Archive for the ‘Sports Racers’ Category

(M de Lang)

No Australian racer comes close to owning and racing as many interesting cars as Bob Jane…

The tough nut from Brunswick developed a used car business initially, and shortly thereafter took on new car franchises before creating ‘specialist tyre retailing’ in this country- Bob Jane T-Marts are as iconic now as they were novel in the late sixties when Jane initially rolled the arm over with what was a new concept here.

Bob was the embodiment of ‘living life to the full’, he did not die guessing. Calder Park’s owner collected wives with as much enthusiasm as he did racing cars but found that they are not as easy to unload as last years Holden, the complications of his various ‘families’ screwed the later decades of his life comprehensively, which was a great shame as someone who gave much to many.

Big hitters. Niel Allen, Bob Jane and Frank Matich in Matich’s Firestone Racing Tyres tent at Sandown, circa 1967/8 at a guess. The vented guard belongs to Bob’s Elfin 400 Repco (M Kyval)

I’m not suggesting the man was perfect i might add, but in a motor racing sense he put far more into the sport than he ever took out.

This series of paintings were commissioned of Martin de Lang to celebrate the fortieth anniversary of Bob and Harry Firth’s Ford Cortina GT, Bathurst 500 win in 1963. I’ve set them more or less in the chronological order Bob raced them, there were plenty more Jane owned racing cars than this though, check out the list at the end of the article.

The painting at the article’s outset shows Bob’s Maserati 300S in front of his great mate, Lou Molina’s Molina Monza Holden-Repco from Doug Whiteford’s Maserati 300S and then Bill Pitt’s Jaguar D Type at Albert Park on 23 November 1958- Bob and Lou are about to be lapped by the other duo during the 32 lap, circa 100 mile Victorian Tourist Trophy won by Whiteford from Ron Phillips’ Cooper Jaguar and Pitt, Bob was fifth and Lou unplaced.

(K Drage)

In the beginning.

Kevin Drage’s shot of Bob is at Fishermans Bend on the race debut of his ex-works 300S ‘3059’ in October 1958. Doug Whiteford and Jane (in Bob’s case after Reg Smith had it briefly first) acquired the Officine Maserati cars raced by Jean Behra ‘3055’, and Stirling Moss ‘3059’ during the 1956 Australian Grand Prix/Australian Tourist Trophy weekends in late 1956.

Bob was initially rough and ready in it, even inspiring Reg Hunt to move his boat further out into Albert Park Lake to keep it out of harms way- he did get the hang of this racing caper mind you. Stephen Dalton’s first competition outing for Bob Jane, he believes, was in a Ford Customline at Hepburn Springs hillclimb in October 1956. See here for an article on the 300S;

https://primotipo.com/2015/05/15/bob-jane-maserati-300s-albert-park-1958/

(B Jane)

Another shot of Bob at Albert Park on the same weekend depicted in the opening painting. In a decade of stunningly beautiful racing cars as curvaceous as Sophia Loren, surely the 300S is up there for the title of the prima-donna sportscar of the fifties?

 

(M de Lang)

Jane’s locally developed Appendix J Jaguar Mk2, ultimately raced at 4.1 litres, won his first couple of Australian Touring Car Championships (ATCC) in the days the title was decided in one race- in 1962 at Longford and 1963 at Mallala.

See the article here about the car; https://primotipo.com/2014/10/20/australian-touring-car-championship1962-longford-tasmania-battle-of-the-jag-mk2s/

Warwick Farm circa 1962 (J Psaros)

 

(M de Lang)

The factory Jaguar E Type Lightweight didn’t make a lot of sense given the way it fitted into our local class structure at the time, and given the lack of endurance events in Australia of the type for which the car was built, but who can argue with the beauty and spectacle it provided all the same. Mind you, Bob did win the one race Australian GT Championship at Calder in December 1963, I rather suspect 10 miles could not really be characterised as an endurance event.

This machine, like Bob’s 300S and D Type, he retained for decades but was ultimately sold, global cars that they are- all left Australia, which is a bummer.

(B Miles)

Spencer Martin with the white helmet in hand, John Sawyer and Bob leaning on the delicate aluminium panels of his car at Lakeside before the start of a heat of the Australian Tourist Trophy in 1965- Ron Thorp’s AC Cobra is on the row behind. See here for a piece on Bob’s E Types, he had a couple, as one does; https://primotipo.com/2018/04/15/perk-and-pert/

 

(M de Lang)

Whilst Jane raced single seaters and won in sportscars he was most formidable in all types of touring cars from Series Production machines such as the Cortina GT in which he won at Bathurst in 1963 together with Harry Firth, through to the animal savagery of the Chev Monza Sports Sedan shown further on.

The Jane/Firth pair won three of these 500 mile production car enduros on the trot, the first was the 1961 Armstong 500 at Phillip Island aboard an ‘Autoland’ Mercedes Benz 220SE-they then followed up in a ‘works’ Ford Falcon XL in 1962.

 

Harry Firth behind the wheel of the winning Cortina GT, Murrays Corner, Mount Panorama 1963- that’s Max Volkers in a FoMoCo Cortina 1500 behind (unattributed)

In 1963 the event moved to Mount Panorama as the ‘Islands track surface was too badly damaged by the ’62 event to continue to stage the race- in fact racing came to an end there until Len Lukey bought the facility circa 1964, reopening it in 1967. At Bathurst they won in a ‘works’ Ford Cortina GT.

In 1964 Jane won again in a ‘works’ Cortina GT but this time shared the drive with George Reynolds- all of these ‘factory Fords’ were prepared by Harry Firth and his team in his ‘Marne Garage’ on the corner of Burke and Toorak Roads, Glen Iris in Melbourne’s twee inner east.

 

(unattributed)

Jane’s first 1965 Ford Mustang was locally developed with plenty of goodies bought over the counter in the US, it met an untimely end at Catalina Park in an accident the young entrepreneur was extremely lucky to walk away from.

The shot above shows it in rude good health at Warwick Farm entering Pit Straight, whereas it is in its death throes in Martin’s painting below, 7 November 1965.

(M de Lang)

 

 

(unattributed)

She is well and truly rooted- the angle from the other side is worse but I don’t have a clear, sharp shot from there to pop up. It was a case of pull all the good bits off and start again- Bob is clear with the white blotch on his head, I think its a flaw in the photo rather than Nurse Ratched gone berserk with bandages.

