Archive for the ‘Rodways Repco Recollections’ Category

(Ron Laymon)

Denny Hulme caresses his Repco Brabham ‘RB740’ V8 in the Mosport pits during the Canadian GP weekend, August 1967…

As well he should too, it was this engine which powered his Brabham BT24 to victory in that years drivers championship. Mind, you that statement is not entirely correct as Denny used the ’66 engine, ‘RB620’ early in the season as Jack raced the 740, that engine was only used by the Kiwi after Jack deemed it available and raceworthy to him.

In the meantime Denny scored 4th in South Africa and won at Monaco using RB620 V8’s- those results won Denny the title really, Jack was 6th and failed to finish in the same two races. Denny’s 51 points took the title from Jack’s 46 points and Jim Clark with 41.

Clark from Hill during the 1967 British Grand Prix at Silverstone, Lotus 49 one-two for a while at least, GH retired with engine failure on lap 64 to end a dismal weekend, he crashed after suspension failure on Saturday. Clark won from Hulme’s BT24 and Chris Amon’s Ferrari 312 (Sutton)

Clark’s 4 wins shaded Jack and Denny with two apiece in the epochal Lotus 49 Ford Cosworth. Any design which is competitive over four seasons, inclusive of drivers and manufacturers title wins (Hill in 1968 and Rindt in 1970) is ‘up there’ in the pantheon of great GP cars. The 49’s first win was Clark’s victory at Zandvoort in ’67 upon the cars debut, its last the result of Jochen Rindt’s stunning tiger drive at Monaco in 1970- at his friend Jack Brabham’s expense, the great Aussie pressured into a famous last lap error by the storming Austrian.

Without doubt the Lotus 49 was the car of 1967, its always said it would have won the title with more reliability that it did not have as a brand new car.

But that simple analysis fails to give credit to the Aussies.

The Brabham BT24 was a ‘brand-spankers’ design as well. Tauranac says that it was only his second ‘clean sheet’ GP design, his first was the BT3 Climax which raced from mid-1962. The GeePee Brabhams which followed were evolutions of that design.

Love these close-up shots. Its Denny’s BT24 and RB740 engine the cam cover of which has been removed to give us a better look. The cars spaceframe chassis is clear- small car for the era. Based on Tauranac’s BT23 F2 design the engine was tightly proportioned and economical of fuel so the package around could also be tight. From the bottom you can see the distinctive ribs of the 700 block below the top suspension radius rod. To its right is an ally tank held in place by a rubber bungy cord, a fuel collector which picks up from the two, one each side, fuel tanks. SOHC, 2 valve V8, circa 330 bhp in period. Cams chain driven. Note the rail carrying coolant behind and above the camshaft. Fuel injection is the ubiquitous, excellent Lucas product, to the left is the top of the Bosch twin-point distributor. In the centre of the Vee is a hornets nest of carefully fabricated exhausts- wonderful examples of tube bending art. Ferrari fitted 12 within the Vee of its engine in a trend common at the time. The idea was to get the pipes outta the breeze and away from suspension members. What a wonderful bit of kit it is (Laymon)

The ‘RB740’ SOHC, 2 valve, ‘between the Vee’ exhaust engine was also a new design. Both the Repco designed, Commonwealth Aircraft Corporation cast ‘700 Series’ block and the ’40 Series’ heads (the heads were cast by Kevin Drage at Clisby Industries in Adelaide) were new. They were completely different to RB620, albeit the 700 block could and was bolted to 20 Series heads and ancillaries when 620’s were rebuilt and its modified Oldsmobile F85 block cast aside as no longer fit for purpose.

Jack and Repco ‘blooded’ or tested the head design in the early 1967 Tasman races but the block was not ready then- the 2.5 litre 1967 Tasman engines were ‘640 Series’, a combination of the ’67 heads and the 1966 modified by Repco, Olds F85 blocks. The first 700 blocks were used in F1, not the Tasman Series. In fact the early ’67 F1 engines used by Jack were 640’s as well. Denny used 620’s early on in ’67, as mentioned above just to add to the confusion!

