @ 6000 rpm. Chaparral/GM 3 speed ‘automatic’ transaxle, circa 780 kg (D Friedman)

Jim’s wings, automatic gearboxes and fibreglass monocoques were relatively simple (but very clever) whereas innovation now, will probably involve ‘power units’ of massive complexity and cost akin to the current ones used in the highly restricted and complex F1. Which means major manufacture involvement and resultant ‘winners and losers’, ‘haves and have nots’ in terms of the approaches which are successful and those which are dogs. Teams ability to afford such equipment is an issue with potential impacts on grid size.

But that’s probably a good thing, smaller more interesting grids of different looking and sounding cars has to be preferable to the highly contrived, boring sameness we see now?

Anyway, here is to innovators, god bless em…


Exquisite detail wherever you look, 2G cockpit, Road Am ’67 (D Friedman)

Photo Credits…

Bob D’Olivo, Dave Friedman

Tailpiece: Truly wild in profile, Chaparral 2G Chev, Road America, 3 September 1967…


(D Friedman)


Jochen Rindt doing some Brabham ‘grass cutting’ at the Tulln-Langenlebarn airfield circuit in 1967 with the flair and precision for which he was famous…

There are the ‘thinking drivers’ of course but it’s the ones with mesmerising, other worldly driving skills that ultimately excite.

The high priests amongst these fellows are the likes of Nuvolari, Fangio, Peterson, Villeneuve and of course Jochen Rindt. Only two of these chaps died in bed. In the days when racing cars and the geography in which they raced could and did bite, the law of averages, especially if you played with the extremes of the laws of physics too often could bring you undone.

Rindt from JPB at TL in 1968. He won from JPB and Henri Pescarolo in works  Matra MS7 FVA’s. Brabham BT23C’s filled 5 of the top 10 placings (unattributed)

Rindt made his name in F2- he was the dominant player in the class from the time he entered it in 1964 until the time he left planet earth in 1970. For much of that period he raced Brabhams- the chuckability of which were tailor made for the plucky Austrians balls to the wall, tail out, crowd pleasing style. Check out this article about Jochen and the F1 Lotus 72 Ford;

The BT23 family of cars, Tasman and F2/FB variants were ripper cars. They were up there with the very best of customer Brabhams designed by Ron Tauranac, fettled by Jack as to baseline chassis setup and built by Motor Racing Developments in large numbers.

The photos in this article are of Rindt at Tulln-Langenlebaln, Vienna and Thruxton. At TL Rindt’s Winkelmann BT23 FVA won in 1967 from Jack Brabham’s works machine and Jean-Pierre Beltoise’ Matra MS5 FVA , and ‘winged in 1968 from JPB and Henri Pescarolo both aboard  works Matra MS7 FVA’s.

At Thruxton (below) in 1968 he won from JPB in an MS7 FVA and Derek Bell in a BT23C FVA. Jochen also raced a BT23C in ’68, again Winkelmann entered.

Jochen on the way to winning the ‘BARC 200’ at Thruxton on 15 April 1968, Winkelmann BT23C (unattributed)


F2 Index

Photo Credits…


Tailpiece: Rindt, on it, as usual, BT23C, Tulln-Langenlebaln, Vienna, 14 July 1968…


James Garner is fitted to a Jim Russell Racing Drivers School Formula 3 car on 14 April 1966…

Jim Russell supervises ‘Pete Aron’s’ preparation for some laps at Snetterton. I wonder exactly what make and model it is?!

The business end of the iconic film ‘Grand Prix’ is about to get underway, the race scenes were filmed, famously, during the 1966 Grand Prix season.

Garner is sharpening his driving skills to cope with the in-car rigours of his role as Peter Aron. Of course he rather enjoyed it all didn’t he, becoming a racer and an entrant of some note.