‘Cripes, its gunner need more than bog to fix this lot!’

RF Jane with Nomex shirt reflects upon the remains of a Mustang which was pristine ten minutes before. Leo Geoghegan looks on from behind whilst Bob Jane Racing Chief John Sawyer ponders gathering up the pile of shrapnel and popping it into the truck before the long trip back to Melbourne.

 

(M de Lang)

Bob certainly had a penchant for Mustangs, this is his second, a 1967 GT fitted with a big-block 390cid V8 and also raced later with small-block engines.

It met its maker when Chris Brauer had a very nasty career ending accident in it at Lakeside in 1970. Bob replaced this one with the 1968 Shelby built Trans-Am factory car, it still exists in the US.

The livery and specifications of this car evolved a lot over a short space of time not least driven by the needs of ever widening tyres with the photograph below in the machines at Warwick Farm in 1967.

(B Williamson)

If any Mustang enthusiast can give me details of the evolution of this car’s specifications from 1967 to 1970 please get in touch and i will add them in.

Jane is blasting across the top of Mount Panorama in de Lang’s photo above at a guess, whereas in the photograph below he is exiting Hell Corner, after a change to Shell colours, circa 1967. Perhaps this photo is a Shell shot given the background. The grille evolved to a simpler, later look too making identification of the car and year tricky, especially in monochrome!

(unattributed)

 

(M de Lang)

Pure touring car sex on wheels. Moffat’s Trans-Am, Foley’s GTaM and this John Sheppard built LC Holden Torana GTR-XU1 Repco ‘620’ 4.4 V8 Sports Sedan are my favourite Taxis.

This jigger was brilliant in conception and exquisite in the detail of its execution right down to the ‘standard interior trim’ and an engine compartment which looked as though it was made for a Repco V8 rather than an inline-six. The art shows Bob at Hume Weir circa 1971.

Just brilliant, not to forget the shedload of races Bob and John Harvey won in the thing circa 1970-1972. Bob should be shot for allowing Frank Gardner to commit automotive rape upon the little sweetie when he shoved a 5 litre Chev into it in 1975- although FG did squeeze an extra season up front despite said atrocity…

Warwick Farm, 5 September 1971 (L Hemer)

CAMS took exception to the wing, which was fair enough, it was outside the rules, but didn’t it look even more of a menace in this specification?

Extant but not likely to see the light of day until someone with very deep pockets scoops it up- there is a bit about this car in this article about McCormack’s Charger Repco and Sports Sedans more generally; https://primotipo.com/2015/06/30/hey-charger-mccormacks-valiant-charger-repco/

 

(M de Lang)

Didn’t Jane put the cat amongst the pidgeons with this Chev Camaro ZL1 427 ally blocked weapon! The painting depicts the car at Dandenong Road corner, Sandown 1971.

Looking at it reminds me of the spectacle of ‘full on body contact’ between Bob and Allan Moffat’s Mustang Trans-Am in 1971-2. Bob won the ATCC in 1971 with the big fella fitted and when shafted by CAMS, who changed the rules to eliminate the 427 motor, stuck it up the regulator and won again fitted with the ‘liddl 350 cast iron engine in 1972.  ‘Nice one’, i thought at the time, plenty of lawyers improved their billings for the year by being involved in some serious litigation between RF Jane and the CAMS down the decades.

(unattributed)

Ere we go again…

Did Moffat lose it or did Bob give him a Rock Hudson to assist?

With the splendour of Springvale ‘Triple Fronted Brick Vanilla Slices’- 1950’s cream brick-veneer houses of the type I was brought up in, in the background, Moffat and Jane engage in a territorial dispute under brakes into Sandown’s Dandenong Road- meanwhile Graham ‘Tubby’ Ritter takes avoiding action at right. Cooper S pilot folks? Jane won this race.

‘I still don’t know if he hit the Armco?’ quipped Lynton Hemer @ the precision of this particular apex, 9 July 1972 (L Hemer)

 

(M de Lang)

The HQ Holden Monaro GTS 350 started life as an Improved Tourer in late 1972- its race debut was in John Harvey’s hands that year at Surfers Paradise, but morphed into a most formidable Sports Sedan when Group C replaced Improved Touring as the class to which the ATCC was run from 1973- Pat Purcell modified the car further as the Sports Sedan rules allowed.

Another Sheppo built car originally, it raced in Bob’s hands until 1978 and still exists restored to its original form, the art depiction is probably Oran Park whilst noting the signage isn’t correct.

(B Keys)

Nice and close at ‘Torana’ as it then was or ‘Peters’ as it originally was, corner at Sandown circa 1974/5.

Bob has the Monaro tucked inside John Pollard who has given the faster car room in his Holden Torana L34.

Hallmarks of all of Jane’s cars, whoever was Boss Cocky of the team at the time was the immaculate standard of presentation and preparation. I’ve always been fond of the look of HQ’s, surely one of the most harmonious and fully resolved of all of GMH’s styling exercises- lowered and with plenty of wheel and tyre under the ample guards they were/are mighty fine looking road cars with this beast, and Mal Ramsay’s HQ Kingswood Repco visual delights as racing cars.

 

(M de Lang)

One can easily imagine the excitement around the Jane transporter at race meetings circa 1971 with their bit of the paddock occupied by the Camaro, Torana, Brabham BT36 Waggott 2 litre and this McLaren M6B Repco ‘740’ V8 5 litre- which won a pair of Australian Sportscar Championships in 1971 and 1972.

Excitement around the Bob Jane transporter, or Shell tent anyway, circa 1965. Nose of the Mk2 Jag at left, first Mustang, E Type Lwt and nose of the Elfin Mono at right (M Kyval)

The story of this thing, one of the best looking Can-Am cars ever built, is told here; https://primotipo.com/2019/10/16/sex-on-wheels/ ,the art is of Bob at the wheel, circuit who knows, it could be anywhere, whereas the shot below is of Bob giving John Harvey a lift just after Harves won the Symmons Plains round of the 1972 ASCC- and the championship itself.

(E French)

 

Who could ignore Sports Sedans, even as a devout open-wheeler woofda, with savage beasts like this thing providing quite a show.

Watching Bob drive this car was magic, seeing Peter Brock race it after Bob retired was sensational- he teased everything out of Pat Purcell’s magnificent racer, another painting at Sandown’s Dandenong Road corner.

