(B Pottinger)

I wish I had the soundtrack of the howling 300 bhp 24 valve, injected Vee-Six to go with the visual…

 Chris Amon’s Ferrari Dino 246T chassis # ‘0008’ being warmed up prior to the start of the Teretonga International on 25 January 1969.

 Chris was third in the race behind Piers Courage in Frank Williams Brabham BT24 Ford DFW and Graham Hill’s Gold Leaf TL Lotus 49 Ford DFW- and won the ’69 Series with wins at Pukekohe, Levin, Lakeside and Sandown.

 Just so ‘Ferrari in period’ this shot ‘innit?

 Veglia Borletti- Giri, Olio, Acqua and Benzina instruments and MoMo steering wheel- wouldn’t we all have loved to sit right here looking at this lot. Note the small fire extinguisher sitting above the dash and Lucas electrical fuel pump off-switch beside the fuel guage.

 I’ve done a few articles about Chris and the Dino, just pop the names into the primo site search engine on the home page for more ‘on topic’.

 Photo Credits…

 Bill Pottinger on ‘The Roaring Season’, LAT

Tailpiece: Amon and Rindt on the front row, NZGP Pukekohe, 4 January 1969, Chris won from Jochen…


(B Thomas)

Lex Davison’s HWM Jaguar won the Sunday 7 November 1954 Australian Grand Prix at Southport on Queensland’s Gold Coast…

Here, (above) just after the start, Lex is behind Kiwi Fred Zambucka’s Maserati 8CM, with Dick Cobden’s Ferrari 125 behind the HWM and then Jack Brabham’s partially obscured Cooper T23 Bristol ‘Redex Special’.

Race favourite Stan Jones, in the Repco Research built Maybach 2 is already out of shot and some distance up the road ahead of this next group. Stan led until lap 14 when some welds on the chassis of the new car failed causing a very high speed excursion backwards through the Queensland countryside, writing off the car but fortunately without causing injury to the plucky Melbourne motor-trader.

Sydney’s Curley Brydon’s MG TC Spl s/c was second in the Formula Libre, scratch, 150 mile event from Ken Mitchell’s Brisbane built Ford Spl in third place. Davison’s time was 1 hour, 50 minutes and 18 seconds.

After heavy rain in the days before the meeting the race was run ‘on one of the hottest days of the season and drivers had a trying time with the heat and dust’. It was Davo’s fifth attempt at the AGP- a race he was to win four times- in 1954, 1957, 1958 and 1961.

Australia after the initial ‘Phillip Island AGP era’ (1927 Goulburn AGP duly noted) for decades had a wonderful tradition of each of the states hosting the AGP in turn- in that sense ‘everybody got a fair crack of the whip’. The disadvantage was that there was not until the sixties investment in a permanent facility to stage motor-racing let alone events on longer courses of the sort appropriate for events of Grand Prix length. Warwick Farm and Sandown are examples of fine venues and circuits but even then were built within pre-existing horse racing facilities.

The #15 John McKinney MG TC Spl 1.3 DNF lap 11 and Curley Brydon’s MG TC Spl 1.3 s/c, 2nd in a fast reliable run (B Thomas)

Queensland’s first GP was held in September 1949 when 30,000-40,000 people converged on Leyburn, a quiet little hamlet on the Darling Downs- the race was held on a disused wartime airstrip and won by John Crouch in a Delahaye 135S imported by John Snow pre-War.

The venue for the 1954 event was similarly distant from major population centres, an hours drive from Brisbane on a good day, being a road circuit using roads in the Ashmore/Benowa/Bundall areas a mile or so from Southport. International readers are probably aware of the Surfers Paradise location from television coverage of the annual Indycar race, Southport is close by.

These days the Gold Coast City has a population of 560,000, back then before the tourist boom of the sixties the area was a quiet farming and agricultural hamlet adjoining the Pacific Ocean. The organisers, led by the Queensland Motor Sporting Car Club laid out a 5.7 mile course on public roads- the event was contested over 27 laps of the undulating, narrow bitumen surface in sparsely settled, scrubby coastal bush. The local population of 40 swelled to somewhere near 60,000 on raceday!

(Brisbane Courier Mail)

The organisers said the road, much of which had not been sealed before, had a minimum usable width of 22 feet made up of 14 feet of bitumen and at least 4 feet of smooth gravel shoulder on each side. There were two no-passing sections at the causeway leading into the main straight at Boston’s Bend and another about 40 yards long on a narrow bridge at the start of the tight section beside the Nerang River, past Dunlop Bend at the start of the second long straight.

The intersecting two straights as you can see above formed one corner of the triangular course , the section beside the Nerang up to the Courier Mail hairpin was continuously jinking. There were some very quick curves on the return section with a total rise and fall of 60 feet- including several jumps where faster cars became airborne and blind corners with the road overall very bumpy- and surrounded by barbed-wire fences for most of the distance.  The organisers forecast a 90 mph lap average by the faster cars which proved to be quite accurate

The Maybach main men- Stan Jones and Charlie Dean. With the marvellous but shortlived Maybach 2, perhaps at Fishermans Bend in early 1954- cars technical specs as per article linked at the end of this piece. Dean a remarkable fella- engineer, businessman, racer inclusive of several AGP’s and public company Director. No book about him sadly! (unattributed)

The bulk of the racers in the smallish Australian racing scene were based in Sydney and Melbourne so it was a long tow up north for many, but the competitors nevertheless journeyed north to contest the event, the biggest such social occasion ever held in South Queensland to that point.

From Victoria their were six entries including the fast-boys Jones and Davison. The New South Wales contingent of 11 included Stan Coffey in a Cooper Bristol and similarly mounted ‘Pre-race favourite ex-speedway champion Jack Brabham driving a 1971cc Cooper Bristol’, as one of the Brisbane papers saw it. No way did Jack’s 2 litre machine have the mumbo to win this event though.

Redex Round Australia Trial personality/winner Jack Murray added to the gate, he raced an Allard Cadillac V8. Dick Cobdens Ferrari 125 V12 s/c was acquired from Peter Whitehead after the ’54 NZ GP with the wealthy Cobden very quickly getting to grips with the tricky handling of the rear swing-axle suspension car. His dices with Brabham at NSW meetings in the months before Southport were a spectacle all enthusiasts looked forward to at the time with Brabham the better racer but there was little difference in lap times between the two cars.

This paddock shot does not show the muddy conditions competitors endured. #4 is Charlie Whatmore, Jaguar Spl 3.4 7th and #9, the 3rd placed Ken Richardson Ford V8 Spl (D Willis)

The Queenslanders came out in numbers, sixteen in all. The group included Charlie Whatmore’s Jaguar Spl built around a Standard 14 chassis with Jag Mk7 power and Rex Taylor who had bought Doug Whiteford’s dual AGP winning Talbot-Lago T26C. With the replacement Lago a long way off Doug raced ‘Black Bess’, his famous Ford V8 Spl and winner of the 1950 AGP. Arthur Griffiths had just bought the Wylie Javelin.

Much was expected of Kiwi Fred Zambucka’s Maserati 2.9 litre s/c but the very stiffly sprung pre-war machine was all at sea on the very bumpy country roads.

Stan Jones’s new Maybach 2 was a classic single seater built around the same engine and gearbox as Maybach 1 but was shorter, narrower and lighter and was the real favourite for the race. The Melburnian had his tail up as a consequence of his NZ GP win at Ardmore aboard Maybach 1 in January and the speed of Maybach 2 built by Charlie Dean and the rest of the Repco Research team in Bruswick after they returned from NZ. Its pace had been proved from its first appearance in winning the Victorian Trophy at Fishermans Bend in March and was reinforced at Bathurst over the Easter weekend.

The car was without doubt the quickest in Australia at the time, remember too by this stage the AGP was a scratch event (the 1951 Narrogin AGP was started in handicap order but the AGP winner was the car/driver which completed the distance in the fastest time- Warwick Pratley in the Ford V8 powered George Reed Spl) so a machine capable of winning the event on speed and reliability was required. This change had immense impacts on the content of our grids. Very quickly, older or lower powered machines which were half a chance in the handicap days were rendered uncompetitive at AGP level overnight. The time was right for the change mandated by the Australian Automobile Association but that view was hardly one universally held at the time.

Lex Davison, HWM Jag, Southport. Circuit safety aspects clear- crowd close to the action! (Davison)

Lex Davison’s HWM Jaguar had been continuously developed by Ern Seeliger and his artisans over the previous 12 months since it’s unsuccessful debut during the 1953 AGP weekend at Albert Park.

