Stan Jones in typical press-on style aboard his Maserati 250F #2520 during the 1958 Melbourne Grand Prix at Albert Park on 30 November- Stan The Man often wore these super short shirts when he raced, his tensed muscles were always a good indication that the cars of this era had a physicality about them the nimble mid-engined cars which followed did not quite so much.
A couple of those nimble machines were up front of this race- the Stirling Moss and Jack Brabham 2 litre Cooper T45 Climaxes finished first and second, Stan was a DNF after loss of oil pressure having completed 19 of the 32 laps- 100 miles in total.
The ‘John Comber Collection’ piece aroused plenty of interest- in particular from enthusiasts who remembered it racing at Sandown that November 1963 sans bonnet.
A volley of emails followed including this one from David Zeunert, a Melbourne Maserati enthusiast and historian – here ’tis for all to enjoy – and shortly thereafter, Stephen Dalton, Rob Bailey and Bob King chipped in with comments/and/or photographs. It was all great stuff which should be shared as there is some gold amongst the silver and bronze, where ‘the bronze’ is defined as stuff which is pretty well known amongst older Australian enthusiasts at least.
‘I was very fortunate to buy the Stan Jones Maserati cylinder head in a Jeff Dutton auction many years ago, from memory he had owned it for a long time, he held an auction in a large factory in Cremorne Street, Richmond, not his famous car store in Chapel Street, South Yarra. At the time he was closing this and moving to a new outlet in Cromwell Street, South Yarra, and was raising capital for that venture.’
‘There was spirited bidding and it got close to $1,000 but hey the money is forgotten later and it is a Very Special Maserati Memory of “Stan The Man”- I have seen other original 250F pieces around, once again I think when Stan sold out there were spares that Colin Crabbe, who bought the car, did not get hold of. When Bill Leech sold his Cisitalia and Maserati 300S to Steve Forristall (Texas Wheeler racing car dealer) in the late 1980s I am pretty sure he got a spare Maserati 3 litre engine as part of the deal. Forristall only had the Maserati 300S – chassis #3055/Behra’s car back in the USA a short time before he flogged it.
Stan Jones, 250F at Sandown, St Vincents Hospital charity historic meeting during practice- look carefully and you can see the bonnet does not appear to be seated properly on its leading edge- on Sunday raceday he ran sans bonnet as shown below where Melbourne’s cooler weather kicked in- note the natty v-neck jumper (J Comber)
(R Bell Collection)
‘The Maserati Team brought a heap of spares with them for the 1956 Australian Grand Prix and Tourist Trophy races. Being short of money, Team Manager Nello Ugolini sold the two 300S Maseratis soon after the race. Chassis #3059 went to Reg Smith – the father of Gary and Warren Smith – Melbourne car traders and much later a Maserati Bi-Turbo agent’s in Oakleigh. Chassis #3055 was sold to Doug Whiteford and then in the late 1950’s early 1960s to Bill Leech.’
‘I still have fond memories of Bill Leech driving the road registered 300S – WL333 – down at Pearcedale, Bill at this stage lived in Humphreys Road, Mt Eliza, I had the pleasure of visiting Bill and viewing his Bugatti, Cisitalia and Maserati 300S all together in his garage.’
‘Another piece of Maserati trivia, for years I believed the visiting Maserati Team (two mechanics – team manager – head mechanic plus Stirling Moss and Jean Behra) had stayed at the Esplanade Hotel in St Kilda but found this to be incorrect. I speak regularly with Adolfo Orsi in Modena, Adolfo is the grandson of the owner of Maserati from 1939 – 1968. I exchanged some rare photographs of the team in Melbourne and surprise-surprise, he told me he has receipts of their stay in Melbourne at The Brighton Club Hotel, then owned by the Sierakowski family, now Dan Murphys in Brighton just 300 metres from Reg Hunt’s garage where all the team’s racing cars, plus Hunt’s and Ken Wharton’s were fettled prior to Albert Park.’
Bob King, ‘Maserati Chief Mechanic and Test Driver, was, needless to say, Guerino Bertocchi, I think another was Ermanno Lotti, who later returned to Australia to look after Reg’s 300S and then worked for my mate Ron McCallum as a machinist, very good he was too. Ron, 96 today, re-metalled one big-end bearing on the Moss 250F, which involved pulling the engine down overnight.’
Zeunert, ‘As is well known, Bertocchi and the mechanics drove the cars along Brighton Road and the Nepean Highway from Reg’s workshop to Albert Park, exactly as they often did in Europe. I believe BP UK stumped up the money to enable the Maserati team – six people, five cars and a whole heap of spares, to come to Australia – BP’s local subsidiary was the Commonwealth Oil Refinery.’