Garner’s ‘American International Racing’ Lola T70 Mk3B Chev finished second in the 1969 Sebring 12 Hour driven by Ed Leslie and Lothar Motschenbacher behind the winning Penske T70 of Mark Donohue and Chuck Parsons.

By the time these shots were taken in the UK Garner had already done quite a lot of driving under the tutelage of Bob Bondurant in the US, but I wonder if the JRRDS laps were his first in single-seaters?

The ‘Tailpiece’ workshop shot below is on-location at the Cooper, Surbiton, Surrey factory. ‘Pete’ is sitting aboard his Japanese Yamura car which looks rather suspiciously like a Lotus 25 Coventry Climax, the cam-covers of the little 1.5 litre FWMV V8 are removed.

What a film! I wrote a short piece about it ages ago, click here if you’ve not read it, its focus is on Francoise Hardy;

Photo Credits…

Jim Gray, Evening Standard, J Wilds

Tailpiece: Pete being fitted to his Yamura F1 car, July 1966…

The on-circuit shots of the Yamura were of Bruce McLarens 1966 F1 contender, the McLaren M2B that year fitted with Ford, Serennissima and BRM engines. The contract was a nice little earner in the team’s first year in Gee Pee racing. Aron’s helmet design was Chris Amon’s sans the Kiwi logo. Checkout this really interesting article about McLaren’s involvement in the film on;

What a great commercial, symbiotic relationship it was between Gulf Oil Corporation and JW Automotive…

The success they achieved together with the Ford GT40 in 1968 and 1969 carried through into the Porsche years of 1970-1971 and beyond of course.

In 1968 the GT40, then getting long in the tooth, won the Manufacturers Championship and Le Mans. In 1969 the reliable old war-horse, again in Gulf-Wyer colours won at Le Mans, narrowly from the Porsche 908, undoubtedly the car of the year. It was one of the few races the 3 litre flat-8 Spyders and Coupes did not win- albeit not by much. The Jacky Ickx/Jackie Oliver GT40 ‘1075’, also the ’68 Le Mans winning chassis (driven by Pedro Rodriguez/Lucien Bianchi) beat the Hans Hermann/Gerard Larrousse 908L by only seconds, or around 120 metres after 24 hours of racing.

The Porsche 917, first raced in the Nurburgring 1000 Km in June, showed promise towards the end of 1969, winning the Osterreichring 1000 Km in the last Manufacturers Championship round on 10 August. It made sense for Wyer to race Porsche in 1970, and the German’s were happy to contract the racing of their cars to JW- with Gulf again providing commercial support. This event at the Carlton Tower Hotel i assume is the announcement of the parties plans for 1970.

JW were very successful in 1970, they won the lions share of the races- Daytona, Brands Hatch, Monza, Spa, Watkins Glen the Osterreichring and Targa, the latter won by a 908 Spyder. But they didn’t win Le Mans, nor did they do so in 1971.

In both cases Porsche Salzburg won the blue-riband endurance event. At the time JW signed with Porsche Wyer didn’t know about the Porsche family plans to cover its bases with two factory teams- Porsche Salzburg, owned by the Piech family being the other. Cunning plan. The right plan.

The car pictured at The Carlton is interesting to show the September 1969 917 paradigm, especially it’s aerodynamics.

Shortly after the JW engineers and drivers got hold of the 917, working with Weissach, the winning cocktail of changes which made the car so successful in 1970/71 was quickly determined.

One was a Lola T70 Mk3/3B type rear deck which cured the aerodynamic instability issue, the other involved changes to the suspension geometry both front and rear to both make good what was never quite right- and was needed anyway to suit the latest generation of wider and lower profile tyres to be used in 1970.