There the ex-Moss/Gaze (then Alta powered) car ran its bearings in practice and did so again shortly after the start of the race. The car was modified terms of its lubrication, oil and water cooling and other areas almost on a race by race basis becoming fast and reliable. The ‘C Type’ spec 3.4 litre engine gave 187bhp on the Repco dyno in early 1954 but the clever car was not as quick as Stan, Jack or Dick’s- it had gained reliability though, a quality which was to be rather a valuable one come raceday.

Despite the new Southport circuit being unfamiliar to the drivers, practice was available for only two one hour sessions on the Saturday, the time was allocated after the longer sessions planned were diminished by clearing up the debris of the Mrs Geordie Anderson driven Jaguar XK120 Coupe which left the track on the fast swerves of the return section of the course and hit a telegraph post. She was not badly injured but the car was substantially damaged.

After a rainstorm cleared,  faster times were recorded in the afternoon session with Cobden a little quicker than Jones. There had been fifteen consecutive consecutive weekends of rain before the meeting, and plenty in between, so the course road shoulders were soft and the paddock areas boggy which made for rather grim conditions for crews and spectators alike.

Only Stan and Dick got under 4 minutes with Cobden the quicker at 3:55, an average of 88mph. Whilst the times were indicative of performance they did not count for grid positions which had been allocated by the organisers at their discretion.

Jack had engine problems running in a fresh Bristol motor which would also play out on raceday whilst Maybach needed repairs that evening to repair a split fuel tank and reportedly to raise the ride height. Davison’s HWM also needed repairs to the underbody and to straighten some suspension parts after an off by Lex, his best time was 4:14.

Whatmore’s Jaguar Spl, Standard 14 modified chassis and fitted with a Jag 3.4 Mk7 engine for this race. Car descended from a Studebaker powered ex-speedway machine he raced in the 1949 Leyburn AGP (HAGP)

Spectators near Skyline Bend, 4.5 miles from the start reported the faster cars were leaping two feet into the air as they crested the top of the hill. Over 5,000 people attended practice causing plenty of chaos to surrounding access roads indicating the challenges of race day access!

The quick guys were worried about the driving standard of some of the locals with Brabham not confident his Cooper would last the race without some sort of chassis breakage.

In an interesting sequence of events which played out during the race the Maybach’s aluminium fuel tank was split during practice, as was Davison’s.

Whilst Brian Burnett had built much of the Maybach body, chassis and other parts he attended Southport as part of Davo’s crew not Jones team so prioritised Lex’s repair over Stan’s. In the end he did not have time to complete the Maybach repair due to an incident whilst working on the HWM’s tank ‘…when Burnett prepared to weld up the crack by following his customary method of clearing fuel vapour out of the drained tank- by waving a lit welding torch inside- the tank exploded. He gathered up the scattered pieces, worked out where they belonged, hammered them back into shape and then, finally, was ready to start welding the tank back together again.’

Between 50,000-60,000 attended on raceday, the early birds camped overnight with day-trippers arriving from 4am. The day dawned bright and sunny in contrast to recent weather patterns… 

‘People dressed in gay holiday clothes, some in swimming costumes, went in transport ranging from a family in a horse-drawn buggy to the latest model sedans’ the Brisbane Courier Mail reported.

‘Farmers let down their fences to allow thousands of vehicles to park…at the township of Benowa people watched the roaring motors from the shade of a church. Others watched from houses, some from the rooftop whilst men and boys perched in the trees. Dairy calves not far away ran into the bush as the quiet bitumen road running through tall green turned into a snorting carrier for Australia’s fastest cars…’

Sounds fantastic to me!

The huge crowd blocked the track between races and strolled across the circuit whilst races were running, the chaos was not helped by the lack of an effective public address system throughout much of the course area.

Brightways and Farren Price Trophy sportscar race- A Mills Jag XK120, leads David Griffiths Triumph TR2 and G Greig’s Austin Healey (E Steet)

The program commenced at 11.15 am with the ‘Brightways and Farren Price Trophy’ 5 lapper won by won by Adelaide’s Eldred Norman in a G.M. 2-71 supercharged Triumph TR2.

Norman was an extraordinary character as a businessman, racer, engineer and specials builder- the twin Ford V8 engined ‘Double Eight’  and Zephyr Special s/c are at the more extreme end of his creativity and speed. Somewhat ironic is that his most conventional AGP mount, the TR2 gave him his best AGP result- he was 4th in the car later in the day.

The TR2 was still hot when he contested the ‘Cords Piston Ring Trophy’ First Division event which he also won, the Trophy was won by Les Cosh in an Aston Martin DB2 who did the fastest time in the Second Division event for closed cars.

At the conclusion of the meeting Eldred loaded up the TR2, the first delivered in South Australia, re-attached a lightweight trailer containing two empty 44 gallon drums of methanol racing fuel, some basic spares, tools, odds and sods to the sportscar and then drove back to his base in Halifax Street, Adelaide. The trip is 2050Km one way, so lets say he did around 6,000 Km in all inclusive of the return trip, a bit of tootling around the Gold Coast, race practice, two race wins…and fourth in the AGP. I’d call that a pretty successful trip up North!

The Grand Prix was due to commence at 2.45 pm, but by that time the program was an hour late for the reasons mentioned earlier. This was then exacerbated by speeches of the Southport Mayor to welcome Queensland’s Deputy Premier- who made a speech formally opening the GP and finally another by the local State MP who gave a vote of thanks to the Deputy Premier. Still, to their credit, the Queensland politicians allowed the race to take place on public roads, a situation which existed only in WA and NSW at the time.

Lex hustling the victorious HWM Jag thru Olympic Corner, preceding the start/finish straight (B Thomas)

The drivers waited patiently and nervously with the start, not based on lap times remember, and a road not nearly wide enough for the 2-1-2-1 grid. Their difficulties now also included the sun which was lower in the sky than would have been the case had the program been running to time.

The two front slots were allocated to the fast Stan Jones/Maybach and the slow Rex Taylor in the fast Lago. Then came Fred Zambucka’s very stiffly sprung pre-War Maser which was said to be almost uncontrollable on the bumpy Queensland country back-roads.

The sprint to the first corner with the quicks Cobden, Davison and then Brabham promised to be interesting whilst Stan, up front was not to be impacted if he got away cleanly.

AMS reported that ‘The two minute board went up, engines were started, then their was a minute to go, then ten seconds, then they were off in a mad frenzy of wheelspin, smoke, haze and dust.’

When the flag dropped Jones and Maybach disappeared, he had a lead of 10 seconds at the end of the first lap. All the front runners survived the first corner unscathed but there was a tangle of mid-fielders which was cleared by the time the leaders emerged 4 minutes later.

Stan led Lex by 10 seconds from Jack 6 seconds back who had already passed Dick Cobden’s Ferrari.

‘The order and intervals reflected the various drivers success at passing Taylor and Zambucka; Brabham and Zambucka’s cars had actually touched’ wrote Graham Howard.

Almost immediately Jack’s Cooper cried enough with re-occurrence of the Bristol engines practice dramas where a camshaft bearing shell rotated in the block, cutting off the oil supply and seizing the camshaft, shearing the timing-gear key, bending valves and pushrods. Jack would take a Bristol engined AGP win at Port Wakefield in his self constructed mid-engined Cooper T40 at Port Wakefield, South Australia in 1955.

John McKinney putting out an Xpag engine fire in his MG TC Spl. He needed assistance to restart so retired (HAGP)

Taylor has just spun the Lago and Jack Murray joins the fun in his Allard- the latter restarting, the former DNF after receiving outside  help, Ferodo Corner (HAGP)

Jack Murray provided early excitement and entertainment in the pits as he arrived very quickly in his Allard soaked with fuel from a failed jerry-rigged auxiliary fuel-tank system.

Murray unzipped his fuel soaked britches to reveal that the fuel had dissolved his nylon jocks- all he was wearing was the elastic waistband of said garment! He got the Allard going, having borrowed a set of overalls, only to retire on lap 8 but not before a half lose spinning and just kissing Taylor’s Lago which had arrived shortly before Murray, see the photo above.

Jones and Maybach 2, on the hop, as ever, Olympic Corner (E Steet)

Meanwhile up front the gaps between the top three cars widened by the end of lap 5 with the Maybach 20 seconds up the road from the HWM and then 40 seconds further back to the Cobden Ferrari.

‘Nonetheless there was a touch of desperation about Stan’s erratic lap times, and reports that the Maybach was again leaking fuel suggested he might have to make a pitstop.’ To be fair the cause of his erratic laptimes was passing back- markers- he was lapping them from lap 3.