‘Ken Wharton was a close friend of Reg Hunt and was the driver who suggested to Reg that he approach Maserati to buy a racing car – he ended up buying two from the Orsis in the 1950s (2.5-litre A6GCM and 250F) and the rest is history…Ken was killed in early 1957 in New Zealand’ racing a Ferrari Monza in a support sportscar event immediately prior to the NZ GP at Ardmore.
Albert Hunt admires his son’s new 250F, chassis #2516 prior to rolling it off the trailer in Elsternwick (B King Collection)
Leech 300S at Pearcedale on a Maserati Owners Club run circa 1988/9 (D Zeunert/B King Collection)
Maseratis as far as the eye can see! Reg Hunt’s Elsternwick garage- from left, a box of spares, Moss’ 300S #3059, Behra’s 300S #3055, team spare short nose 250F, Behra 250F long-nose #2521, Moss long nose 250F #?, Hunt’s short nose 250F #2516 with Hunt’s Cooper T23 Bristol at far right. DZ ‘Probably a BP PR shot, there was a cocktail party @ Hunts to welcome the team to Melbourne and one @ ‘Killara’ the Davison family farm near Lilydale- a traditional Aussie BBQ’ (R Hunt via D Zeunert Collection)
Adolfo also has the 1956 Australian Grand Prix cup awarded to Stirling Moss for his win in the 250F, I have asked him to email me pics, the Maserati 250F head is as light as a feather, the Italians were masters of the dark art of light weight foundry production, this goes right back to 1926 when Isotta Fraschini did all the special casting for the Maserati brothers for their emerging racing cars.’
‘Reg Hunt and his wife and son Graeme arrived in Australia circa 1948, Reg’s grandparents had been involved in the motor industry around Manchester in the 1890’s. I believe his grandmother raced motor bikes even back then, Reg was introduced to the family business, a motorcycle shop in Salford Road, Manchester, almost from birth running errands for pocket money before the 1930s, his parents taught him very early the good habits of thrift and saving for a rainy day.’
‘Reg was also involved in racing motor bikes however the second world war put an end to that. Reg told me he worked on tanks in England during this time of war, afterwards Reg was married with a son and was looking for a better place than the danky-cold Manchester where he grew up. He considered going to Canada but saw some motoring magazines from Australia and decided to bring the three of them ‘Down Under; no he was not a “Ten Pound Pom” to the best of my knowledge.’
‘He brought with him the bare bones of a special in suitcases to form the Hunt Special or “Flying Bedstead”, he then honed his skills and basically went on from there. I believe his parents came out after Reg settled here in Melbourne – Bert and Edna – his brother also made the journey and became an employee of Reg Hunt Motors.’
‘Reg then bought some better race cars and eventually the two Maserati racing cars in 1954 and 1955 to race the following seasons here and in NZ, there are a million stories with Reg and I am gradually working thru his photographs and digitising them for all to see.’
‘In terms of his business, Reg started selling used cars from his first home in Noble Park, then a friend advised him to move closer to the city so he bought in Elsternwick and again did very well. He then thought he needed more exposure to the moving traffic so he rented the car park of the Church of England on the corner of the Nepean Highway and Glenhuntly Road, Elsternwick, it’s now a Zagame used car outlet.’
‘Reg being Reg, he decided, as time moved on to move further down the road and gradually bought up space to create the “Golden Mile of New and Used Cars” in the 1950s, Reg told me he knocked down over 300 houses to create his various dealerships there. He is an amazing man and still with us, my wife and I have dinner with he and his long term partner, Julia Hunt as often as we can – 97 years old this May just gone,’ David concluded.
Who is the pretty boy then!? Reg Hunt looking very cool and dapper with sports jacket, flat-hat and Raybans, near the old army drill hall where the swim/basketball stadium is today, Albert Park. DZ suspects this is a pre-event AGP PR shot by ‘The Argus’ newspaper (D Zeunert Collection)
Moss’ works Maserati 250F, 1956 AGP weekend at Albert Park with Guerino Bertocchi tending. Bob King thinks it may be Sil Massola by the car’s tail (B King)
Whiteford trailer after restoration by Kerry Manolas (R Bailey)
Stephen Dalton chips in, ‘Reg Smith was indeed Garry and Warren’s father. He originally had Smith’s Radios in Smith Street Fitzroy, but branched into the car trade as ‘Reno Auto Sales’, his race entries can be found with either of those business names as the entrant.’