(C Parker)

Chris Parker caught all the heavies on the grid at Calder August 1982- Australian GT Championship round 6, heat 1- Alan Jones won every race of the nine round championship.

Alan Jones is on pole in the Porsche Cars Australia Porsche 935 alongside Peter Brock in Jane’s Monza, on the row two is Jim Richards’ black BMW 318i turbo and alongside him Tony Edmondson’s Alfa Romeo Alfetta GTV Chev and then the white Colin Bond driven PCA Porsche 944 GTR turbo- on his inside is Rusty French’ Porsche 935. On the back row on the inside is Brad Jones’ Mercedes SLC and on this side the Bob Jolly Holden Commodore. They really were the most exciting grids of things at the time even if the 935’s rained on everybody else’s parade…

Everything about this car was big! Originally built by a team led by Pat Purcell it was raced by Bob from 1980, then rebuilt by Pat and Les Small before being raced by Peter Brock in 1982/3, then Allan Grice raced it in 1984 to an Australian GT Championship and then Bryan Thomson to the title the following year. It morphed into a Toyota Supra in 1989- where is it now? Click here for a summary of the car; http://www.scharch.org/Cars/Monza_Racecars/Cars_MonzaAU_Purcell-Jane.htm

(B Jane)

Peter Brock awaits the start at Calder circa 1983- the formidable size of the car evident in this shot- 6 litre Chev V8 upfront and a transaxle at the rear.

Etcetera…

The list of cars Bob owned and raced, or were raced for him by others is as below. It isn’t complete, it’s out of my head, i am happy to add others to the ‘good stuff’, no road cars only racers he owned…

Sportscars

Maserati 300S, Jaguar D Type, Jaguar E Type 3.8 FHC, Jaguar E Type Lwt, Elfin 400 Repco 4.4, McLaren M6B Repco 5 litre

Single-seaters

Elfin T100 ‘Mono’ Ford twin-cam 1.5, Brabham BT11A Climax 2.5, Brabham BT23E Repco V8 2.5, Jane Repco V8 2.5, Brabham BT36 Waggott TC-4V 2 litre, Bowin P8 Repco-Holden F5000, Ralt RT4 Ford BDA F Pac, McLaren M26 Chev F5000

Tourers

Ford Customline, Holden ‘Humpys’, Jaguar Mk2 4.1, Mercedes Benz 220SE, Ford Falcon XK, Fiat 2300, Lotus Cortina, Ford Mustangs- three of em- 1965, 1967 and 1968 Shelby Trans-Am, Ford Falcon GT ‘XR’, Chev Camaro ZL1, Holden Torana GTR-XU1 Repco 4.4, Holden Torana GTR-XU1 Series Prod/Group C, Holden Monaro GTS 350 Imp Tourer/Sports Sedan, Holden Monaro GTS 350 Series Prod, Chev Monza, BMW 635Csi, Holden Torana L34, Holden Torana A9X, two Mercedes Cosworth 190. In addition there were numerous ‘Thunderdome’ thingies

Not bad is it- in one lifetime.

The ‘Jane Estate’- those two words are a catch-all of ‘Jane Family individuals, corporate entities and trusts’, i think, still own the Brabham BT11A, Ralt RT4 and McLaren M6B. I am happy to take advice from those who have the facts rather than ‘i reckon’…

Image and other Credits…

Martin de Lang- artist, Stephen Dalton

Mike Kyval, Kevin Drage, Bill Miles, Chris Parker, Jock Psaros, Ellis French, Lynton Hemer, Bruce Keys, Bob Williamson Collection, Bob Jane Heritage Collection

Tailpiece…

(M de Lang)

Peter Brock in the Porsche 956 he shared with Larry Perkins at Silverstone and Le Mans in 1983- didn’t this ‘Aussies taking on the world attack’ capture us all at the time.

It symbolises a few things not least Bob’s world view and a couple of blokes in a very long list Jane supported from the early sixties…

Finito…

(L Richards)

David McKay, babe and Aston Martin DB3S, Chevron Hotel, St Kilda Road, Melbourne 1958…

The event is the ‘Smiths Motor Convention’ which by the look of it is a motor industry jolly aimed at the trade rather than retail punters. Those amongst you who were attendees can fill us in.

This is the first of McKay’s two Aston DB3S’, the story of which is told here, rather than repeat myself; https://primotipo.com/2017/09/28/david-mckays-aston-martin-db3ss/

David McKay was noted throughout his long career as a racer, entrant and journalist for his dapper appearance- one can only assume therefore that the ‘bombay bloomer’ trouser suit was the de-rigueur clobber for the man-about-town of the day.

A good time was had by all by the look- and yes, the bones of the ‘Chevvy’, a favourite night spot of Melbourne revellers for generations are still in St Kilda Road albeit, inevitably, the building is essentially an apartment complex these days.

(L Richards)

A Zephyr, an old beast an interviewer and a couple of lovelies, must be the prize giving part of proceedings I guess…

Photo Credits…

Laurie Richards Studio

Finito…

 

(D Cooper)

Antipodian enthusiasts can argue the toss but I think the 1968 Tasman was about as good as it ever got…

Here Clark, Amon and Hill- Lotus 49 Ford DFW, Ferrari Dino 246T and 49. Two Cosworth V8’s and a Maranello V6. There were a swag of Repco V8’s of different configurations, BRM V8’s and V12’s- Len Terry’s new P126 was blooded in the Tasman in advance of the F1 season, Alec Mildren’s Brabham BT23D Alfa Romeo using a 2.5 litre variant of the Tipo 33 sports prototype V8, plus cars using the good ole Coventry Climax four cylinder FPF.

As good as it gets in terms of variety of cars and drivers- in addition to the fellas on the front row of the dry, preliminary, Saturday race we had Jack Brabham, Denny Hulme, Bruce McLaren (in NZ), Frank Gardner, Pedro Rodriguez, Piers Courage, Richard Attwood…apart from the local hotshots.

Clark and Hill raced 49’s ‘R2’ and ‘R1’ during their 1968 tour down south.

Hill had mainly raced ‘R1’ since the 49’s race debut at Zandvoort on 4 June 1967. He joined Team Lotus in Australia whereas Jim did the full eight weeks and had almost exclusively raced ‘R2’ from his first up win in the chassis amongst the Dutch dunes. Motors fitted for the Tasman were Cosworth’s 2.5 litre variant of the 3 litre Ford DFV dubbed ‘DFW’.