Cobden started to speed up from lap 6 with times of around 4:04 sec- shown a ‘faster’ sign by the crew he dropped his times to 3:55 by lap 9 and closed the gap to Davo to 7 secs and Jones to 30.6 seconds. On that circuit, in that car that drive would have been great to see- he barged past the HWM on that lap taking 4 more seconds from Stan’s lead. And did the fastest lap of the race at 3:51.0 seconds.

The speed that thrills…On the next lap passing the Sefton Ford Spl after the no-passing bridge Dick was gone, Cobden was baulked, both cars spun away from the direction of the river with Cobden motoring the 2 litre, supercharged Ferrari into retirement. Sefton was illegally push-started but was not black-flagged until late in the race.

Stan Coffey’s Cooper Bristol ahead of Downing’s Rilry Imp Spl with Lex Davison bearing down on the pair, Olympic Corner (HAGP)

Dick Cobden’s Ferrari 125 #49 passes Rex Taylor’s Talbot-Lago T26C just after the pits at the start of lap 2, Taylor completed only 6 laps and Cobden’s wonderful charge was ruined when a back-marker took Dick’s line on lap 10 (HAGP)

Howard writes that Stan’s press-on style had not abated despite the easing of the threat ‘Stan Coffey had a chip taken out of his Cooper Bristol’s front wheel when Jones slashed past; one magazine reported Jones was black flagged for passing in a no-passing area, but did not stop, and the flag was withdrawn…Jones…in the fast curves of the return section…came through lap after lap, airborne and sideways over a crest at about 115mph.’ Oh to have seen the bellowing six-cylinder Maybach do that too!

AMS reported that Maybach was still leaking fuel and that therefore Stanley was building up sufficient a lead to do a ‘splash and dash’ to get him through the 157 miles. His margin over Davison at half distance was more than 40 seconds.

Howard, on ‘The next lap Jones too was gone. Through the fast sweeps and crests of the return section the Maybach had a major chassis failure, the car became unsteerable, and at well over 100 mph it slithered off the road and disappeared into thick scrub. Spectators rushed to rescue Jones- who was miraculously unhurt- and others manhandled the detached front suspension and wheels off the road.’

The very ill Maybach 2 in the Southport countryside, devoid of ‘front suspension section’ which detached, causing the accident. Its said Stan mowed down 4 trees, some of the more substantial ones in this shot would not have readily yielded to the car and its fearless pilot (HAGP)

The car had chopped down four trees, jumped a six foot deep culvert and finished in a gully under the tangle of uprooted casuarina trees with Stan still strapped in the driving seat, unhurt other than a cut on his face.

Lex drove past the mess- skid marks, dust, debris, scurrying officials and spectators and then did his fastest lap of the race, and then slowed right down at the scene to ensure his friend and Monte-Carlo Motors business partner was ok- and then raced on to victory.

He reduced his pace by about 2 seconds a lap, and other than muffing an upshift passing the pits had a comfortable run to the line having taken 1 hour, 50 minutes and 18 seconds to finish the 157 miles, an average of 83.7 mph. At the time of Jones accident his lead over Curley Brydon’s MG TC Monoposto was 1.5 laps.

#16 Snow Sefton Ford V8 Spl 4.2, being passed by Ken Richardson’s Ford V8 Spl with Owen Bailey’s smoke obscured MG Holden on the inside behind and then Gordon Greig’s Austin Healey. Meanwhile Taylor’s Lago is stranded at left. Ferodo Corner lap 2 (HAGP)

Courier Mail Corner action- #29 Frank Tobin in the Rizzo Riley Spl 1.5, 6th, leads the 10th placed Charlie Swinburne Cooper Mk4 Norton 500 and 5th placed David Griffiths Triumph TR2 (HAGP)

Doug Whiteford’s Black Bess was out mid-race with Ford V8 maladies, Bill Pitt’s Jaguar Spl had a tyre go flat with Whatmore’s Jag engined machine out with head gasket failure.

Survival was the whole story of this race.

On his victory lap Davison stopped at the crash scene and picked up Stan who rode back to the pits astride the tail of the HWM. Stan was a force in all of the AGP’s he contested, he finally took one, most deservedly, aboard his Maser 250F at Longford in 1959 whilst Lex took four as recorded earlier. Both were very fast drivers, both drove very well prepared cars, perhaps Lex was the more mechanically sympathetic of the two. For sure Lex had more AGP luck than Stan.

The remains of Maybach 2 on its trailer ready for the long trip back to Sydney Road, Brunswick in Melbourne. ‘…this photo shows how hard the car hit the trees- parts of the cast alloy cam-cover and upper cylinder head have been broken. Other evidence of the impact is the pile of broken SU pieces (bottom left) near the flattened right-side main tube frame. Closer inspection reveals some telling details: front wheels and nose section have just been dumped as a unit and the spare wheels have been almost thrown onboard, as has the hand operated pump which would have been used to fill a re-fuelling churn’- G Howard (HAGP)

For years Jones ‘carried the can’ for the 1954 Maybach crash until Graham Howard carefully researched the matter in preparing the ’54 Southport chapter of ‘The Bible’- ‘The History of The Australian Grand Prix’.

It seems that in the day it was chosen not to report in accurate fashion Repco’s engineering failure as the accident cause with Stan holding his tongue rather than ‘bite the hand which fed him’ in terms of Repco’s ongoing support.

Howard addresses all of this at length in the 1954 chapter he wrote. Note that this wonderful book was written by a number of writers- Howard, John Medley, Ray Bell….

I’ve included this section of the chapter in full as Stan still seems to get the blame from older enthusiasts for the accident to this day and for international readers who will probably not be aware of the situation, somewhat arcane as it is.

Graham Howard wrote ‘…It is difficult to find the full story of Stan Jones’ Maybach accident, partly because it happened well away from any of the crowded areas, but also- quite obviously – because most writers chose to conceal the truth.

The deservedly respected ‘Australian Motor Sports’- whose report of the race was written by by Bob Pritchett, one of Dick Cobden’s Ferrari pitcrew- offered a number of possible causes, none of them the real one, and a month later recounted what was termed “the correct story told to us by Stan Jones and Charlie Dean” which blamed chassis/axle contact which in turn put the car off line.

Brisbane’s daily ‘Courier Mail’ merely reported that Jones had crashed, and did not offer any possible reasons. General-motoring monthly ‘Wheels’ quoted “the official explanation” and “other probables” while obliquely making the point that “the car was in two pieces”. ‘Modern Motor’ came closest to an outright declaration. “Officials said a broken chassis had caused the accident…” its race report said, observing “the car appeared to split in two.”

Yet if this had happened it was remarkably quickly forgotten, and has never been referred to since in histories of the Maybachs. Without the ‘Modern Motor’ story there would have been no published clue to the real cause of the accident.

Only a remark by Len Allen sparked this book’s enquiry. He remembered how he and a mate had walked around the inside of the course, and had found a great spot to watch Jones, who was so spectacular they chose to wait for several laps purely to watch the Maybach aviate into view. On the critical lap, Allen remembers watching the Maybach touch down and immediately asking himself, “What’s happened to his ground clearance?” Allen and his mate joined the people running after the crashed car, which ended up hidden from the road down a trail of flattened scrub and trees. Allen was adamant something had broken on the car, and – while AMS, the Courier Mail and Wheels gave him no support- Modern Motor’s hearsay evidence suddenly became very credible.

In following up this issue, chapter and verse was willingly provided by Brian Burnett, the man who actually built the chassis at Repco. He explained that the two main chassis rails, of 4 inch 16g chrome molybdenum alloy steel, passed through holes in the diaphragm-type front cross-member and were completely electrically-welded in position. These welds crystallised and cracked, and in the course of the Grand Prix one chassis tube eventually broke away and touched the ground. It was as simple- and as enormous- as unfamiliarity with new materials and techniques.

The Maybach was not rebuilt in its Southport form, but emerged- after another incredibly fast revision- as the inclined-engine, offset driveline Maybach 3 which made its debut at Bathurst at Easter 1955. This car used locally-developed continuous- flow fuel injection, partly because at least two of its three 2 3/16-inch SU carburettors had been broken in the Southport crash. The amazing part was how little else had been damaged- not least the car’s remarkable driver.

Yet it was Stan Jones who became burdened with the responsibility for the accident. It was a situation which, 30 years later, (the AGP book was first published in the mid-eighties) says a lot about the rarity of mechanical failure at the time, and about the veneration which both then and today surrounds those wonderful Maybachs.’ Graham Howard wrote.