My point is that the all new Brabham BT24 Repco won 4 races and took the ’67 drivers and manufacturers titles beating the all new Lotus 49 Ford which also won 4 GP’s- Graham Hill was winless in the other 49 that year. (I’ve ignored the 49’s guest drivers in this analysis)

BT24 sans Hewland DG300 during the German GP weekend. Elegant simplicity of the design laid bare. Spaceframe chassis, rear suspension comprising single top link, inverted lower wishbone, coil spring/damper, twin radius rods and an adjustable roll bar. Eagle eyed Aussies may note the ‘Lukey Muffler’ tipped exhausts (unattributed)

It could also be said that the 49 chassis design was not really all new- the 1966 Lotus 43 is identical in layout inclusive of suspension and using the BRM H16 engine as a stressed member, as the Ford DFV was.

So whaddam I saying?

That the spaceframe Brabham BT24 Repco combination was ‘newer’ than the monocoque Lotus 49 Ford which was really the 43 chassis design, suitably lightened and modified to carry the DFV, a much lighter and fuel efficient moteur than the sensational but corpulent, complex BRM engine. Let the correspondence begin! Here is a link to my Lotus 43 BRM article, form a view yourselves.

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

Tell me in a conceptual sense how the 49 chassis and suspension differs from the 43? There was plenty of Ford funded PR hoopla around the Lotus 49, we have all seen the footage. It was hardly going to be the case that Chapman said of the Lotus 49 chassis ‘we needed a known platform to bolt the new engine to, so we used the BRM engined 43 chassis design with minor mods to suit the much lighter, smaller DFV’. Much better to tout the whole lot as ‘all new’- no drama in that, its all fair in a corporate bullshit sense, its just not quite true and largely a myth perpetuated by many over time. Time after time!

Lotus were not the first to use the engine as a stressed part of the car either, although that is widely attributed to Chapman. Jano did it with the D50 Lancia, Ferrari with the 1512 and BRM the P83 H16.

In any event, lets give the Brabham BT24 Repco ‘740’ V8 the respect it deserves but seldom gets.

Clark in the Mosport paddock 1967, his eyes well focused on the fashionably attired young Canadian missy, despite having just bagged pole. Lotus 49 Ford (unattributed)

Canadian GP Mosport- 27 August 1967…

This first Canadian F1 GP was in many ways an exemplar of the words above. Clark and Hill qualified 1-2 with Denny sharing the front row on Q3.

Clark led from the start to be passed by Hulme, Denny’s flat, fat Repco torque curve was more suited to the slippery wet conditions than the DFV which was notoriously abrupt in its power delivery early in its development. Bruce McLaren’s BRM V12 engined M5A was up to 3rd at one point. As the track dried Clark worked his way into the lead- which he kept after rain started again until lap 68 when the engine cut out. Jack won from Denny with Hill in the other 49 4th and Canadian driver Eppie Wietzes a DNF during a Lotus 49 guest drive with the same ignition dramas as Clark.

Maybe the truth is that the difference between the Lotus 49 and Brabham BT24 in 1967 was that Clark sat aboard a Lotus not a Brabham? For sure Jimmy would have been lightning fast in the light, chuckable BT24. Faster than Jack and Denny for sure.

Graham Hill quizzing Jack about the pace of his BT20 ‘640’ at the Silverstone BRDC International trophy in April 1967, Mike Parkes Ferrari 312 took the win from Jack. Red car is Bruce McLaren’s McLaren M4B BRM (Schlegelmilch)

A further point is around car preparation. The 1962/68 World Champion, Hill G, still at the peak of his powers was effectively neutered from the time the 49 appeared by the unreliability of the chassis he drove- of his 9 Lotus 49 starts he retired 7 times. Three of those were engine failures, the others due to driveshaft, suspension, gearbox and clutch problems. Clark retired 3 times in the same 9 races with ignition, suspension and ZF tranny dramas.

Brabham Racing Organisation prepared beautifully consistent cars in 1967 powered by very reliable Repco engines. Factory Brabhams took the championship F1 startline 22 times in 1967 for 4 DNF’s, all due to 740 Series engine failures- Jack’s broken rod at Monaco, both drivers at Spa and Denny’s overheating at Monza.