And the rest, as they say is history…

Compare the 1970 917K of Leo Kinnunen during the Brands 1000 Km with the 1969 917K spec of the original design shown in the brochure below. The Brands race is the one made famous by Pedro Rodriguez, who in this car mesmerised spectators and fellow drivers alike with his wet weather skills to win in this twitchy, difficult to master, high powered car (unattributed)

Photo Credits…

Wesley, Getty Images, Porsche AG

Porsche 917 in 1969…

Check out my article on the Porsche 917 first year of competition;

Etcetera: 1969 Porsche 917 ‘Sales Brochure’ in a mix languages…


(Rod MacKenzie)

…in the words of Maxwell Smart, for you aficionados of Mel Brooks’ wonderful sixties TV show ‘Get Smart’.

Kevin Bartlett with an inside wheel off the deck demonstrating the millimetre precision for which he was famous aboard the Mildren ‘Yellow Submarine’ Alfa in Warwick Farm’s Esses, September 1969. Rod MacKenzie has opened his shutter at precisely the right moment.

Another inch or so and the talented Sydneysider would have ripped an expensive corner off the front of a car which was so kind to him. I’m not sure of the racer behinds identity. A Lotus 27 or 32 perhaps?

Bartlett inherited the Len Bailey designed, Alan Mann Racing built, Alec Mildren owned car after Frank Gardner raced it in the 1969 Tasman Series.

KB used it to great effect in that years Australian Gold Star Series winning three rounds and the title in it- Symmons Plains, Surfers Paradise and in Bartlett’s Warwick Farm backyard in December.  During a busy season KB and the Sub also won the Macau Grand Prix on 16 November and contested the JAF Japanese Grand Prix at Fuji.

It wasn’t the ‘same car’ by the end of the year though as the Alfa Romeo Tipo 33 2.5 litre V8 engines with which the chassis was originally designed and built were put to one side and replaced by Merv Waggott’s Sydney built, 2 litre all alloy, DOHC, 4 valve, Lucas injected 275 bhp engine.

The history of my favourite ‘Australian’ racing car is one for another time- it’s a long story as this jewel of a car’s ‘in period’ history starts with 1969 Alfa V8 wins, continues with Waggott engined victories and ends with 1.6 litre Hart 416B success in Australian National F2 form in 1974/5. A fellow named Ray Winter was campaigning this famous car by then.

(Bill Pottinger)

High Speed Precision too…

Bartlett was famous for his tail out style, he was ‘the absolute master of opposite lock’ as Sam Posey described him having raced against KB during the 1973 Tasman Series and in the ‘L&M F5000 Championship’ in the ‘States in 1972/3.

This shot of the car is in ‘neutral to very subtle oversteer’ attitude, a very high speed, delicate drift- was taken by Bill Pottinger whilst Kevin traversed Teretonga’s ‘loop’.

The 1970 Tasman was tough in a 2 litre car, it was the first year of the Tasman F5000 Formula. KB was still quick enough to take 5th at Pukekohe and Teretonga- a second at Surfers Paradise, very much a power circuit was amazing and first at Warwick Farm brilliant but understandable. Bartlett, Matich and Leo Geoghegan were surely the quickest blokes around ‘Gods Own Acre of Motor Racing ‘ out Liverpool way?!

A mighty fine car and a mighty fine driver- thankfully both are still alive and well in Australia, Queensland to be precise…

(Bill Pottinger)

Merv Waggott fettles…

Sydney’s engineering genius Merv Waggott doing a plug change in ‘The Sub’ during the 1970 Teretonga weekend. Alec Mildren had been using Merv’s talents for years and specifically the smaller variants of Waggott’s engines in his other car, the Rennmax Engineering built Brabham BT23 copy ‘Mildren Waggott’ raced by Max Stewart.

When Merv decided to build a bespoke aluminium block to allow a capacity of 2 litres, something the Ford Cortina blocks used hitherto could not, it was an easy decision for Alec to go the more cost effective route with the local engine rather than the 2.5 litre Alfa V8.

The Alfa unit had received no development since first fitted to Mildren’s Brabham BT23D chassis in late 1967. Alfa were focussed on 3 litre engines for both their Tipo 33 Sportscar program and F1.