From top to bottom- Davison HWM Jag, Cobden Ferrari 125 and Brabham Cooper T23 Bristol (G Edney)

The question which flows from the collective non-reporting or misrepresenting the truth as to the cause of Maybach’s demise is why those choices were made by those who knew the facts?…

 Lets explore that, my ‘educated surmises’ are as follows.

 As Graham Howard wrote, the accident itself happened ‘out in the boonies’ away from the sight of large sections of the crowd or where the pro-photographers situated themselves. In the rush to rescue Jones the focus was rightly on him not so much the car. Not everybody had a camera then as they were expensive and iPhones were in short supply, so there is little in the manner of photographic evidence taken amongst the casuarina trees where Maybach came to rest.

 The racing scene in Australian then was very small with ‘everyone knowing everyone’ and Jones, Dean and all of the Repco crew were part of that scene, liked and respected. It is not the case that, unlike today, that ‘blame’ be sheeted home in a public way. Best we ‘keep it in the family’.

 Repco were the only corporate to provide significant support to motor racing in Australia at the time. Whilst Maybach 1 was built by Dean, the balance of the cars were built by Dean and his team with the tacit corporate support of Repco in the Repco Research premises in Sydney Road Brunswick. In fact this factory was where Maybach 1 was built before ‘Replex’, Dean’s electric transformer business was acquired and absorbed within the Repco conglomerate.

Jones certainly bought Maybach 1 from Dean but the commercial arrangements between Stan and Repco after that have always been opaque, but there is no doubt it was to their mutual advantage. When I say opaque I mean unknown not dodgy. Repco’s press advertisements of the day, on occasion used Maybach in its ads. Dean, a racer, engineer and arch enthusiast- and a Repco senior employee (and a decade or so later a Director of Repco Ltd) would have been intent on that Repco support continuing and therefore keeping quiet the accident. Jones equally wanted the support to race so the form of words given by he and Dean to AMS was a narrative which did not accurately portray what happened but were words unlikely to cause corporate offence or embarrassment to Repco- and at the same time making clear ‘chassis/axle contact put the car off line’ and in so doing sought to get Jones ‘off the hook’, unsuccessfully it seems, as the accidents cause.

 Repco were a major advertiser in the press of the day, that is the daily newspapers, general motoring magazines such as Wheels and Modern Motor and Australian Motor Sports, the racing specialist monthly. It would not have been in those publications commercial interests to put at risk valuable ad revenues by publishing the truth of the accidents cause in the event said ads were pulled as ‘retaliation’ for negative Repco press.

 Motor racing was still very much a fringe sport in Australia in 1954. The authorities (including the police) were downright antagonistic about motor racing generally and specifically about using public roads for that purpose, particularly in New South Wales. Negative racing publicity of any kind at the time was not needed by the sport as it sought to become more prominent, recognised and respected.

 Whilst negative press about motor racing was probably of no issue or concern to daily papers the general motor magazines and especially AMS would have been keen to avoid coverage detrimental to the growth of the sport, and therefore a circumspect approach by them makes sense. For the general press the day after the race they had moved on to the latest bit of death and destruction locally or globally.

 Its easy to take pot shots of course in retrospect. Hindsight is one of my strengths my sons tell me. But what would I have done, what would I have written in publishing the November 1954 issue if I were Arthur Wylie, racer, editor and owner of Australian Motor Sports- knowing the facts of the accident?

 Exactly what he did and wrote my friends in all the circumstances outlined above…

 For Davison the post race celebrations started when he saw the chequered flag, his wife, a noted racer herself was given the flag to greet Lex as he completed his final lap.

After the formalities trackside the HWM was driven on public roads from celebratory gig to gig by the very popular Davo who became increasingly pickled as the evening progressed. Different times, wonderful times.

Things were more serious in the Maybach camp of necessity, their debrief took place at the Chevron Hotel in Surfers. During these discussions Brian Burnett was stupid enough to tell Jones he had driven ‘too fast and recklessly’ only to have Stanley floor him with one punch. In the circumstances he is lucky the pugnacious, tough little nugget from Warrandyte didn’t launch him into the next decade.

Maybach would be back of course, Maybach 3 had more than a nod to the contemporary 1954 Mercedes Benz W196 but alas Maybach never bagged the AGP win one of the cars surely deserved?…

The Maybachs…

The feature I wrote about Stan Jones is as much an article about Charlie Dean’s Maybachs, click on the link below to read about this amazing series of three cars- albeit the cars were under constant evolution! as befits any ‘works’ racers, the cars effectively Repco factory entries.

In my analysis and assessment of Repco’s racing history there were a series of distinct steps which led to Repco-Brabham Engines P/L World Championship success in the mid-sixties. The first is the  ‘Maybach Phase’, the second the shorter ‘Coventry Climax FPF/Repco Phase’ and the next RBE itself. The final bit is the Redco Engine Developments P/L ‘F5000 Phase’ of 1969-1974. So, the Maybach piece is a long, critical foundation component to put its importance into the correct historical context.






Various newspapers via Trove, ‘Australian Motor Sports’ November 1954, ‘The History of The AGP’ Graham Howard and others, ‘Larger Than Life: Lex Davison’ Graham Howard, ‘From Maybach to Holden’ Malcolm Preston, Graham Edney Collection, ‘Wheels’

Photo Credits…

Eddie Steet, Brier Thomas, ‘Larger Than Life: Lex Davison’, ‘The History of The Australian Grand Prix’ (HAGP), ‘From Maybach to Holden’, Dick Willis, The Nostalgia Forum

Tailpiece: If only- Stan Jones, Maybach 2, Southport ’54, pressing on as usual, maybe he was a bit more of a ‘percentage driver’ towards the end of his career, maybe…



Train commuters watch an unidentified MG TC, then Les Wheeler, MG TC chasing A Griffiths, MG TC Spl s/c at the June 1952 Parramatta Park meeting  (CRPP)

‘A two mile motor racing circuit with ground accommodation for 100,000 people is being built at Parramatta Park’ Parramatta, Sydney The Sunday Heralds headlines proclaimed on 21 October 1951…

 Parramatta is a large city within greater Sydney, 25 Km from the CBD, the huge park occupies an area of 245 acres and straddles the Parramatta River on the western edge of the town.

The 8,000 pound investment in the park facility was funded by ten local businessmen and used to clear and widen existing roads to a minimum of 28 to 30 feet. The projected average circuit speed of the circuit, designed and to be run by the Australian Sporting Car Club Ltd (ASSC), was 55 mph.

Barrie Garner, Frazer Nash in June 1955. Later an ace hillclimber in a Bowin P3 Holden. Track surface needs a sweep! Carnival atmosphere, big picnic crowd so close to the centre of Sydney (CRPP)

Motor racing in Parramatta Park had been mused about for decades. An article about the 1929 Monaco Grand Prix in the ‘Sydney Morning Herald’ mentioned the possibility of events in either Centennial Park, Sydney or Parramatta Park with the writer just as rapidly despatching the idea as one which would be scuttled by the authorities. Indeed, officialdom caused plenty of grief in relation to racing at Parramatta when it was finally becoming a reality.

The proposed event on 28 January 1952 was not the first planned at the venue, a meeting was scheduled to be held on 5 November 1938- the star Peter Whitehead.

The wealthy wool merchant/racer was to compete in his 1938 Australian Grand Prix winning ERA R10B. Officialdom intervened in the form of the New South Wales Chief Commissioner of Police who decided to ban the race on Friday, the day before the meeting, due to concerns about competitor and spectator safety. Click here for my article on the 1938 AGP including details and pictures of the ’38 abortive, aborted Parramatta Grand Prix. https://primotipo.com/2015/04/16/peter-whitehead-in-australia-era-r10b-1938/

In a reprise of the 1938 dramas the Chief Commissioner of Police again stepped in and refused permission for the January 1952 race. The ASCC appealed his decision before the Parramatta Court of Petty Sessions with the Magistrate upholding the appeal. The event was allowed to take place on the basis that spectators were permitted no closer than 40 feet from the circuits edge.

Over 40,000 paying punters turned up on raceday causing massive traffic jams throughout the area and its surrounds.

John Crouch Cooper MkV JAP from Curley Brydon’s MG TC Spl in a handicap event during the January 1952 meeting. One of the ultimate TC specials in Australia shaded by the new generation of cars. Check out the crowd (CRPP)

Star of the show that weekend was Sydney driver John Crouch driving a new-fangled, mid-engined Cooper JAP MkV to three wins of the seven events.