Clark was far and away the quicker of the two Lotus men- Jim started from pole in 6 of those 9 races, Hill from pole in 3 of them. As I have said before ‘if yer aunty had balls she’d be yer uncle’- but IF Hill had won a race or two that Clark did not, the manufacturers title would have been Lotuses not Brabhams. Because the lads from Hethel did not prepare two equally reliable cars the title was Brabham’s not Lotus’, surely a fair outcome?!

Denny Hulme in his ‘brand spankers’ Brabham BT24 Repco ahead of Chris Amon’s Ferrari 312 during the 1967 French Grand Prix, Bugatti Circuit, Le Mans. Jack won from Denny, Chris retired on lap 47 with a throttle linkage problem. The Ferrari 312 was a big car, the sheer ‘economy’ of the little, light, BT23 F2 derived BT24 shown to good effect in this shot. Note the air-scoop used to cool the fuel metering unit in the Tasman and some of the ‘hot’ races in the GP season (unattributed)

Denny’s 1967…

Didn’t he have a ripper season! In addition to the F1 drivers title he could easily have won the Can Am Series in Bruce McLarens M6A Chev, the first of the wonderful ‘papaya’ cars too. He went back to Mosport a month after the Canadian GP and won the Can Am race in addition to wins at Road America and Bridgehampton. Bruce just won the title with a smidge more reliability than his Kiwi buddy, 30 points to 27.

Denny didn’t have great reliability in the Tasman Series at 1967’s outset but then again the Brabham main game was engine development in advance of the GP season’s commencement. The cars were match fit for the World Championship partially due to development work done in Australasia by Jack, Denny and Repco in January and February whilst Tauranac beavered away on his new BT24 chassis design back in the UK- which is about where we came in!

Michael Gasking in grey coat and Roy Billington in shirtsleeves fitting a 2.5 litre RB640 V8 at Repco Maidstone during the 1967 Tasman. Cars raced in the ’67 Tasman were BT22 ‘F1-1-64’ for Denny and BT23A ‘1’ for Jack. The latter car is very much the F1 ‘BT24 prototype’ being a modified F2 BT23 frame to which the RB640 engine was adapted. Not sure which car is being fettled in this photo. It looks as tho they are about to fire her up- you can just see the end of a white ‘Varley’ battery by Roy’s foot and a red slave battery alongside. The motors Bosch distributor cap is missing but not a big deal to fit. The sound of those engines is oh-so-sweet! Not sure who the other two dudes in shot are, intrigued to know (Gasking)

Who Says Ron Tauranac designed the Brabham BT24?…

The BRO lads based themselves at Repco’s Maidstone headquarters in Melbourne’s western suburbs during the Tasman Series to fit engines before the Kiwi rounds and before/between the Sandown and Longford rounds in Melbourne and Tasmania each year. These two events were traditionally the season enders.

During these trips Jack, Denny, Roy Billington and others out from the UK operated from Maidstone both preparing the cars and spending time with the guys who built their engines. The Repco fellas all have incredibly strong, happy memories of these times.

The sketch below was made by Jack and Denny in the Maidstone lunch-room during a break in the days proceedings on the ‘1967 tour’.

Michael Gasking recalls that in between tea and bikkies the ‘guys were explaining to us what the ’67 F1 car would look like and its key dimensions’- so there you have it, Jack and Denny’s conceptual thoughts on the ’67 F1 car! The funny thing is, at that time, early March 1967 Ron Tauranac may not have been too far advanced with the ’67 chassis, the first didn’t appear until Jack raced BT24/1 at Spa on 18 June.

In the interim Ron was busy at Motor Racing Developments pushing F2 Brabham BT23’s out the door- far more profitable work than knocking together a few F1 cars for Brabham racing Organisation!

In any event, what a wonderful historical document! JB’s rendering of the RB740 engine is sub-optimal mind you, but its clear the guys have taken the time to carefully draw the car in pencil, and then add the dimensions in ink, or ‘biro’ I should say!

(Gasking)

Its hard to compare all of the BT24’s publicly reported dimensions with Jack’s sketches level of detail but the total height of the car at 34 inches tallies, whereas Ron’s final wheelbase was 94 inches rather than Jack’s 91.5 inches.

Re-engineering Jacks total width from tyre to tyre outside extremities at the rear of 69 inches- to a rear track dimension, using his 12 inch wide tyres, gives a rear track calculation of 57 inches for Jack whereas Ron’s was 55 inches.