(D Cooper)

Jimmy has a tyre issue he is sorting with the Firestone man.

The fag packet Gold Leaf Players livery is new- the cars were green and gold at Pukekohe and Levin and red, white and gold at Wigram only a month or so before Longford, as shown in the Wigram front row photograph below. That’s Denny’s F2 Brabham BT23 Ford FVA behind Jim in the Longford pitlane.

(B Wilson)

Clark has won his last championship GP by this stage, the South African at Kyalami on New Years Day, 1 January 1968, he won at Sandown the week before Longford on 25 February taking the Australian Grand Prix, his last, from Chris in a ‘thriller-driller’ of a race which could have gone either way right to the finish line.

Racing’s tectonic plates shifted with his Lotus 48 Ford FVA F2 death in Hockenheim only months hence.

(D Cooper)

In a tour de force of leadership Graham Hill picked up Team Lotus lock, stock and barrel and drove the team forward as Colin Chapman regained his composure and focus after the death of his great colleague and friend.

No seatbelt in Graham’s car above, there would be by seasons end.

No wings either, there would be by mid-season, 1968 was a year of change in so many ways.

Wings here; https://primotipo.com/2015/07/12/wings-clipped-lotus-49-monaco-grand-prix-1969/, and in more detail, here; https://primotipo.com/2016/08/19/angle-on-the-dangle/

Chris loads up in the Longford paddock. That’s Denny’s Brabham BT23 Ford FVA F2 atop the Alec Mildren Racing transporter behind (D Cooper)

The Scuderia Ferrari presence, or more precisely Chris Amon’s single Ferrari 246T raced under his own banner raised enormous interest, the great Kiwi did not disappoint either- and of course came back the following year with a two car squad and won.

In Australia we got a double 1968 whammy in that David McKay acquired one of the P4/Can-Am 350 Group 7 cars for Chris to drive in the sports car support races.

Frank Matich served it up to him big-time in one of his Matich SR3 Repco 4.4 litre V8’s, disappointingly Matich did not cross Bass Straight for this meeting so Chris set the fastest ever lap of Longford despite not being pushed by the oh-so-fast Sydneysider.

(D Cooper)

The gleaming Ferrari Can-Am 350 Scuderia Veloce raced all too briefly throughout Australia in 1968 by Chris Amon, and Bill Brown upon the Kiwis departure back to Italy and all points beyond.

(D Cooper)

Auto-erotica.

With the 1967 Manufacturers Championship over Ferrari modified two of the P4’s, this car, chassis ‘0858’ and ‘0860’ to better compete in the Can-Am Championship and naming them ‘350 Can-Am’ to contest the prestigious series in their most important market.

The cars were lightened considerably becoming curvaceous Spiders instead of even more curvaceous Coupes! Weight was reduced from 792Kg wet to 700Kg wet, engine capacity was increased to 4176cc raising the engines power to 480bhp @ 8500rpm.

It wasn’t enough to compete with the McLaren M6A Chevs of Bruce and Denny, that story is told in this article about the Ferrari P4/Can-Am 350 and ‘0858’ specifically; https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

Credits…

Dennis Cooper, Historic Racing Car Club of Tasmania, Bruce Wilson

Tailpiece: Look at the crowd…

(D Cooper)

Talk about missing out…

Finito…

(unattributed)

The Frank Matich/Glynn Scott Matich SR3 Repco (DNF) homes in on the Phil West/George Reynolds Scuderia Veloce Ferrari 275 GTB Competizione Clienti during the 1 September 1968 Surfers Paradise 6 Hour…

As usual, the race was won by the SV Ferrari 250LM, that year driven by the brothers Geoghegan, click on this link for an article about that car inclusive of Surfers wins; https://primotipo.com/2014/07/03/pete-geoghegan-ferrari-250lm-6321-bathurst-easter-68/

In a race a bit light on entries- and reduced from twelve to six hours, the Geoghegans won having covered 249 laps from the Bill Gates/Jim Bertram Lotus Elan, 237 and Doug Whiteford/John Roxburgh/Frank Coad Datsun 2000 on 230. Other than David McKay’s ‘Old Red Lady’ 250LM the other fancied sports-racers all retired- the Matich/Scott Matich SR3 Repco, Palmer/Brown Ferrari P4/Can-Am350 and O’Sullivan/Baltzer/Bassett Lola T70 Chev.

I hadn’t realised the significance of this Ferrari 275 GTB as one of three RHD ‘Competizione Clienti’ specification 275’s of a total 1965 production run of ten. The addition to the nose of the car appears to be a camera- I would love to see the footage if it exists?

Chassis #07545, the seventh of the ten cars, was ordered by Britain’s Maranello Concessionaires, it was intended as their Le Mans reserve car- their entries that year comprised a P2 raced by Jo Bonnier and David Piper and a 250LM steered by Mauro Bianchi and Mike Salmon, both cars failed to finish.

The GTB wasn’t completed in time for the 24 hour classic but starred as an exhibit at the 42nd International IAA Motor Show in Frankfurt that September. Maranello sold it in October 1965 to Paddy McNally, then a respected journalist later to make a motza as an equity-holder in Allsport Ltd along with Bernie The Unbelievable (Ecclestone).

SV 250LM goes under its stablemate at Surfers (unattributed)

 

Frank Gardner circa 1966, probably in Australia during the Tasman. Where folks? (Repco Collection)

The GTB featured in an Autosport feature, McNally waxed lyrical about driving the car on the fast uncluttered roads of Europe inclusive of the Col des Mosses in Switzerland. ‘Even at close to 6000 pounds…the Ferrari represents excellent value and it is quite the best car that i have ever driven.’ McNally’s enthusiasm for these machines was genuine, he later acquired #09027 and raced it at Montlhery in the Paris 1000km.

Ford race team boss Alan Mann was the next owner two years hence, along the way he returned it to the factory where the bumpers were removed and big fog-lights installed and then sold it to one of his stars- Frank Gardner.

FG used the car to commute to his race commitments across the UK and Europe- these were many and varied inclusive of Touring Cars, World Manufacturers Championship Prototypes and Sportscars, F2 and the occasional F1 event. It would be intiguing to know just how many km’s the ultra fast GT did in Frank’s short ownership.

The Australian International then brought the car to Australia in the summer of 1967/8 to take up his usual Tasman drive with Alec Mildren, that year he raced the Brabham BT23D Alfa Romeo Tipo 33 2.5 V8. He sold it to Gallaher International, a British cigarette company- sponsor of the 500 mile Bathurst enduro in 1966 and 1967, who used it as a promotional tool.