One of victories was perhaps the ‘main event’ of the day, a six lap invitation scratch race for the quickest guys of the weekend- he won it in his 1097cc Cooper. Stan Jones was second in the 4.3 litre Maybach 1 then came Reg Hunt’s mid-engined Hunt ‘500’ fitted that weekend with a Vincent 998cc engine Then was Jack Saywell’s Cooper 1000, Doug Whiteford’s 4.375 litre Ford V8 Spl ‘Black Bess’  and Alec  Mildren’s 1750cc Dixon Riley. The results are indicative of the rise of the small, efficient, mid-engine Coopers in Australia as was the case everywhere else in the world! Crouch set the lap record with a time of 1 minute 59 seconds.

In a reminder that ‘Motor Racing is Dangerous’, a wheel came off Doug Whiteford’s 1950 Australian Grand Prix winner, ‘Black Bess’ whilst travelling at circa 80 mph and landed in the backyard of a Victorian cottage adjoining the course. Fortunately the lady of the house was not hanging out the washing at the time the errant wheel landed atop her prize petunias.

Peter Lowe, Bugatti Holden from Laurie Oxenford, Alvis Mercury, January 1952 (CRPP)

Many meetings were held at the venue until 1957, regularly attracting over 10,000 spectators when the demands and difficulties of holding the races became too much. The circuits closure left the New South Wales circuits at the time as Mount Panorama at Bathurst, Gnoo Blas, Orange and Mount Druitt in Western Sydney.

I have long wanted to write an article about Parramatta Park but a paucity of photographs was the barrier. Not so now- the convenor and members of the Facebook group ‘Car Racing at Parramatta Park’ have uploaded some pearlers of shots- I’ve chosen some at random to give you a flavour of the place. For you FB folks just find and like the page in the usual way.

Stan Jones with a touch of the opposites in Maybach 1 chasing ‘Gelignite’ Jack Murray’s Allard Cadillac in the opening January 1952 meeting. Jones was so impressed by the speed of the Coopers in relation to his GP car he promptly placed an order for one, a MkIV was soon in his Balwyn, Melbourne driveway (CRPP)

Both the aces of the day and coming-men raced at the ‘Park including drivers such as Doug Whiteford, Frank Kleinig, Stan Jones, David McKay, Bib Stillwell, Dick Cobden, Bill Patterson, Lex Davison, Tom Hawkes, Alec Mildren, Tom Sulman, Ted Gray, Ron Tauranac, Jack Brabham and many others. RT ran the very first of his Australian Ralts in the opening meeting, as against the Pommie built ones, and his later partner Brabham raced his Dirt Midget!

Jones big Maybach ‘monstering’ Ron Tauranac’s Ralt Norton ES2 500, January 1952 (CRPP)

The program described Jack thus- ‘A familiar winner at the speedway, and this years Australian Hillclimb Champion, Jack should find the circuit well suited to his style. His car is very light, has four wheel hydraulic brakes and is powered by a home made engine using J.A.P bits’.

By the June meeting Jack had jumped into a Cooper Mk5 500, the wry description in the program observed; ‘Australian Hillclimb Champion of 1951, Jack, one of our best midget drivers, is a new recruit to road racing, his Cooper…was an 1100, now has an engine designed and built by the new owner, a foremost expert at getting quarts out of pint pots’ ! A sage description of Jack’s ability to conjure something out of not very much throughout his career as both constructor and driver.

Dick Cobden from Bill Patterson in Stan Jones car and Bill Shipway- Coopers galore, all MkV’s I think June 1955 meeting (CRPP)


Sydney Sunday Herald 21 October 1951, ‘Fast and Furious: The 1938 Parramatta Grand Prix’ article by Peter Arfanis

Photo Credits…

‘Car Racing at Parramatta Park’ Facebook Group (CRPP)

Tailpiece: Parramatta Park opening meeting, January 1952…




Roman Polanski stepping aboard a Motor Racing Stables Lotus 51 Formula Ford in 1968…

One of the great film directors of our time has had an extraordinary life full of controversy, see this link for a concise bio and filmography for you movie buffs; http://www.imdb.com/name/nm0000591/

That year he moved to Hollywood to make the psychological thriller ‘Rosemary’s Baby’ and then had the horrific experience of wife Sharon Tate’s murder by the Manson Family in 1969.

Quite how John Webb bagged him for the day who knows, no doubt it was a promotional coup for the category in its fledgling phase- 1967 to 2018 and still going strong! Long may it continue.

Photo Credit…

Bill Ray

Tailpiece: I wonder how good his times were?…



(J Richardson)

Roy Salvadori all set to go in the Longford paddock before winning the 5 March 1961 ‘Longford Trophy’ aboard his ‘Ecurie Vitesse’ (Jack Brabham) Cooper T51 Climax…

These wonderful photos at Longford during the long, languid, hot Tasmanian summer of 1961 were taken by John Richardson who was a Shell Representative for Northern Tasmania and therefore had the ability to prowl the pits and form-up area. His son Greg recalls the meeting ‘I was only 6 at the time and memories get a little hazy. But I will never forget sitting on a 44 gallon drum in the pits and that wonderful almondy smell of the racing fuel and the noise, it was pretty amazing stuff for a little kid’.

The sort of experience which hooks you on the sport for life…

Jack on the front row beside John Youl, Coopers T53 and T51 Climax- behind is the unmistakeable yellow T51 of Austin Miller- alongside Aussies right-rear you can only just see a bit of Lex Davo’s Aston Martin DBR4 (J Richardson)

Very Black Jack- look at the ‘tache and beard- has not shaved for 24 hours. Cooper T53 ‘Lowline’ (J Richardson)

Roy had better luck in Australia than he did in New Zealand- there he raced a Yeoman Credit Lotus 18 Climax at Ardmore, Levin, Wigram and Teretonga, his best a second place at Teretonga. He had gearbox problems twice and a leaking radiator in the other events.

He then crossed the Tasman Sea to Australia and raced the Cooper used by Ron Flockhart that Australasian season- in Tasmania and two International races a day apart at the new Hume Weir circuit outside Albury on the New South Wales/Victoria border. He was fourth in one, DNF the other, both races were won by Brabham’s Cooper T53 ‘Lowline’, the car photographed above.

During my formative years of interest in motor racing, devouring all of the books we all did on the history of the sport Roy Salvadori was ominpresent in publications on the British scene- where he seemed to race anything which had wheels in multiple events at the same national meeting, and also competing in International events.

Maserati 4CM, Jersey 29 April 1948, 7th in the race won by Bob Gerard’s ERA B Type (unattributed)

Whilst his surname is decidedly Italian exotic Roy was very much a Brit, born in Essex of Italian parents…

Well known as the winner at Le Mans aboard an Aston DBR1 together with Carroll Shelby in 1959 he was also very handy aboard single-seaters and is rightfully on the list of those talented enough, but unfortunate not to win a championship Grand Prix.

The highly skilled all-rounders best F1 season was in 1958, when he was second in the German Grand Prix, third in the British and fourth in the drivers’ championship aboard a Cooper T45, the title won that year by another quintessential British driver of the fifties, Mike Hawthorn in Ferrari Dino 246’s. Cooper were not of course using Coventry Climax FPF engines of 2.5 litres that season, making the performance even more meritorious.

Roy Francesco Salvadori was born on 12 May 1922  in Dovercourt, Essex. After leaving school he joined his father’s refrigeration business before starting to trade in cars, running his own garage in Tolworth, Surrey by the age of seventeen. The War put paid to early plans to race but as soon as the war was over he responded to an advertisement for an MG sportscar only to find that the car in question was the R Type pre-war single-seater- a deal was quickly done.

Jack #24 and Roy, Pescara GP 18 August 1957. Cooper T43 Climax, 7th and DNF in 2 litre cars in the race won by the Moss Vanwall VW57 (Cahier)

The R Type MG was entered in the very first race meeting post-war at RAF Gransden (Gransden Lodge) on 15 June 1946 with Roy the second of two finishers in a three car race! He progressed quickly to a Riley Special and then a 50% share in a 2.9 litre Alfa Romeo Tipo B/P3 said to have been owned by Tazio Nuvolari.

In May 1947 he entered it in the Grand Prix des Frontières at Chimay, Belgium, and, though the car was stuck in top gear from the first lap, finished fifth. Prince Bira won the race in a Maser 4CL.

He soon sold the P3 and bought a Maserati 4CM finishing 7th in the Jersey Road Race in April, contested the British Empire Trophy in May, DNF and later the 1948 British GP at Silverstone finishing 8th in the race won by Gigi Villoresi’s Maserati 4CLT.