The little air-ducts either side of the nose and in front of the driver didn’t make it, the steering wheel diameter agrees at 13 inches mind you these were trending down to what became the 10 inch norm. The outboard suspension layout all around is spot on of course, as is the use of a V8 engine…

At the end of the lunch, Michael scooped up the drawing which is now, 50 years later shared with us, many thanks Michael! Wonderful this internet thingy, isn’t it?

 Related Articles…

 On the Repco RB740 engine

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

The 1967 Repco Brabham season

https://primotipo.com/2015/09/03/life-magazine-the-big-wheels-of-car-racing-brabham-and-hulme-30-october-1967/

Hulmes 1967

https://primotipo.com/2014/11/24/1967-hulme-stewart-and-clark-levin-new-zealand-tasman-and-beyond/

Tailpiece: 1967 wasn’t all plain sailing, Brabham, Monaco…

(Getty)

Jack looking intently at the sight of his RB740’s Laystall, steel crankshaft. He can see it thru the side of the engines block, an errant connecting rod has punched a hole in its aluminium casing! Dennis Jenkinson’s MotorSport Monaco ’67 race report records that JB started the weekend with an RB640 engine fitted, and popped a new 740 in- which had circa 20bhp more, which he ran-in on Saturday and then qualified with, on pole.

Bandini got the jump at the start with the rod failing on the journey to Mirabeau, whereupon Jack spun on his own oil, travelling backwards all the way to the Station Hairpin, in the middle of the jostling pack. But the robust engine continued to run on 7 cylinders for the journey back to the pits, where this photo was taken, the great Aussie inadvertently trailing oil all the way around the course, the lubricant having an easy path out of the moteur via a not insignificant hole!

The rod problem was quickly fixed by Repco who fitted Carrillo’s- drama solved. The chassis is BT19, Jack’s ’66 Championship winning frame. Brabham first raced a BT24 at Spa on 18 June, Denny did not get his until Le Mans on 2 July. So you might accurately say the ’67 drivers and manufacturers titles were won with a mix of 1966 and 1967 chassis’ and engines!

Bibliography…

 ‘Brabham, Ralt, Honda: The Ron Tauranac Story’ Mike Lawrence, GP Encyclopaedia, Michael Gasking, ‘History of The GP Car’ Doug Nye, Garry Simkin

Photo Credits…

 Ron Laymon, Michael Gasking Collection, Sutton, Getty Images

Postscript: Jochen Rindt driving the ring off the BT24 at Kyalami, South Africa on 1 January 1968- he was third behind a Clark, Hill Lotus 49 1-2. Clark’s last F1 win sadly…

 

 

 

 

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(Beasy/Repco)

The fast way to get around Repco’s Maidstone factory…

Repco Engine Development Co chief Malcolm Preston bought this Veggie Cart from Melbourne’s Victoria Market to shift shite around the plant. These enterprising lads have neatly set it up for this fun shot. Luvvit!

The dapper bearded ‘70’s dude wearing the tie is Don Halpin, I spoke to him not so long ago, he hasn’t changed too much at all. Rodway Wolfe says the guy left of Don is John McVeigh and moustachioed fella is Ken Symes, on the far right is Brian Slader.

When is it though?

I’m guessing the up and over exhausts are to fit Frank Matich’s McLaren M10B/C, Frank was the works Repco driver who did the development work long before the first customer engines were sold. That makes it 1970 or 1971, but there are a load of Australian F5000 nutbags who can probably provide the date and time of day. The Bowin P8 also had this style of exhausts to clear the rising rate suspension linkages which precluded a low exhaust, that would make it late 1971 or 1972.

Mind you, thinking about it some more, the exhausts fitted may be just for the dyno. Its out that side door so the big V8 may be heading in the direction of the test-house. The long inlets look like those of one of the you-beaut, super trick, schmick, flat-plane crank engines too. These gave 525bhp, Repco’s horses were always stallions too, not geldings! So…that makes it 1973/4, the Repco boys ‘fashionable’ looks also define that era.