2 litre Waggotts won Australian Gold Stars for Leo Geoghegan in 1970 (Lotus 59B) and Max Stewart in 1971 (Mildren Waggott)

Photo Credits…

Roderick MacKenzie, Bill Pottinger on The Roaring Season




amon 1963 agp cooper

(David Mist)

Chris Amon, 19 years of age, awaits the start of the 1963 Australian Grand Prix, Warwick Farm, Sydney. Cooper T53 Climax…

Amon didn’t finish in his ‘Scuderia Veloce’ entered Cooper, the cars fuel pump failed after 24 laps. Jack Brabham won the race in his Brabham BT4 Climax, Amon’s team-leader and ‘SV’ owner David McKay finished 4th in another Brabham BT4 Climax.

I wrote an article about McKay a while back;

These were the early days of a very successful collaboration between Amon and McKay which resulted in the pair winning the 1969 Tasman Series in the fabulous Ferrari Dino 246T. Chris was the first of many drivers the racer/writer/team owner nurtured over the years.

In Amon’s case it was at a stage of his life when McKay was about to vacate the driving seat and evolve into a new stage of his career as owner/entrant of cars driven by others. Amon, then racing a Maserati 250F in NZ tested McKay’s Cooper T51 at Warwick Farm in August 1962 and contested Australian Gold Star rounds later in the season at Mallala and Sandown, non-starting in both but taking a strong 3rd place at Warwick Farm in the Hordern Trophy behind Bib Stillwell and John Youl in October.

This was all valuable experience before the NZ and Australian Internationals with McKay entering the Kiwi in a later model T53 Cooper.

He was 7th from grid 6 in the NZ GP at the brand new Pukekohe circuit on 5 January, and had DNF’s with ignition and gearbox dramas at Levin, Wigram and Teretonga. He qualified 4th, 6th and 7th. In Australia he had slightly more luck.

He contested the AGP at Warwick Farm, for grid 5 and DNF fuel pump. At the Lakeside International he was 4th from grid 6, his best result. In Tasmania, at the South Pacific Championship at Longford he was 7th from grid 8 and at the Sandown International, the Australian Grand Prix, he finished 6th from grid 12 in the last meeting of his tour on 10 March.

It was a critical period in Amon’s progression as a driver. Chris raced his ex-Owen Racing Organisation Maserati 250F in the first of the Kiwi Internationals at Renwick in November 1962. He then graduated to McKay’s Cooper and so impressed Reg Parnell (who ran Lola Mk4A’s for John Surtees and Tony Maggs in Australasia) that summer in a car that was not the latest bit of kit, and 2.5 Coventry Climax FPF powered rather than the 2.7 variant used by much of the opposition, that he was off to Europe for the rest of 1963. 7th place in the British and French Grands Prix were his best results in the Parnell Racing Lola Mk4A Climax V8 that season.

His climb went all the way to the top echelon of Grand Prix Racing of course, championship Grand Prix win or not, he was undisputably a ‘Top 5 In The World’ pilot in several seasons during the 1967-72 period…


Chris Amon, Cooper T53 Climax Lakeside 1963. 4th in the race won by John Surtees’ Lola Mk4A Climax (Bruce Thomas)

Cooper T53 Climax ‘F2-8-60’…

The car was built by the CT ‘Tommy’ Atkins team for Bruce McLaren to drive but using the identity of one of the 1960 works F1 cars. (Jacks 1960 chassis)

The chassis was either built late in 1960 for McLaren to race in 1961 UK Intercontinental races or at the end of the season for his use in the 1962 New Zealand and Australian Internationals, depending upon the account you reference.

It was then sold to David McKay for the 1962 Australian Gold Star Series, raced by Amon in the ’63 Kiwi/Australian Internationals and then passed into the hands of a succession of Kiwi owners; Bill Thomason in 1963, Feo Stanton and Ian Rorison 1964 or 1965 and rebuilt as the Rorstan Sports with 2.7-litre Climax engine, then to D Lupp in 1970. Ted Giles bought it in 1978, it’s still in the families ownership in 2012.