In 1949, he again raced in the British GP, Q23, DNF . He was 5th in his heat and 17th in the final of the August International Trophy at Silverstone and wrote off a Maserati 4CL at the Curragh track in Ireland during the September Wakefield Trophy. 1950 was a year of rebuilding the finances and finding a competitive tool- the plucky motor-trader settled on a Frazer-Nash Le Mans sportscar.

Roy ahead of a group of XK120’s, date and circuit unknown, 1951 probably (unattributed)

Salvadori’s first meeting in the ‘Nash was the Daily Express International meeting at Silverstone.

Interviewed in MotorSport in 2008 Salvadori said ‘I was leading, a big thing for me then, ahead of Bob Gerard, Tony Crook and the other Frazer-Nashes. So I was feeling pretty good about life…We came up to lap a group of slower cars which were having their own battle. I tried to overtake them all, but it couldn’t be done’. He ran wide, hit the marker barrels- oil filled drums and cartwheeled down the road, his foot was stuck in the steering wheel spokes, as a consequence he was flung about like a rag doll as the car overturned. Roy suffered a triple fracture of his head- wearing no helmet and had severe brain haemorrhaging. ‘At Northhampton Hospital they decided they could do nothing for me, and pushed me into a corner. They rang my parents and told them I was unlikely to be alive by the time they got there’. A priest was summoned and gave him the last rites.

Salvadori was back in a car three months later. His only permanent legacy of the monster shunt was deafness in one ear.

Roy acquired the 1950 model Jag XK120 (above) and first raced it at Boreham in August 1951. He had much success in the car over the next 12 months racing it against the similar machines of people like Duncan Hamilton and of course many other marques. A more serious machine was the Grand Prix Alta 1.5 s/c of H Webb with which he contested the Boreham Mail Trophy race in July for a DNF.

RS aboard Bobby Baird’s Ferrari 500 F2/GP machine at Castle Combe in 1952. Lampredi 4 cylinder, 2 valve, DOHC Weber fed dual World Championship winning engine front and centre (Simon Lewis)

With his speed and enthusiasm undiminished he was soon in demand to drive other peoples cars, he raced the Jag on into mid-1952 before selling it to Peter Blond. The Frazer-Nash was repaired and raced at Ibsley in April, the car again crashed.

A significant breakthrough were a series of drives in Irish press-baron heir Bobby Baird’s Ferrari 500 2 litre F2/GP car. In an impressive performance he was Q19 and 8th in a field of 31 cars at the Silverstone British GP.

In August he raced a Ferrari 166 (Baird’s?) in the Daily Mail Trophy at Boreham but withdrew after 21 laps. Back in the Ferrari 500, at  the Daily Graphic Goodwood Trophy in September, he was 6th and a month later he drove the car to victory in the Joe Fry Memorial Trophy at Castle Combe.

In mid September Roy contested the GP di Modena in a Cooper T20 Bristol, crashing the car in the race won by Villoresi’s Ferrari 500.

Salvo’s speed in a variety of cars- his versatility clear even then and ability to handle the demanding GP Ferrari lead to an invitation to join the Connaught team for 1953 to contest GP events in the Lea-Francis four-cylinder engined cars.

Camp Connaught, French GP Reims 1953. #42 Bira DNF diff, #50 Salvadori DNF ignition, #48 Johnny Claes 12th. Look carefully and you can see the Prince speaking to Alfred Neubauer in the background. Mike Hawthorn won this famous race after a titanic long dice with Fangio, Ferrari 500 and Maser A6GCM respectively (G Phillips)

The Connaught A Type was a very competitive tool in British national events, Roy’s best results second placings in the Lavant Cup Goodwood, BRDC International Trophy Silverstone, Crystal Palace Trophy and Newcastle Journal Trophy at Charterhall. In September he won the Madgwick Cup at Goodwood from Stirling Moss’ Cooper Alta.

In championship Grands Prix the pickings were much slimmer- he failed to finish all of the events he contested, the Dutch, French, British, German and Italian GP’s. The problem was the cars reliability not Roy’s speed- he qualified 11th, 13th and 14th at Zandvoort, the Nurburgring and Monza respectively for example.

In 1953 he joined Aston Martin in sportscars- although the focus of this article is single-seaters not his two-seater programs.

For 1954 he made the sensible decision to drive a Maserati 250F for Sid Greene’s Gilby Engineering team, the very best 2.5 litre customer GP car of the period. With it he won the Curtis Trophy at Snetterton, was second in the Lavant Cup, BARC F1 race and third in the Goodwood Trophy (all at Goodwood). The Gilby lads took the Maser across the channel to contest the French GP at Reims where Roy was Q10 but had a half-shaft failure. Back at Silverstone for the British GP he was a wonderful Q7 of 28 on a circuit at which he always excelled but had a transmission failure on lap 7.

Roy aboard the Gilby Engineering Maser 250F ‘2507’ at Silverstone in 1954. Too funny finding this shot- when I first became interested in racing someone gave me this very shot as a postcard without identification. I knew enough to know it was a 250F- and the driver looked ‘Eyetalian’ but I could never work out who it was back then! (Tom March)

Still in the first flush of youth, he raced the Gilby Maser ‘2507’ on into 1955 with wins in the Glover Trophy and Curtis Trophy at Goodwood and Snetterton respectively. He qualified first and finished second behind the Collins 250F at the International Trophy, Silverstone.

The 11 April Goodwood meeting says everything about Salvadori’s speed, versatility and work ethic- he contested six of eight events! He won the Lavant Cup in a Connaught A Type, was second in the Chichester Cup, first in the Richmond Trophy and second in the Easter Handicap all in the 250F. He won the ‘B Sportscar’ race in an Aston DB3S and was fourth in the ‘C Sportscar’ race in a Cooper-Maserati. Wow!

Lavant Cup Meeting Goodwood 11 April 1955. Roy on the way to winning the 7 lap F2 race at Madgwick. Connaught A Type and Cooper Bristol (P Redman)

The team again entered the British GP at Silverstone this time yielding Q20 and DNF due to a gearbox failure.

Into 1956 Roy again raced the Gilby 250F which was getting a little long in the tooth compared to the latest spec works-cars but was still a good thing in national events- he was first in the Vanwall Trophy and Sussex Trophy at Snetterton and Goodwood respectively. Moss won the Glover Trophy at Goodwood in a works 250F ‘2522’ with Roy behind him.

In International events the 250F was 3rd in the GP de Caen and had DNF’s at both Silverstone and the Nurburgring- the British and German GP’s but qualified 7 and 9 to remind everyone of his speed in the old jigger. He was Q14 and 11th- last at Monza.

Success also came in mid-engined F2 Cooper T41 Climaxes with wins in the British GP support event, at Brands in the Bank Holiday meeting and at Oulton in the International Gold Cup F2 race.

Roy awaits the off aboard a Vanwall VW57 before the start of the French GP @ Rouen in 1957. Q6, DNF engine on lap 25- and qualified well clear of the two BRM’s! (unattributed)

A man in demand he signed with BRM for 1957, but after his cars brakes locked solid, causing his retirement from his BRM debut race and then failing to qualify for the Monaco Grand Prix, he walked away from the team.

Raymond Mays failed to intervene satisfactorily to improve the P25’s notoriously poor brakes. The P25 became a race winner- it won BRM’s first GP in Jo Bonnier’s hands at Zandvoort in 1959 of course but in 1956/early 1957 it was a problem child. No less than Alex Moulton and Alec Issigonis, Colin Chapman and Piero Taruffi- the latter two track testing the car applied their talents to dealing with the racers many handling, roadholding and braking problems. Leaving BRM at the time was as good an F1 Salvadori decision as being part of Aston’s F1 program in 1959 was a bad one!

Roy continued racing Aston sportscars throughout 1957 and was invited by David Yorke to drive a Vanwall VW57 in the Reims GP in early July, for 5th and in the French GP at Rouen a week later- Q6 and DNF engine. Chapman had of course applied his magic touch in Acton too a year earlier!

German GP paddock 1957: Yep, I can give these barges a run for their money! RS musing about the benefits of his nimble Cooper @ the Nurburgring if not its power. #1 & 2 Maser 250F’s of JMF and Jean Behra. Roys F2 Cooper T43 Climax Q15 and DNF engine in the famous ‘greatest GP of all time’ won by Fangio from the Lancia-Ferrari 801 twins Hawthorn and Collins (Getty)


Salvadori chasing Olivier Gendebien’s Ferrari 246 Dino during the 1958 Belgian GP, the Belgian was 6th and Roy 8th in his Cooper T45 Climax. Stirlings’s watches look good! (GP Library)

For the balance of 1957 Roy joined Cooper beside Jack Brabham, the pair racing Cooper T43/45 Climaxes in F2/F1 events. Cooper ran Coventry Climax FPF’s of just under 2 litres in F1 that season, the class capacity limit 2.5 litres from 1954-1960 inclusive. He was 2nd in the GP de Caen and failed to finish the German GP having qualified 14th running a 1475cc FPF as an F2 car within the F1 grid.