All opinions welcome and as you Repco F5000 experts can see I’ve covered the years 1970 to 1974, the whole period in which these superbly designed and made engines were built!…

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1974 Sandown Tasman round, John Walker Lola T330 Repco 3rd, Peter Gethin won is a VDS Chevron B24 Chev (unattributed)

Credit…

The Repco cart photo is sourced from Mark Beasy, he and Will Beasy have a great Repco connection having inherited the only Repco Holden F5000 powered Lola on the planet, the ex-John Walker T330 ‘HU23’.

It’s getting closer to completion, the project was started by Mark and Will’s dad, Brian many years ago. I remember seeing Brian on quite a few occasions at his Lilydale home, client work always got in the way of that particular restoration and the thankless CAMS Historic Commission eligibility work he did. A top bloke- talented motor-cycle racer, car racer and engineer.

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JW 1st in the 1973 Gold Star round at Phillip Island in November from McCormack and Cooper in Elfin MR5’s (Chris Parker)

 

 

 

 

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An Australian daily broadsheet newspaper ad to promote Repco’s 1967 Grand Prix successes…

Thats Michael Gasking giving the 1967 F1 RB740 V8 ‘a tug’ on the Maidstone, Melbourne dyno before shipping the usually still warm engine off to the Brabham Racing Organisation in Guildford, England.

Credit…

Michael Gasking Collection

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The Story of the Repco-Brabham V8 Racing Engine as conveyed in Repco Technical News Volume 12 No 2, November 1965…

This gem is from Michael Gasking’s Collection and is reproduced in all of its glory, this is the 1966 Tasman/F1 engine later more commonly referred to as ‘RB620’, its internal Repco Parts Co project code was ‘620’. It will be difficult to read on your ‘phone, a bit easier on a larger device!

We have covered this engine already in primotipo, click on the links at the end of the article for these stories. Just a couple of ‘editorial comments’ or observations.

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RB620 and F1…

No mention is made of the engines F1 application so late in the piece, the new 3 litre F1 began on 1 January 1966. Brabham and Repco were playing their cards, understandably, close to their chest. Remember the RB620 V8 first ran in a car at 3 litres not 2.5, at Goodwood before racing in the non-championship South African GP, at Kyalami on 1 January 1966.

Melbourne motoring journalist Chris de Fraga, well known and respected by generations of Victorian enthusiasts is credited with first reporting Repco’s F1 plans in the Melbourne ‘Age’ in early October 1965, a report denied by Repco at the time. This document dated November 1965 was presumably circulated in that month or the following one.

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Jack’s Lovechild…

Brabham’s parentage of the project is ignored in this largely technical treatise of the engine, Jack’s involvement not ‘front and centre’ in this public document given the need for F1 confidentiality.

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‘The Men’…

The duo credited with the engine in the brochure are Chief Engineer of the Repco Parts Group, Frank Hallam and Project Engineer Phil Irving, the only guy missing, as stated above is Brabham. Its worth musing for a bit about the roles these three men played in the championship winning RB620.

In simple terms Jack was the engines conceptual designer- he pitched the Repco board a simple engine using the F85 Olds block as a base whose completed dimensions were to fit the existing BT19 chassis. Phil designed it, inclusive of its drawings. Jack provided both conceptual design and practical feedback to Phil on regular visits to Irving who was based near Brabhams early in 1964 as he progressed the engines design. All of the ‘RB620’ drawings were done by Phil and signed by him according to ex-Repco engineer and Repco Historian, Nigel Tait who has seen and reviewed them all in the process of archiving them with RMIT University, Melbourne, in recent years. Hallam was Repco Brabham Engines Pty. Ltd. General Manager and Chief Engineer. His role was primarily a management one although he had engineering oversight, his direct design and engineering input into RB620 something Hallam has sought to grab a greater share of down the decades.

After Irving’s death, Hallam in his book ‘Mr Repco Brabham’ comprehensively dumps all over Irving and seeks to take more credit than he is due for the ‘RB620’ engine inclusive of positioning Irving as its ‘draftsman’ – ‘draftsman casual’ in the employee list in his books Appendix. In fact all of the ‘Drawing Office Personnel’ listed are described as ‘draftsman’ despite several being degree qualified engineers. Hallam, on the other hand, formally qualified as a motor mechanic, lists himself as General Manager/Chief Engineer. The positioning he inaccurately seeks to convey is clear. In that context its interesting to see Phil’s title as ‘Project Engineer’ in this Repco publication of the day.