Scuderia Veloce team driver Bill Brown bought it next, it was during his ownership that Phil West/George Reynolds raced it to eighth outright and first in class (the only car in the class) at Surfers in 1968. It seems this was the machines only race in period.

Melbourne motor racing entrepreneur/hill-climber Jim Abbott was the next owner, I dare say he gave it a run up Lakeland once or twice on the way to its garage at home- after his death it passed to Daryl Rigg and then to Ray Delaney who owned it for seven or so years using the car extensively. So too did Max Lane including contesting Targa Tasmania in 1993- the car left Australia many years ago as the global investment grade commodity it is.

#07545 in recent years (Talacrest)

Competizione 275 GTB’s…

The competition variants of one of Ferrari’s most sought after Grand Turismo’s was born of Enzo’s swifty in attempting to homologate his 1963 250P sports-prototype ‘in drag’- the 250LM as a GT car to replace the revered GTO. The FIA could see  the 3.3 litre LM- a larger capacity 250P with a roof for what it was and refused to homologate it.

Even as a GT the 250LM won Le Mans of course. Masten Gregory and Jochen Rindt flogged their NART entry to death- but not quite and won in 1965 after the more fancied Ferrari P2 and Ford GT40 Mk2 prototypes fell by the wayside with all manner of problems.

As a consequence, needing a GT racer, Ferrari set to modifying the just released in 1964 GTB whose baseline specifications included a sophisticated ‘Tipo 563’ chassis, independent suspension front and rear, aerodynamic bodywork, four-wheel disc brakes, five-speed rear mounted transaxle and the well proven ‘Tipo 213’ Colombo V12- in this car SOHC, two-valve and 3.3 litres (3286cc- 77 x 58.8mm bore and stroke) in capacity.

275GTB prototype and first car built #06003 during the 1966 Monte Carlo Rally crewed by Giorgio Pianta and Roberto Lippi, DNF driveline (unattributed)

Depending upon your source there are either three or four distinct series or phases of build of competition 275’s.

The first are the relatively mild modifications to chassis #06003 and #06021.

#06003 is the prototype, very first 275GTB built in 1964, it was retained by the factory for testing purposes throughout 1965, then modified and entered in the 1966 Monte Carlo Rally. #06021- is ‘the third GTB built and the prototype for the 1965 customer competition cars’ according to Peter Sachs who owned it twice. Its first custodian was a Roman, Antonio Maglione who contested at least four Hillclimb events in it in June/July 1965 having acquired it that April.

The second group of three works cars (plus a fourth built to this spec in 1966) designated ‘Competition Speciale’ were extensively modified by a team led by Mauro Forghieri with lightweight tube frames based on the standard Tipo 563 chassis.

The motors were six-Weber carb, dry-sumped Tipo 213 engines to 250LM spec giving 290-305 bhp and had 330 LM Berlinetta style noses with an air-scoop atop the long bonnets.

Other modifications included holes in interior panels, plexiglass windows and the use of magnesium castings for some engine and transmission parts. These cars, also designated 275 GTB/C Speciale, the bodies of which were of course designed by Pininfarina and built by Scaglietti are said by some to be the most direct successors to the 250GTO.

After a DNF at Targa and third in class at the Nürburgring 1000km #06885 was sold by Scuderia Ferrari to Ecurie Francorchamps who raced it at Le Mans in 1965 achieving first in class and third outright- stunning for a GT. The reputation of these ‘275 GTB/C’s was underway.

Ferrari 275 GTB cutaway, specifications as per text (unattributed)

 

Scuderia Veloce line up before the 1968 Surfers 6 hour with Pete Geoghegan’s stout frame back to us. The #17 Ferrari Can-Am 350 DNF in the hands of Jim Palmer and Bill Brown. The West/Reynolds GTB is alongside and victorious Leo and Pete Geoghegan 250LM to the left (Rod MacKenzie)

Gardner’s #07545 was one of ten cars designated 275 ‘Competizione Clienti’ or ‘GTB/C Series 1′, which were built as dual purpose customer road/racers between May and August 1965- they were constructed in parallel with the works cars mentioned above and delivered only to privateers.

The specifications of this batch, very close to production cars included short nose bodies and six Weber DCN3 carbs, rather than the standard three, feeding essentially a standard wet sump Tipo 213 engine. The fuel tank was 140 litres rather than the standard 94 litre jobbie, the spare sat vertically aft of the tank. A higher rear shelf is a visual difference with three air vents in each rear guard a signal of menace. No two cars were identical but most had lightweight alloy bodies.

The final run of twelve cars, the ‘9000 series chassis’ were super-trick, schmick jiggers and are variously described as ‘275 GTB Berlinetta Competizione’ or ‘275 GTB/C’.

They have lightweight long-nose bodies built by Scaglietti which were half the thickness of the 250GTO’s and a specially designed steel and aluminium Tipo 590A chassis which was lighter and stiffer than the standard unit. The suspension and hubs were reinforced, clutch upgraded and a different steering box fitted.

The dry sumped Tipo 213 V12- which allowed the engine to be mounted lower in the frame, was tuned to 250LM specifications with some Electron components incorporated- sump, cam cover, timing chain casing and bell-housing- power was circa 275-282bhp @ 7700rpm. The three big Weber 40 DF13 carbs were a design unique to the car and fitted due to a clerical stuff up by Ferrari who had not homologated the six-carb Weber option.

Out and out racers, these were the only cars referred to by the factory as 275 GTB/C and were the last competition GT’s fettled in Maranello- the Daytona GTB/4 racers were modified in Modena.

Le Mans Esses 1967. The second placed Ferrari P4 of Scarfiotti/Parkes ahead of eleventh placed and first in class Filipinetti Ferrari 275GTB/C #09079 driven by Steinemann/Spoerry (LAT)

 

Ray Delaney in GTB #07545 at Amaroo Park, Sydney in 1981

Credits…

Jaguar Magazine, Repco Collection via Nigel Tait, Rod MacKenzie, Ray Delaney, Talacrest, barchetta.cc, LAT, Stephen Dalton

Tailpiece: 1968 Surfers 6 Hour…

(unattributed)

Borrani’s at the front and Campagnolo’s up the back, ain’t she sweet…

Finito…

(B Young)

The Bob Young Aston Martin Ulster, Fred Hamilton Triumph TR2 and John Youl’s Porsche 356 at Baskerville in May 1958…

I know none of us get prints anymore but why can’t the ‘chemical compound’ of the photographic process today get this kind of sharp but soft and ‘true’ colours- if you get my drift? It is a beautiful shot of bucolic Australia contrasted by the bright and dull colours of the cars.