David Mist, Powerhouse Museum, Bruce Thomas, Hammo

Bibliography… for the chassis history and race results,

Tailpiece: Amon’s Scuderia Veloce Cooper T53 Climax 2.5 prowling the Longford paddock, he was 7th in the ‘South Pacific Championship’ race won by Bruce McLaren’s Cooper T62 Climax 2.7…





What is he on about this time you may well ask? Rear ends my friends are one of my favourite parts…

Location of same is one of the most critical bits of their effectiveness. When I spotted this cutaway of a 1958 Grand Prix Vanwall, I thought what a wonderful pot-pourri of all of the bibs and bobs which makes a front-engined cars rear end provide grip, stability and control as le pilot applies the motive forces via the throttle to the road.

One of my current obsessions is the brilliant work of ‘cutaway artists’ like Vic Berris, Theo Page, Paolo D’Alessio, Claude La Tourette, Brian Hatton, Bill Bennett, Tony Matthews, Bruno Betti, Giuseppe Cavara, Yosihiro Inomoto and others. I post their work regularly on my primotipo Facebook page, which is always well received. An ‘eyeful is better than an earful’ in terms of understanding what makes something tick. My simple little brain cannot conceive just how they conceptualise their work let alone create it.

So, to my reaction- ‘Wow, that IS a textbook illustration of the way to locate, brilliantly, a live rear axle. Or in this case, a de Dion axle. Vanwall’s Colin Chapman chassis design was the state of the art in that immediate pre mid-engine era, whilst noting Cooper’s first F1 championship victory was also in 1958. That was Moss’ win aboard a T43 in Argentina. Vanwall won the Manufacturers Championship that year whilst Mike Hawthorn took the drivers title aboard a Ferrari Dino 246, in 1958 trim the Italian car also utilised a de Dion rear end.

Chapman’s spaceframe designs, the art he was honing on his Lotus sportscars was first applied to a single-seater for someone else- Tony Vandervell.

The de Dion axle is clear in the cutaway, as are the inboard disc brakes. The de Dion tubes upwards and downwards movement is controlled by a Watts Linkage, the springing medium is a coil spring/damper or Chapman Strut. Lateral movement is controlled by a Panhard Rod. Fore and aft movement of the de Dion tube is controlled by two Radius Rods extending forward of the de Dion tube to the cars chassis on each side of the racer.

The engineering of these cars was first class, the execution of tool-room quality, check out the article I wrote on Vanwall a while back which explores the cars in more detail by following the link at the articles end.

Art Credit…

The irony, in naming all of the talented cutaway dudes above is that the drawing, published on ‘The Nostalgia Forum’ is not credited! If any reader knows the artist please advise me and I will update the caption accordingly. The chap is a skilful one whoever he is.

Vanwall chassis ‘VW4’, as per the fuel tank tag- said aluminium tank beautifully fabricated and simply located to the spaceframe chassis by rubber bungee straps. de Dion axle, inboard discs and Chapman Strut- it looks like a simple co-axial coil spring/damper unit to me! Two forward facing radius rods also clear at lower right (Ludvigsen)


James Watt patented his mechanical linkage in 1784 when it was described in the patent specifications of his steam engine. The Panhard Rod was invented by the French automobile manufacturer at the dawn of the twentieth century. Whilst named after Jules-Albert de Dion, the co-founder of De Dion-Bouton, ‘the tube’ was invented by one of his partners, Charles Trepardoux for use on the company’s steam tricycles. ‘Chunky’ Chapman’s strut was first used on his 1957 Lotus 12 Climax F2 and later F1 car but the design’s origin rests in the near vertical coil spring struts on William Stout’s 1932 Stout Scarab. Alexander Graham Bell developed spaceframes based on tetrahedral geometry (triangular pyramid) for nautical and aeronautical engineering purposes between 1898 and 1908. There aint nothin’ new under the sun my friends, rarely anyway…

Superb detail of fabrication and finish down to ‘Vanwall’ spinner cap. Disc brakes are Goodyear designs made by Vanwall. Otherwise description as above (Ludvigsen)

1958 Belgian GP, Spa, 15 June…

The photos in support of the drawing were taken in the Spa pits by historian/author Karl Ludvigsen.