The very well known F1 engine designer and manufacturer John Judd joined the Repco Brabham Engines Maidstone design team at Jack Brabham’s behest in 1966. He pretty much unwittingly walked into a storm in terms of the final breakdown in the progressively declining working relationship between Hallam and Irving. Judds arrival at Maidstone was unannounced by Frank to Phil, the design leader at the time, thereby lighting the fuse for a final confrontation which was becoming increasingly inevitable.

Judd got the ‘rounds of the kitchen’ from Phil when he joined RBE according to both Phil’s autobiography and Frank’s book but Judd has this to say about Irving’s contribution to ‘RB620’ in a recent ‘Vintage Racecar’ magazine interview;

‘When Jack returned (to the UK) from the (1966) Tasman  series, he asked if I could go to Melbourne almost immediately, and work with Repco designing parts toward the next year’s engine. That lasted for about four months and I was back again for six months in 1967 working on the 1968 4-cam engine.’

‘The original 1966 engine had been designed almost 100% by Phil Irving of Velocette and HRD fame with input from Jack and Ron Tauranac, but Phil didn’t fit in well with the Repco corporate structure and fell out with his boss Frank Hallam. My insertion into an already fragile situation led to Phil leaving after I had been there two months or so, and to his replacement by Norm Wilson. Looking back at Jack’s 1966 World Championship winning engine, I believe it was largely the product of one man, Phil Irving, to an extent that is and will remain unique.’

Don’t get me wrong, Hallam played a vastly important role in marshalling Repco corporate resources to assemble the men and modern machines to build World Championship winning engines in 1966 and 1967. He was also a wonderful foil between the demanding requirements of the Repco Board and the daily dramas in Maidstone of building and servicing racing V8 engines so far from Brabham Racing Organisation’s Guildford base. But his contribution is more management than engineering detail of RB620 when objectively looked at in the context of all the published evidence and the views of those there at the time.

The antipathy between Irving and Hallam was and is well known, few Repco people want to go ‘on record’ about the topic, which is both understandable and frustrating at the same time. They, rightfully, recognise the contributions of both men. Irving’s book is respectful of Hallam, Hallam’s of Irving not so and was published well after Phil’s death- the shit-canning of Irving is grubby and un-Australian really. If you are going to ‘have a crack’ do so when the other dude can defend himself. Hallam’s book was contracted by him from Simon Pinder, the author. It is not objective as such (neither is Irving’s autobiography of course) but does add much to fill in the RBE story, the long interview with ’67 RB740 designer Norman Wilson is gold for example,  but the books quality varies from gold to ‘merde’ depending upon the chapter. One needs quite a lot of Repco knowledge to pick the chapters to treasure and those to treat with rather more circumspection.

Nigel Tait told me that Jack Brabham was very angry with a fair bit of the contents of the book- it would have been a good idea for the great man to have read its contents before writing the publications foreword! I will explore the relationship between Irving and Hallam, and Hallam’s claims, in detail, soon. In short, this Repco corporate piece puffs up Hallam’s racing background and downplays Irving’s, ‘twould be interesting to know who ‘signed off’ the content of this document before it’s publication.

Enjoy ‘The Story of The Repco-Brabham V8 Racing Engine’, its sensational. Wish I had it when Rodway Wolfe and I tackled the articles linked below 2 years ago!, having said that we have included a good bit of granular stuff not included in this official publication, so read together are not a bad crack at the ‘RB620’ subject…

Etcetera: Repco RB620 articles…

On the engines design and build

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

On the successful 1966 F1 season

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

Bibliography…

Repco, ‘Vintage Racecar’ magazine, ‘Mr Repco Brabham’ Simon Pinder

Credits…

Michael Gasking Collection

Tailpiece: Repco Brabham Boys, Longford, March 1966…

Phil Irving, with collar and tie chats to Brabham whilst Frank Hallam at right susses the Brabham BT19’s suspension. Not sure what Roy Billington is up to. Note the long inlet trumpets of the Tasman 2.5 RBE620 V8. Its the engines 3rd race, South African GP then Sandown Tasman the week before Longford. Jack was 3rd with overheating and low fuel, Jackie Stewart won in a BRM P261 from Graham Hill’s sister BRM. Its 6 or 7 March 1966. BT19 was Jack’s F1 championship winning 1966 car, still in Oz owned by Repco (oldracephotos.com/Harold Ellis)