That’s the Mick Watt built Prefect Special driven by Ralph King on row 2, now and for many decades owned by Ian Tate, alongside Robin Bessant in the ex-Warwick Hine MG TC.

Geoff Smedley picks up the Aston Martin thread, ‘I had my eye on that Aston, it was brought to Tasmania by an English guy who was an Engineer who had joined Comalco in Georgetown. The owner frequently visited our family engineering business as much of Comalco’s work was done there, and of course i fell in love with the Ulster. I had been promised first offer on the car but within months it went to Bob Young which was sad as it was far too valuable to be treated like it was but that is history!’

Customer cars were built after the success of the team 1 1/2 cars in the 1934 Ulster Tourist Trophy- first to third place class victory won Aston Martin the Team Prize.

The Faulkner/Clarke 8th placed Aston Martin Ulster at Le Mans in 1935. Winner the Hindmarsh/Fontes Lagonda Rapide M45

 

1935 Ulster TT- Charles Brackenbury Aston Martin 1 1/2 leads the Tim-Rose Richards Ulster- 4th and 11th in the race won by Freddie Dixon, Riley TT Sprite (LAT)

Released at the October 1934 London Olympia motor show as ‘a replica of the three team cars which ran so successfully in the 1934 TT’, the machines were built on the shorter of the two Mk2 Aston Martin ladder frame chassis.

With a weight of 940kg, two-seater body and a tuned SOHC, 2-valve, twin-SU fed four cylinder 1481cc, circa 85bhp engine and Laycock four speed gearbox the cars were ‘guaranteed to reach 100mph’.

They weren’t light in comparison to the contemporary competition- Riley, MG Magnette and Frazer Nash ‘but the cars had stamina and handling which won respect of enthusiasts all over the world’ wrote Inman Hunter.

The slinky little machines were (an expensive) 750 pounds in 1934-1935, the period in which the twenty-one customer cars were built. There were initially the 3 ‘Team Cars’ and a further 7 built in 1934-5. Evidently all of the cars are extant- I am intrigued to know the history of this one before and after its time in Australia.

Etcetera…

 

Clarke/Faulkner Aston Martin 1 1/2 during the 1936 Mille Miglia, DNF in the race won by the Brivio/Ongaro Alfa Romeo 8C2900A. The only British car amongst the Italians! In fact the only foreign car amongst the Italian hordes…

Credits…

Bob Young Collection, Historic Racing Car Club of Tasmania, Geoff Smedley, ‘Aston Martin 1913-1947’ Inman Hunter

Finito…

(R Burnett

Beauty is in the eye of the beholder of course, and we often attached to a particular era, this unique McLaren M6B Repco ‘740’ 5 litre V8 ticks all the boxes for me…

Here it is in repose in the Symmons Plains paddock on 12 November 1972 before John Harvey goes out and bags his second Australian Sportscar Championship on the trot.

Only Harves and car owner Bob Jane ever raced this thing and Bob never sold it- he died a cuppla years ago and it is still owned by his (very messy) deceased estate.

It’s a special jigger too- Bob knew Bruce McLaren well, McLaren built the car for Bob to suit the Repco engine- its a factory built McLaren not a Trojan Cars Ltd customer jobbie- I’m not bagging Trojan just making clear the ‘pedigree’ of a car which is one of Australia’s most iconic racers.

Duncan Fox wrote that ‘Bob’s M6B was an out of sequence car produced late in 1968 at Colnbrook by Bruce as a favour to his long time friend. It is basically an M12 with M6 bodywork that Bob had stylishly reworked. Personally I think it is the prettiest McLaren sportscar in existence. John Harvey told me they did this because he had difficulty seeing the apex over the original front guards.’

‘It was delivered to the Tilbury Docks in London on a car trailer behind the ‘whale’ (the US Ford Station Wagon McLarens had) by Kiwis Chris Charles and Clive Bush who managed on the way to do extensive side damage with the trailer to a gentleman’s Rolls Royce.’

‘It arrived in Australia in CKD (completely knocked down) less engine and transmission on the freighter SS Port St Lawrence sometime early in April 1969. It was invoiced at US$6000 and carried chassis serial number #50-01.’

‘The engine was a Repco Brabham engines #E26 (740 Series) ‘and the dyno chart I have (17/7/71) shows it developed a maximum of 452bhp @ 6500rpm and 405ft/lbs torque @ 5000rpm.’

The fella leaning into the cockpit of the first photo is John Sheppard, Jane’s Chief Mechanic- he said to me a few years back, ‘whenever you are ready lets do another article on the McLaren’. Sheppo was very generous with his time in putting together a detailed feature on the Clark/Geoghegan Lotus 39 Climax/Repco which John prepared for Leo before ’emigrating to Mexico’ (Victoria) to take charge at Janes, Brunswick, Melbourne race workshop circa 1970.

I must give him a buzz.

(R Burnett)

 

Bob and Harves after that 1972 win (H Ellis)

The great shame is that the McLaren was not ready to race at the start of 1969, the year Matich crushed all before him in the Matich SR4 ‘760’ 4.8 litre V8, his way too late intended Can-Am contender.

So Bob and John were late to that particular party, but Harves did contest the final 1969 round at Sandown finishing second to Matich. Repco then acquired the SR4 from FM to use as an exhibit and devoted their mutual development and race energies to the Repco-Holden F5000 program. The first of these engines was fitted to FM’s McLaren M10B in mid-1970, the combination won the November 1970 AGP at Warwick Farm.

The perfectly competitive SR4 with a trick, fresh John Mepstead built 5 litre ‘760’ Repco was set aside leaving the way clear for Bob and Harves to ‘mop up’ the ASCC with the M6B. I’m not sure why they didn’t race the thing much in 1970- Harve’s focus on the Gold Star and the new Torana Repco perhaps, but in 1971 John won three of the four rounds and five of the six 1972 rounds before they too put to one side the curvaceous racer. Team sponsor Castrol wanted them to focus on the teams ‘Taxis’ rather than the ‘Racing Cars’ which at that point comprised the Bowin P8 Repco-Holden F5000 and the McLaren.