Generally Jack did better than Roy in F2 but he won the Woodcote Cup at  Goodwood, and the F2 class of the Daily Express International Trophy, was 2nd in the London Trophy at Crystal Palace and 4th in the Coupe de Vitesse at Reims.

For 1958 Roy stayed with Coopers and had his best season in GP racing as detailed early in this article. In addition to Championship GP events he was also quick in British Internationals taking 2nd, 3rd, and 4th in the BRDC International Trophy at Silverstone, Glover Trophy at Goodwood and the BARC 200 at Aintree.

Beautiful shot (reader David Fox points out Getty have it ‘the wrong way around’) of Roy’s Aston DBR4/250 at Zandvoort in 1959. Q13 and DNF overheating in the race won by the more modern and developed front-engine BRM P25 of Jo Bonnier- first GP win for them both. The Aston was maybe a potentially winning car in 1957- too late she cried (Getty)

Aston Martin finally got their DBR4 race ready- it was to Roy’s credit that he felt bound to drive it and did so but his first steer of the front-engined bolide would have been enough to indicate that AM had missed the boat relative to the Coopers with which he was now very familiar and had done so well.

It was a backward step indeed. To stay with Coopers would have been the go in 1959 fitted as they were with Coventry Climax FPF’s of 2.5 litres- they won the drivers and constructors titles of course. Roy did more than enough to stay with Cooper in 1959- in ’58 the qualifying record was fairly evenly split between Jack and Roy with the Brit getting far better race results. Oh to have stayed put at Surbiton!

In a fullish GP season he raced Tommy Atkins Cooper T45 Maserati at Monaco and Reims and the Aston DBR4/250 at Zandvoort, Aintree, Monsanto Portugal and at Monza- his best placings 6th in the Monaco, British and Portuguese GP’s. Sixth at Monsanto was 3 laps behind the Moss winning Cooper to give some idea of the relative pace of the new and old paradigms.

In non-championship races he won the London Trophy, was 2nd in the Lavant Cup in a Cooper T43 Climax F2 and frustratingly got a good, long, hard look at the back of Brabham’s Cooper T51 Climax finishing 2nd behind him at Silverstone in the Daily Express International Trophy aboard the Aston.

Roy gets into the Essex Racing Stable #4 Aston DBR1 he shared with Tony Maggs at Le Mans in 1961. The Border Reivers #5 the Jim Clark (jumping in) and Ron Flockhart DBR1 is alongside, both cars DNF (unattributed)

Following his 1959 success at Le Mans, in 1960 Salvadori returned to the 24 hour race in another Aston Martin DBR1 beside a very young Jim Clark, finishing a good 3rd behind two Ferraris.

His Grand Prix program in 1960 was limited to the Dutch and British GP’s in Astons for a DNS and DNF- and at Monaco and Riverside in an Atkins Cooper T51 Climax for a DNF and 8th. In Cooper mounted non-championship events he was 3rd in the Oulton Park Trophy and Lavant Cup at Goodwood and 4th in Snetterton’s Lombank Trophy. He won the Lancashire & Cheshire Car Club F2 race at Oulton Park.

After Aston’s withdrawal from GP racing he drove Reg Parnell’s Yeoman Credit Cooper T53 Climax FPF 1.5 litre engine cars in the first year of the new GP formula.

In a great mighta-been drive in the 1961 US GP at Watkins Glen he charged his Cooper T53 Climax FPF from eighth place up to second- closing on Innes Ireland’s leading works Lotus 18 when with five laps to go his engine failed. He was 6th at Aintree and Monza in a season dominated by the squadron of V6 Ferrari 156’s and notable for the brilliance of Stirling Moss in the under-powered Rob Walker Lotuses at Monaco and the Nurburgring.

German GP, Nurburgring 1962. Q9 and DNF suspension in Lola Mk4 Climax V8, winner Hill’s BRM P57 (unattributed)

Roy commenced the 1962 season with a trip to Australasia to race a Bowmaker Cooper T53 Climax with ‘…our first two races cut short because of rain storms and I took a 4th in the NZ GP and 5th in the Hudson Memorial Trophy. In contrast the following weekends Lady Wigram Trophy was held in stiflingly hot conditions and i again finished 5th’ Roy recounts in his biography.

But his tour was cut short with a practice crash at over 130 mph during practice at Warwick Farm on 4 February, the first Australian leg of the tour.

‘At Warwick Farm we were using an improved Dunlop tyre and although Surtees and I had a set each for the race, we had to share a set in practice. Surtees came back into the pits near the end of practice and the mechanics had a frantic rush to transfer the wheels from his car…I charged off from the pits, joined the long (Hume) straight and was approaching the hairpin (Creek Corner) that followed very quickly. As to what happened next I have to rely on what I was told, as I remember nothing of the accident. As I braked for the hairpin the car turned sharp right into a flag marshalling area protected by the sleepers and hit this at about 100 mph. I suffered head injuries, a broken cheekbone and severe facial cuts, the car was a write-off and two marshalls were injured (with broken legs). I was unconscious until the following day…I was later flown back to the UK for further medical treatment…My theory as to the cause of the accident is that we failed to pump up the brakes (a procedure peculiar to the Cooper after a wheel change) and then as I pumped them up quickly for the corner, the right front brake locked’.

Roy in a CT Atkins Cooper T53P Climax at Crystal Palace during the 1961 London Trophy meeting- a race he won. It was a car of this type he crashed at Warwick Farm albeit 2.6 FPF rather than 1.5 FPF as powered here (PA Images)

Roy flew back to Australia for the Sandown Park Trophy on March 11/12- the circuits opening meeting and drove a Lex Davison Cooper, ‘I was far from fit and it was a very stupid thing to do, although it seemed like a good idea at the time! I was slow in practice and in the race retired because of mechanical trouble’.

Warwick Farm and its fallout was hardly a good start to what would be Roy’s final GP season with a Bowmaker Lola alongside John Surtees.

They drove Eric Broadley’s Lola Mk4 Coventry Climax FWMV V8’s with Surtees consistently outpacing the veteran Salvadori who was terribly cramped in the cockpit of the car more suited to the shorter ‘Big John’. He carried this off with dignity with Surtees remarking after Salvadori’s death ‘Roy had always been serious about his motor racing and in my view, never quite realised his full potential as a grand prix driver, mainly because he was waiting in the wings while Aston Martin were being so slow in developing their DBR4 in 1959’.

Roy had shocking luck with unreliability whereas Surtees had a much better time of it and seconds at Aintree and the Nurburgring. There was nothing too wrong with the basic design, Roy’s best qualifying performance was in Germany with Q9.

Roy blasts away from the Goodwood 1960 TT start, Aston DB4GT in pursuit of Stirling Moss who is already outta picture- and won the race in Ferrari 250SWB (LAT)

The time had come though, Roy was 40, it was right to retire from Formula 1 at the seasons end. But he continued to race sports and touring cars with great success, often for his lifelong friend, John Coombs until 1965, when he retired from racing but not before another couple of big accidents- flipping into the lake at Oulton Park after a puncture to his Jaguar Saloon and at Le Mans in 1963 when his E Type Lwt spun on oil dropped by Bruce McLaren’s Aston Martin. He crashed, then Bino Heins was burned to death in his Alpine, Bino  having sought to avoid Jean-Pierre Manzon who was unconscious in the middle of the track having also crashed after losing control on the oil.

Motor racing is and very much was dangerous!

Testing a very early Ford GT40 at Le Mans in 1964- Colotti ‘box, wire wheels all in evidence (unattributed)

Salvadori was also involved in the original Ford GT40 campaign via John Wyer, his friend/Team Manager from Aston Martin. In fact his last race was in a GT40 at Goodwood in 1965 finishing second overall and winning his class.

In 1966 and 1967 he managed the Cooper F1 team, but was still not averse to a steer, doing some of the early test and development work on the new for ’66 3 litre V12 Cooper T81 Maserati at Goodwood. The driving strength included Pedro Rodriguez, John Surtees and Jochen Rindt.