 

 

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Melbourne’s finest trying to keep enthusiastic shoppers under control out front of ‘Georges’, Collins Street in 1965…

The car is, I think, Bib Stillwell’s Brabham BT11A Climax. The occasion some type of promotion between Georges luxury department store and Repco or Bib Stillwell Holden. Stillwells switched from Holden to Ford in 1966 before all you Melburnians correct me, clearly the crowds are fascinated by the presence of a ‘Grand Prix’ car in Melbourne’s busiest and most up-market shopping strip.

For over a century Georges was the place the ‘great and the good shopped’, an incredibly conservative joint, its intriguing to speculate just what the promotion may have been, automotive products are not at all what Georges stocked! String-backed gloves maybe and flat-caps but nothing grubby or grimy at all.

I think its Bibs car. The color scheme is right, his dealership/workshop was in Kew, not far away. He usually raced wearing #6, this car carries #3 but that’s neither here nor there. For Repco, Brabhams were badged ‘Repco Brabham’ at the time and the Coventry Climax FPF engines by that stage were largely built in Richmond under licence from CC so there were good associations to Repco’s brand.

When is it?, not sure exactly. Bib raced his BT11A from the Tasman Series 1965, he took the last of his four Gold Stars in it that year and then retired, so I guess it’s 1965…

Georges, for the curious…

http://www.georgesoncollins.com.au/

Credit…

Nigel Tait, many thanks for another tid-bit from your Repco archives

 

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(Gasking/Repco)

‘Scuds’ was the nickname of David McKay’s Ferrari, Porsche and Volvo dealership on Sydney’s North Shore…

Here is the team with its Brabham BT23A Repco ‘740’ 2.5 V8 at Warwick Farm in 1967’ish. Not sure of the exact date, but it looks warm and Cusack carried #7 in the Hordern Trophy on 3 December 1967 so my tip is that weekend. He finished behind Frank Gardner’s Alec Mildren owned Brabham BT23D Alfa Tipo 33 V8, its race debut and John Harvey’s Brabham BT11A Climax.

Mind you, Cusack carried the same number in the 18 February ’68 Tasman Round won by Jim Clark’s Lotus 49 Ford DFW, Greg was out on lap 4 with brake problems. Upon a closer look, the car in the shot below, during the Tasman round does not have the green band at its noses tip, so let’s go for the shot above as pre Hordern Trophy.

From the left is the beautifully liveried Holden HR Station Wagon tow car, it’s probably toting the big 186cid 3 litre ‘six’ and ‘three on the tree’ manual tranny. Mechanic Bob Atkin, later a Director of SV, then El Supremo McKay and driver Greg Cusack. Greg was a very successful Ford dealer himself in Canberra. He was said to have been as quick as anyone on his day but ‘those days’ didn’t happen often enough! The trailer is a ‘Rice’ rated then and eagerly sought after now.

Top period shots, luvvem!

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Cusack at the Farm during the ’68 Tasman round in the SV BT23A (oldracephotos.com)

Credits…

Michael Gasking Collection/Repco, oldracephotos.com, oldracingcars.com

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Dave Charlton fettling his Brabham BT11 to which he has just bolted a ‘brand spankers’ 3 litre Repco F1 RB620 V8…

I must admit this shot as a ‘who, what, where and when’ had me tossed! I thought the face was familiar, but given it was from Nigel Tait’s Repco Photographic Archive I figured it was an RBE technician installing the little V8 into one of Jack’s Tasman cars in Melbourne. Completely wrong! The installation of engine to chassis was done in South Africa, exactly where I am intrigued to know.

But at the back of my brain I did recognise the driver although its Charlton’s Lotus 72 days which resonate with me most. This Brabham, the BT11 was a very successful ‘Intercontinental’ model in Tasman racing and in South African National Formula racing. Bought for Charlton by South African enthusiast Aldo Scribante, it was originally delivered with the ubiquitous 2.5 litre Coventry Climax FPF 4 cylinder engine.