Sad but true…

The full story of the M6B is one for another time.

(E French)

Credits…

Historic Racing Car Club of Tasmania, Rob Burnett, Ellis French, Duncan Fox on The Nostalgia Forum, Harold Ellis

Tailpieces…

(R Burnett)

 

(E French)

Finito…

(unattributed)

Frank Matich and David Finch aboard two wonderful D Types at Longford in 1960…

‘XKD526’ and ‘XKD520’ are both cars I have written about before but these photographs were too good to lose by just dropping them into the existing articles ‘unannounced’.

Its the 1960 meeting- both cars contested the Australian Tourist Trophy won by Derek Jolly’s 2 litre Lotus 15 Climax FPF. I can’t work out what is happening here, probably a practice session. If it was a Formula Libre race being gridded Austin Miller’s vivid yellow Cooper T51 Climax would be up-front- checkout the article about the TT; https://primotipo.com/2018/05/17/1960-australian-tourist-trophy/, here about the Bill Pitt’s career and the D Type;

https://primotipo.com/2016/03/18/lowood-courier-mail-tt-1957-jaguar-d-type-xkd526-and-bill-pitt/

and here about the Stillwell/Gardner/Finch D Type- photo value only really; https://primotipo.com/2017/01/01/mount-druitt-1955-brabham-gardner-and-others/

(unattributed)

Here in the paddock you can see the Leaton Motors livery of Frank’s car really clearly- that’s Aussie’s Cooper to the right and a Maserati 250F behind. Its Arnold Glass’ car, he was fourth in the Longford Trophy behind the three Cooper T51’s of Brabham, Mildren and Stillwell. A wonderful, relaxed, bucolic Longford scene. Another link, about this meeting; https://primotipo.com/2015/01/20/jack-brabham-cooper-t51-climax-pub-corner-longford-tasmania-australia-1960/

‘XKD526’ was acquired by the Brisbane and Northern Territory Jaguar dealer, Westco Motors, owned by Cyril and Geordie Anderson, in a partnership of three together with Bill Pitt and Charlie Swinburn- Charlie died of cancer a couple of years after the car arrived it so it became a partnership of two.

These days the Great Western Corporation is a huge listed enterprise involved in agriculture, trucking, property, mining and other activities. When Cyril Anderson established the business in Toowoomba in 1934 he started with a two-ton truck but expanded rapidly, locally and nationally. By 1953 when they formed Westco Motors Cyril and Geordie ran a large successful business, no doubt the D Type was for them a modest investment but one which would assist to build the Jaguar brand and their market position rapidly.

The car arrived in late 1955, exclusively raced for some years by Bill Pitt, Westco’s Service Manager-Geordie Anderson had a few drives, and then successfully by Frank Matich and Doug Chivas during the Leaton’s ownership.

(unattributed)

Pitt crashed it badly at Albert Park in 1956, at Jaguar Corner, of all places.

The photo above is the start of the 2 December ‘Argus Trophy’ 25 mile sportscar race during the 1956 Melbourne Olympics meeting, the AGP was the feature race of a two-weekend carnival and was won by Stirling Moss’ works Maserati 250F on 2 December.

He was similarly dominant in his Officine Maserati 300S sportscar winning the 1956 Australian Tourist Trophy during the 25 November weekend. Moss won from his teammate, Jean Behra, Ken Wharton’s Ferrari Monza 750 and Pitt’s D Type- a great result for the Queenslander as first local home. This meeting is covered here; https://primotipo.com/2018/01/16/james-linehams-1956-agp

and here; https://primotipo.com/2016/01/29/1956-australian-tourist-trophy-albert-park/

Back to the photograph above.

Bib Stillwell is in ‘XKD520’ on the left with Jack Brabham’s partially obscured Cooper Bobtail Climax far left, and Pitt aboard ‘XKD526’ on the right. To the far right is an Aston DB3S, Tom Sulman perhaps.

This is the race in which Pitt came unstuck. In an eventful first lap the car tripped over the stone gutter and rolled- Bill was lucky to survive let alone walk away unscratched after the machine ended up on its back.

In all of the mess- haybales and flattened bodywork, the marshals expected to find him dead in the car, instead he was flicked out as the car went over and landed- safely on the other side of the bales. Lucky boy. The car was quickly repaired and raced on.

Brabham won from Stillwell’s D Type and Bill Patterson’s Cooper Bobtail Climax.

(unattributed)

Lets not forget Bib’s ‘XKD520’ loitering in the expenses of Albert Park during the same meeting.

Superb, rare colour shot of a beautifully prepared and presented car as all Bib’s machines were. Was Gerry Brown wielding the spanners in Stillwell’s Cotham Road Kew HQ at that stage?

(M Ireland)

Bloke Magnet.

Here ‘XKD526’ is performing a valuable function as the centrepiece of Westco’s 1956 Brisbane Motor Show stand and attracting the punters to Jaguar’s more routine roadies!

(Anderson Family)

 

(unattributed)

 

(B Hickson)

The car was rebuilt and then sprayed a lovely gold or bronze!

A great idea to make the car stand out perhaps- the ‘error’ was quickly rectified with a nice shade of British Racing Green replacing the gold hue between Albert Park 1957 and Albert Park 1958!

The first shot is of Bill in the Lowood pits, he has Crocodile Dundee alongside, the only thing Mick is missing is the big knife.

The one below is the beastie being fuelled in the Albert Park surrounds in March 1957.

Pitt was second in the Victorian Tourist Trophy again behind Doug Whiteford’s Maserati 300S that weekend. He also contested the F Libre Victorian Trophy Gold Star round finishing sixth and first of the sportscars home- Lex Davison won in his Ferrari 500/750.

(unattributed)

Bill returned to Albert Park year after year including the Formula Libre 100 mile Melbourne Grand Prix carnival held in November 1958.

In the shot above he is negotiating the same corner in which he tripped over in 1956 leading none other than race-winner Stirling Moss in Rob Walker’s Cooper T45 Climax FPF 2 litre- Jack Brabham finished second to Moss in a similar car. Bill placed fifth two laps adrift of Moss, then came Brabham, Doug Whiteford, Maserati 300S and Bib Stillwell’s Maserati 250F.