Clearly, one of the chassis photographed is ‘VW4, raced by Stuart Lewis-Evans that weekend and famous in the pantheon of Vanwalls as the first British car to win a championship grand prix- the ’57 British at Aintree in the hands of both Brooks and Moss. Sadly, this car was destroyed in the October 1958 Casablanca, Moroccan GP accident which befell Stuart Lewis-Evans and from which he later died.

The photos are probably all of ‘VW4’ as it was clearly unclothed at the time. ‘VW5’ was raced by Brooks and ‘VW10’ by Moss that weekend. Interestingly the Vanwall numbered #48 in the background of the front of the car shot (at the end of the article) is not listed in the race results- perhaps the car is a spare or had not yet had its Spa race number applied. Race numbers for the weekend were Brooks #4, Moss #2 and Lewis-Evans #6..

It was a great race for the Acton team with Tony Brooks winning from Q5, Stuart Lewis Evans was 3rd from slot 11 with team leader Moss out on lap 1 after muffing the fourth to fifth shift exiting Stavelot and popping the engine. A mitigating factor was the interminable time spent on the grid which boiled engines and drivers nerves- pole-sitter Mike Hawthorn’s Ferrari Dino 246 was bubbling before the flag was dropped but survived to the end of the race, but only just, as a piston failed heading down the hill to the finish line on the last lap, in 2nd place.

In an amazing finish Brooks gearbox was tightening, some way towards failure, Hawthorn had an engine pop just before the line and Lewis-Evans finished with a broken right front upper wishbone. The first healthy car to complete the distance was the ‘Chapman Strutted’ Lotus 12 of Cliff Allison in 4th place, the little cars Coventry Climax FPF four cylinder engine giving away some capacity to most of the opposition, racing as it was at 2.2 litres. It was a mighty fine performance by Allison and the tiny little Lotus on a supreme power circuit, the ultimate test of high speed precision and testicular size!

This shot shows the attachment of the de Dion axle to the upright or hub, parallel radius rods also clear. Favoured wheel combinations in 1958 were old fashioned wires at the front for greater driver feel and magnesium wheels at rear (Ludvigsen)

In fact the Vanwalls had the speed for most of the weekend in a close contest for pole, Moss was so confident of his time not being bettered that he/the team made the decision to sit out the last session only to have the Ferrari’s of Hawthorn and Musso better his times. In a sign of a different era, Denis Jenkinson in his MotorSport report of the race notes that ‘Having nothing to drive (as his Vanwall was in bits for final race preparation) Maserati lent Moss a new experimental sportscar they had with them, this being a V12 cylinder 3 litre engine in a modified 300S chassis’, imagine that happening today! Still, Stirling was a Maser racer throughout his career.


The GP Encyclopaedia, MotorSport July 1958

Photo Credits…

Karl Ludvigsen, The Revs Institute

Tailpiece: It seems a lost opportunity not to show the gubbins at the Vanwall’s front in addition to the back, Spa ’58…

Water radiator and behind it the engine oil dry sump, engine itself mounted well behind the front axle line. Aluminium alloy head and Rolls Royce ally block, in 1958 form the Bosch injected, DOHC, 2 valve, 4 cylinder 2.5 litre engine developed circa 280bhp on pump fuel- down from circa 290bhp on alcohol. Wire/Alloy wheels referred to in shot above shown on the two cars in shot (Ludvigsen)