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Charlton in the Climax engined Brabham BT11, Q8 and unclassified. Pedro Rodriguez won the race in a Cooper T81 Maserati, South African GP 1967 (Dave Kent)

Dave did the full South African season in it in 1966, not really challenging local rival John Love’s Brabham BT20 Repco. After cranking in the Repco V8 he won the ’67 Rand Autumn Trophy race. Into 1968 he raced on in the BT11, Love updated to an ex-works Lotus 49, the rivalry between the two drivers over the years intense and fair.

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1968 South African GP, Dave in Scribante’s Brabham BT11 Repco. Q14 and DNF gearbox, the race won by Jim Clark’s Lotus 49 Ford, the great Scots last GP win (Doug Brown)

Charlton was a South African citizen but was born in Yorkshire in 1936, migrating to SA with his mother in his early teens.

He first rose to prominence after winning the 1960 SA GP sportscar supporting race in an Austin Healey 100/6. He later raced an ex-Whitmore Lotus 22 in Europe without much success and returned to SA with a depleted bank balance. Some great drives in a Lotus 20 Ford twin-cam bought him to Scribante’s notice and the rest as they say is history; South African F1 champion from 1970-75, 13 championship Grands Prix appearances. He died in February 2013.

After claiming a number of wins in the Brabham over the following season Charlton upgraded to a Lotus 49C Ford taking the 1970 South African F1 title (and 12th place in the South African GP). In a renta-drive he drove a factory Brabham BT33 in the ’71 South African GP, his engine failed mid-race.

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The two great rivals in South Africa for over a decade; John Love March 701 Ford 2nd and Charlton Lotus 49C Ford 1st, Leeukop Corner, Highveld 100, 1971 Kyalami (Brian Watson)

He went to to the UK to collect a Lotus 72D, racing it in the 1972 British Grand Prix at Silverstone, in spite of losing practice time to mechanical issues he qualified 13th.  His engine dropped on to seven cylinders on the warm-up lap, but the car won him the domestic SA championship for three consecutive seasons.

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1972 British GP, Charlton leading one of the McLarens into Druids Hill, Lotus 72D Ford, DNF gearbox, the race won by Fittipaldi’s works 72D (Brian Watson)

For 1974 Charlton’s Scuderia Scribante team acquired McLaren M23/2, which Peter Revson had driven to victory in the 1973 British Grand Prix. Charlton dominated the domestic scene to a new level despite Ian Scheckter’s pace in a Lotus 72. Charlton took six wins and won a fifth consecutive championship.

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Kyalami 1972, perhaps the Highveld 100 but help welcomes from South African enthusiasts. #2 John Love Surtees TS9, #1 Charlton Lotus 72D and #3 Willie Ferguson Brbham BT33, the blue McLaren M10B Chev perhaps Kipp Ackerman (Brian Watson)

The following year Scheckter raced a Tyrrell 007 and Charlton won twice but eight podiums in a year of consistency won him the title again. He sold the M23 on to Aussie John McCormack, who converted it to Formula 5000 spec and notched up further successes in the domestic Gold Star championship, while Charlton switched to Formula Pacific and won that for four consecutive seasons.

Click here for my article on McLaren M23/2 which has some material on Charlton’s racing of that great car; https://primotipo.com/2014/07/24/macs-mclaren-peter-revson-dave-charlton-and-john-mccormacks-mclaren-m232/

Charlton died in February 2013 aged 77.

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Charlton during the 1973 South African GP @ Kyalami with his Lotus 72D all nicely balanced on the throttle (Stuart Dent)

Etcetera…

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Charlton at Kyalami in the BT11 still Climax engined in 1967 (Ken Stewart)

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Charlton this side in the BT11 Repco with John Love in his BT20 Repco in 1968 (Dave Kent)

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Carlton again in the BT11 Repco (Deon Smit)

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Paid guest drive of the works Brbham BT33, inside Denny Hulme’s McLaren M19, SA GP 1971 (Deon Smit)

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Charlton at the wheel of a factory Lotus 72, 1971 British GP (unattributed)

Credits…

Nigel Tait Collection, Repco Ltd Archive

Tailpiece: The flag drops-Luki Botha Brabham Repco, John Love Cooper Climax and on the far side Dave Charlton Brabham BT11 Repco, 1967 Coronation 100 …

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(Deon Smit)