‘Before the 300S he had a pair of air cooled Coopers and Jack Brabham’s 1955 AGP-winning Cooper Bristol T40 – the rear engine ‘Bobtail’ type car. He only had the 300S for about six months before trying to move it on. I’m (currently) aware of adverts in the July 1957 AMS and the June 1957 Rob Roy programme. There was obviously no takers, until Bob Jane came along in late September/early October 1958. The sale is recorded in the 15 October 1958 Australian Motor News – a fortnightly late 1950s Auto Action type publication.’
‘Bob got the 300S after Reg had purchased a new Ford Thunderbird, then at the following weekend Jane ran the 300S at Fishermans Bend. Reg Smith was one of many to lose his life on Conrod Straight at Bathurst, driving a Porsche 356 during the October 1960 meeting. Graham Hoinville once stated to me that at Reg’s funeral there was talk of his generosity to the needy around his business area.’
‘My understanding is that the Leech brothers took over ownership of the Doug Whiteford 300S in or around August 1961. The car was run at the 27/8/61 Geelong Speed Trials by old and new owners. It’s recorded in the Nov 1961 AMS within the 10/9/61 Rob Roy report that Doug was having his second run in the 300S after the change of ownership.’
Now Rob Bailey, note that we all terribly biased Stan Jones fans here…’A long term family friend Don McDonald (Black Mac) who raced in the 1953 AGP at Albert Park always told me that Jones was the best racer of the period and would have made it overseas, Peter Brock even mentioned that Jones was one of the period drivers that “Straight lined” or “line drove”.
Regarding Rice trailers, Glenn Coad had in storage, up to a few years ago the Whiteford one all restored sitting in a factory behind Izy Hertzog’s business in Port Melbourne, whilst the sister trailer was owned till his passing by that very fine gent John Best who would park it around the corner from Barkers road Hawthorn East, his son Roy had it for sale several years ago.’
Derek Rice owned Rice trailers (no relation to the UK Rice trailers) was a man of taste who acquired from Bernard Down the Rolls Royce Phantom #lll 3AZ158 the Gurney Nutting three position sedanca; for many the most magnificent Rolls-Royce or Bentley to have ever reached these shores. Rice hit hard times in the 1960s. As a child I can remember being with my father going to his home in the Murrumbeena area when he purchased the Phantom…’
‘Its interesting how Walter Baumer’s Maserati 300S book notes that the Moss/Jane car #3059 was raced in the 1956 Mille Miglia by Taruffi for second place and the same years Targa Florio (Taruffi) and also won the 1956 1,000 km Nurburgring – such a wonderful reference book…’
Bob Jane 300S- where/when folks? (unattributed)
Etcetera…
(S Dalton Collection)
Australian Motor Sports piece on the occasion of the arrival of Stan Jones’ 250F in Australia and spare 3- litre 300S engine.
Moss exits Jaguar Corner on the way to a most impressive demonstration of high speed car control during the AGP.
Credits…
Many thanks to David Zeunert, Stephen Dalton, Rob Bailey and Bob King
S5000 Facebook page, Rob Bailey, David Zeunert Collection, Reg Hunt, Bob King Collection, Ray Bell Collection, John Comber, Bill Leech Collection
Tailpiece…
(B Leech/COR via D Zeunert Collection)
Stunning shot of the visting Officine Maserati team to Australia for the Melbourne Olympic Albert Park race meetings, again at Reg Hunt’s Elsternwick garage.
From the left-Nello Ugolini, Team Manager, Emmore Manni, Mechanic usually associated with JM Fangio, Guerino Bertocchi, Chief Mechanic and Test Driver, Jean Behra, Beppe Console, Mechanic and Stirling Moss. Then Dennis Druitt, BP UK head, funds from BP allowed the Maserati entourage to Australia in full force, Ken Wharton and Reg Hunt on the far right. The 250F is Jean’s #2521.
Tony Johns well rugged up for the chills of Winton in 1965, Austin 7 Spl…
When I completed University my student earnings were all blown on a Venom Mk2 Formula Vee in March 1979, i entered the ‘real workforce’ and bought my first racer in the same week. Formula Vee was the way to go for the impecunious enthusiast with a hankering for single seater cars then, but a generation before in the late fifties/early sixties the path was a little more difficult without so many ‘factory’ cars about.
Tony Johns’ story of Austin 7 competition in the day is an interesting first-hand account of how it was for enthusiasts with a hankering for competition in those times- many Australian enthusiasts will be familiar with him as a racer, purveyor of fine motorbooks or co-author of ‘Vintage Bentleys in Australia’.