The D worked hard over that meetings two weekends, he was third in the 100 mile Victorian Tourist Trophy behind Whiteford’s 300S and Ron Phillips’ Cooper T38 Jaguar and third again in the 25 mile sports car scratch behind Whiteford’s superb 300S with Derek Jolly, Lotus 15 Climax second.

(unattributed)

A couple of Mount Panorama photos circa 1958-1959.

The one above is probably of the 1958 Australian Tourist Trophy race or heat- Pitt on the outside is about to pass ‘Gelignite Jack’ Murray in ‘XKD532′ DNF, then the third placed Cooper T38 Jaguar of Ron Phillips follows and then Charlie Whatmore’s Lotus 11 Climax. See the #16 Lotus 15 raced by Derek Jolly to second place behind the winner, David McKay’s Aston Martin DB3S. Click here for a piece on his DB3S’; https://primotipo.com/2017/09/28/david-mckays-aston-martin-db3ss/

Jaguar Magazine recorded that ‘Bill Pitt wrote to Lofty England in 1956 informing the Jaguar guru that the D Type had no brakes at the end of the notorious Conrod Straight because the D Type experienced pad ‘knock off’. Jaguar had never heard of that problem before, and the bottom of Mount Panorama would not be a place to learn about it for the first time’ the magazine pointed out wryly!

(unattributed)

Same part of Mount Panorama but this time Pitt is chasing Ern Seeliger in Maybach 4 Chev- the big booming monster was second in the AGP at Bathurst in October 1958, and would well and truly have had the legs to best the D Type.

This is probably during the Bathurst 100 F Libre race won by Whitefords 300S from Arnold Glass’ Ferrari Super Squalo, which popped an engine on the last lap, then came Bill in a splendid third. Seeliger started from the middle of the front row but didn’t finish having ‘…spun the brakeless Maybach to an eye-popping halt in the Pit Corner escape road’ at half distance wrote John Medley.

(J Psaros)

 

Bobtail Cooper ?, Whatmore Lotus 11 Climax, shapely ? and the nose of FM’s Matich (unattributed)

 

(J Psaros)

I have written extensively about the great Frank Matich a number of times, rather than repeat myself perhaps the most relevant article is this one in terms of his sportscar rise and rise is this one; https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/

Be in no doubt the Leaton support was key to taking him forward from C to D Type Jaguars and then the Lotus 15 Climax- that car powered by a 2.5 Climax FPF showed he was an outright F Libre contender if it were ever in doubt. The group of XKD526 photographs here are all at Lowood probably during the Gold Star round in August 1959.

(unattributed)

One of the Confederation of Australian Motor Sport’s less successful rule changes was to introduce Appendix K ‘GT Racing’ to encourage road going GT’s in 1960. This article covers the salient points; https://primotipo.com/2017/01/19/forever-young/

Because grids were skinny they encouraged/turned a blind eye to sports-racers ‘meeting the regulations’ as long as they were fitted with a lid. And so we had David McKay’s Lola Mk 1, Bob Jane’s Maserati 300S and other exotica including ‘XKD526’ fitted with ‘fastbacks’ to allow them to continue to race.

The photos above and below are at Sandowns first meeting in 1962, the conversion created the only hardtop D Type was quite neat looking. I didn’t say beautiful, just neat or functional!

Barry Topen owned the car by then and crashed it quite heavily into the horse railings surrounding the circuit.

It was soon repaired, sold to Keith Russell and then acquired by Keith Berryman in the early sixties- the car was with him ‘forever’ before finally leaving our shores five or so years ago.

(B Anderson)

 

Frank Matich heading up the Mountain at Bathurst in 1961 (J Ellacott)

Berryman, or is it Keith Russell, below at Warwick Farm in the mid sixties with the car still looking great albeit with a set of rather wiiide alloy wheels and the rear guards flared to suit. It does have a bit of the Sunset Boulevards about it gussied up like this.

(unattributed)

Speaking of the guards reminds me of an incident in the Australian Grand Prix paddock a few years back, not long before the cars sale and final departure from our shores.

Noted British artisan and driver Rod Jolley was in Australia that summer racing, i think, a Cooper T51 at Phillip Island and the Albert Park AGP historic double.

Somehow, unloading XKD526 in the Albert Park paddock from its trailer after its long haul from Stockinbingal- Keith Berryman was displaying the car and participating in the on-circuit historic events, a front guard was damaged and a wheel was fouling the guard.

Who to approach for the required bit of impromptu panel beating? Rod Jolley of course. The look of sheer terror on Keith’s face as Jolley set to work on his lovely bit of aluminium with controlled brio was awful to watch- it felt like an arm was being hacked off…

Etcetera…

(unattributed)

Bill Pitt up whilst the car was new and road registered. Uncertain as to the circuit-intrigued to know- such handsome beasts of warfare aren’t they- D Types define ‘compound curvature’.

(J Psaros)

On the side of the main straight at Lowood- a youthful Frank Matich at left eyeing off his future mount. Barry Carr, who worked for Leatons in 1961/62 identifies the group as Leaton’s driver Matich, mechanic Joe Hills and business owners George Leaton and Joe Robinson probably at the time they are ‘either thinking of or had obtained the car from Pitt/Anderson’.

( J Psaros)

‘Move to the back of the bus matey…’

The Leaton’s Bedford bus at Lowood (and at Sandown in 1962 below). The nose to the far left is the Westco Mk7 Jag which finished seventh outright in the 1957 Round Australia Trial behind six VW Beetles. Jaguar Magazine assert that Pitt claimed it as his greatest competition triumph.

The car later became a tow-car for some of the racers inclusive of the D and works built Mk1 Pitt drove to victory in the 1961 one race Australian Touring Car Championship at Lowood.

Both the Mk7 and ‘Big Nose’ The Bus are long gone, sadly.

(G Fry)

Credits…

Anderson Family Collection, Jaguar Magazine, Jock Psaros, Malcolm Ireland, Barry Anderson, Barry Hickson, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, ‘Glory Days: Albert Park’ Barry Green, John Ellacott, Barry Carr, Gavin Fry

Tailpiece: ‘Geordie Anderson’ in her new D Type,’XKD526’…

(Anderson)

Doris ‘Geordie’ Anderson aboard the new D Type she co-owned with Bill Pitt and Charlie Swinburn. Its said that she was the only serious lady racer of a D Type at the time anywhere in the world.

Her racing CV included a win in the Mount Druitt 24 Hour Race in a Jaguar XK120 FHC- we shall come back to Geordie and her exploits ina month or so…

Finito…