Testing the very first Cooper T81 Maserati in early 1966 at Goodwood. A race winning car and potentially the ’66 champion with an ace behind the wheel from the start of the season. Surtees joined mid-way thru the season after his spat with Ferrari- losing he and the Scuderia a probable championship to canny Jack (Getty)

c’mon Roy, gimme Pedro’s car! Salvo and Jochen Rindt during 1967 (unattributed)

Meanwhile the garage business which funded his racing in the early days had flourished into major BMW and Alfa Romeo dealerships- they were sold to a public company providing the means and tax necessity perhaps for he and his wife Sue to move to Monaco.

His flat overlooking the Grand Prix finishing line became famous for its parties during GP weekends. He died on 3 June 2012 a familiar figure at historic racing gatherings down the decades.


Wharton and Salvadori, BRM and Maser, Madgwick, Goodwood, Easter Monday 1954…

I was researching the photo above, its before an infamous high speed contretemps between the two Brits and found this piece Doug Nye wrote in his ‘Goodwood Road and Racing’ column in November 2016- here it is in all of its wonderful glory…

‘One of the great personal rivalries that used to be played out – in part – at Goodwood, was the personal antipathy between Roy Salvadori and Ken Wharton. Roy was a supremely self-confident, stylish, charming, debonair, soft-hearted, philanthropic south-London used-car dealer. His race driving philosophy was pretty much no holds barred, and he was always prepared to stick his elbows out and push and shove, or to position his car in such a way on track – as in a braking area or turn-in point for a corner – in which a close-quarters rival would be embarrassed (or intimidated) into giving way, fearing the consequences of contact – which in that period could be utterly horrendous.

Ken Wharton was evidently an almost equally charming, friendly kind of chap out of a racing car’s cockpit. But the Smethwick garage proprietor – who was in the 1950s one of the most versatile of all competition drivers – having been a front-runner in everything from mud-plugging trials to rallying and road racing in cars ranging from tin-top saloons to 500s, Grand Prix cars and the centrifugally-supercharged Formule 1 and Libre V16-cylinder BRMs, had a less armour-plated personality. He was never quite confident that he was really as good as he earnestly wanted, and tried, to be. In the car – especially at BRM when he found himself teamed with Fangio and Gonzalez (two hopes, no hope and Bob Hope) – he could only play second or third fiddle to the true stars of the day. But he plainly felt that Salvadori was not quite from the top drawer either – not a Moss, and most certainly no Fangio, nor Gonzalez. And so should Salvo attempt to assert himself on track against Ken Wharton, than Smethwick Ken would push back.

This became a pretty explosive situation in that era when drivers were not belted into the cockpits of their racing cars, when wire wheels were narrow and racing tyres slim, heavily treaded and easily intertwined should cars clash side-to-side. Competing cars were also quite tall, quite hefty, relatively unstable, and easy to overturn. On the back of the admission ticket or pass were printed the words ‘Motor racing is dangerous’ and in the ’50s that was absolutely and often painfully self-evident.

There was a history between Salvadori and Wharton before the Easter Monday Goodwood race meeting in 1954. The feature Glover Trophy race was run over 21 laps, for Formule Libre cars which set Roy Salvadori’s new Sid Greene-entered Maserati 250F against the V16 BRMs of Ron Flockhart – in the latest short-chassis Mark II variant – and Ken Wharton in the full Grand Prix-spec long-wheelbase V16 Mark I.

Roy squeezing all there was from the little Cooper T45 Climax during the 1958 British GP @ Silverstone. 3rd in the race won by Collins Ferrari Dino 246 (J Ross)


Roy alongside Mike Hawthorn and Jean Behra on the front row of the Glover Trophy at Goodwood, Easter 1958. Cooper T45 Climax, Ferrari Dino 246 and BRM P25. In the row behind is Scell’s BRM and Brabham’s #18 Cooper. Mike won from Jack and Roy (J Ross)


Reg Parnell, Roy and Carroll Shelby, Le Mans 1959 (unattributed)


Roy shared this Aston DBR1 with Jim Clark @ Le Mans in 1960, the Border Reivers entered car was 3rd in the race won by the Ferrari 250TR of Paul Frere and Olivier Gendebien (unattributed)


Roy and Les Leston shared this DBR1 @ Le Mans in 1957, DNF oil pipe. Ron Flockhart and Ivor Bueb won in a Jag D (unattributed)


Roy from Graham Hill, Oulton Park GT race in 1961, Hill won with Roy 3rd (unattributed)


You can sense the mutual trust and respect between photographer Bernard Cahier and RS in this Monza 1962 shot. Lola Mk4 Climax, Q13 and DNF engine in the race won by Hill’s BRM P57. The Lotus 25 Climax behind is Trevor Taylor’s works machine  (B Cahier)




MotorSport article by Simon Taylor in August 2012, ‘The Guardian’ obituary, ‘Goodwood Road and Racing’ column Doug Nye, ‘Goodwood Remembered’ Peter Redman, Stephen Dalton Collection, oldracingcars.com, ‘Roy Salvadori Racing Driver’  Roy Salvadori & Anthony Pritchard, David Fox

Photo Credits…

John Richardson, John Ross Motor Racing Archive, B Cahier, Getty Images- GP Library/PA Images, Pinterest, Simon Lewis Transport Books, LAT, Tom March, George Phillips

Tailpiece: Roy, Aston DBR4, Zandvoort 1959…


Ted Gray’s #1 Tornado 2 Chev and Len Lukey’s Cooper T23 Bristol being pushed to the ‘Longford Trophy’ grid in 1958…

What an amazing shot! Colour racing photographs in Australia at the time were relatively rare given the cost of film and that professional ‘snappers mainly worked in monochrome given the demands of publications of the day.

So these pictures took my breath away. The Historic Racing Car Club of Tasmania is posting some amazing photographs on its Facebook page. Its incredible the way FB and other online forums provide mediums for the distribution of enthusiast photos which would otherwise be chucked out upon someones death or locked away forever.

The shots are of ‘the more you look the more you see type’. Note the black Repco van and bucolic feel of the parched, brown Longford paddock and surrounding countryside. About 40,000 people attended that March long weekend raceday, it was a big meeting for its time in the Apple Isle. The little yellow Cooper T41 Climax is local boy Austin Miller’s.

I wrote a feature article about both this event and the Lou Abrahams owned Tornado a while back, click here to read it rather than repeat myself.


Bill Mayberry, looking very natty in his red team overalls, takes a well earned rest beside Tornado. Its got a touch of 250F about it in terms of styling albeit not as voluptuous. Slimmer tho, with a higher cockpit surround- perhaps it slipped thru the air a bit better than Masers finest. You can see just how small the cars frontal area is relative to the Cooper Bristol in the opening head-on shot. Austin Miller’s raised yellow Cooper tail you can see and to the right M Hart’s Fiat Abarth 750 (HRCT)

It was a challenging weekend for the Tornado crew as Ted Gray was ill for most of it and there were major dramas with the car, specifically its gearbox. So, the calm looks of the crew are not reflective of some late nights.

Len Lukey’s Cooper was outgunned at Longford, very much a power circuit but Len was soon to become an outright contender- and 1959 Gold Star winner with the purchase of a 2 litre Coventry Climax FPF powered Cooper T43 Climax from Jack Brabham after the Melbourne Grand Prix at Albert Park later in 1958.

Simply marvellous really…

Tailpiece: Tornado 2 Chevy V8…


The attention to detail of this wonderful car extends to the engines rocker covers. Chev Corvette 283 cid cast iron, small block V8. Surely there are few production V8’s which spawned more race success than this family of engines? Small block Le Mans winning ‘Windsor’ Fords duly noted! Vertex magneto, hand made fuel injection system using Hilborn Travers componentry, fabricated extractors, note the steering shaft and universal joint. Body in aluminium by the Mayberry brothers in Melbourne (B Young)


Historic Racing Car Club of Tasmania, Bob Young, Stephen Dalton



Mrs Montgomerie-Charrington prepares her Cooper for the Ladies 500 Race at Brands Hatch, 14 October 1950 …

‘Monty’ was unplaced in the race won by Miss E Store in a JBS Norton from the Miss O Kevelos driven Kieft Norton and the Mrs J Gerard, Bob’s missus I guess, Cooper Norton. Funny the social practice of the times in terms of citing the matrimonial status of the chicks.

There were five 500 races on the program- Don Parker won the Open Challenge race, and JN Cooper, using his product to good effect was second in the Brands Hatch Championship and third in the Championship of The Meeting event.

Click here for a short article about ‘Monty’ and her husband Robin, the cars usual driver;


And on Cooper 500’s;



Bill Price for the photo and Stephen Dalton for providing the race results from his vast archive