‘I was fortunate to grow up with very tolerant parents who accepted my love of old cars. Starting when I was a young boy with an Austin 7-owning great aunt which generated my passion for these wonderful cars. In my final years at school long before any of us were old enough to hold a driving license, two of my class mates already owned A7s, and soon after a third purchased a Chummy six months before me which he still owns to this day.’
John’s first Austin Chummy. ‘In the early 1960s the A7 Club held their annual beach run on the Mornington Peninsula at what was then a quiet peaceful beach at Shoreham, not far from Flinders. Never to waste an opportunity once the tide went out, the sticks were soon in place for a slalom event. If you look closely (very Tony!) under my armpit you can see Neil Johannesen’s Mooris 850 ex-1961 Armstrong 500’. Bugeye Sprite at right (David Lowe-T Johns Collection)
TJ and Chummy ascending Rob Roy in the early sixties (A Tracey)
‘As a teenager in the 1950’s I convinced my parents to take me to a race meeting at the Fisherman’s Bend airstrip circuit and the race meetings at Albert Park, mind you I had to wear my school uniform and cap!
Still months away from being old enough to have a driving license, I purchased my first Austin 7, a 1928 magneto-engined Chummy that was my entry card to join the Victorian Austin 7 Club in 1960.
In the beginning I competed in Gymkhanas and Navigation Trials but always wanted to build and compete in my own racing Austin 7. I started going to race meetings with Nigel Tait and got to know all the other drivers, observing what to do and what not to do. In those days everybody was very helpful and at race meeting, drivers would share spare parts if somebody needed help.’
Minimalism defined! ‘The gymkhana chassis, which, together with the body from Allan Tyrrell’s racing car which became my first racing Austin in 1965’ (T Johns)
Lakeland Hillclimb in the mid-sixties, still in short-sleeves but with secondhand Dunlop racing tyres and fifteen inch wheels (D Lowe)
‘John Fleming’s Merri Bridge Motors was the place to go for Austin 7 specials in the 1960s’ (T Johns Collection)
‘John Whitehouse and Dale Shaw were the front-runners when I had built my racing 7. My first race meeting as a driver was the Easter weekend in South Australia back in 1965, it comprised a hillclimb at Collingrove and races at Mallala. By then John Fleming and John Bowring had retired and sold their cars to new owners.
It took nearly a year to build with a lot of help from fellow Austin 7 club member Geoff Taylor, yet another A7 member who ended up as an engineer with General Motors. Geoff was still around when we built the two new Austins for the ‘1981 Raid’ to the UK- this time, as the Chief Brake Engineer for GMH. He used his contacts at PBR to supply all the new brake fittings, no going back to the wreckers!
Starting with a lowered chassis which had been modified to use in gymkhanas, I converted the original cable brakes to hydraulic operation using new alloy backing plates manufactured and sold by John Fleming (see advertisement) and Lockheed cylinders from a side valve Morris Minor obtained from the local wrecker.
Fortunately for me, Allan Tyrrell, due to both work commitments and a young family had decided to give up circuit racing and instead use his Austin to compete in an occasional hill climb. Having removed the alloy body to save weight he then agreed to sell it to me, however it took several years to get to own the inlet and exhaust manifolds but he loaned them to me for many years.
During these early years I had various manifold and SU carby setups hence the various power bulges and cutouts in the bonnet. Bill Sheehan came to my rescue on more than one occasion shaping the alloy transmission tunnel around my parents Hills Hoist.
The 1965 Easter weekend was the first of many all night sessions in order to get ready for a race meeting. Another Mallala story, one year at scrutineering the scrutineer eyes were focused on my front shock absorbers and nothing else. When I queried if there was a problem his reply was ‘Where did you get them?’- once again they were a gift from Geoff Taylor, my GMH friend, they were a pair of very special, fully adjustable Munro shocks used in the development of the Holden Torana and never available to the general public. Once that was all settled I sailed through scrutineering.’
Mallala 1965 shot which oozes atmosphere. TJ leads Trevor Cole’s ex-Fleming Austin through ‘Woodroffes Corner’ (T Johns Collection)
(T Johns Collection)
Easter Mallala 1967. Doug Jarvis on pole in the ex-Davison Alfa Romeo P3, #11 Ron Brownrigg Riley and #9 Peter Brady ex-Bira MG K3. On row 2 Bill Potts or son Douglas at left MG TA and an obscured Tony Johns #98 Austin 7. Johns observes ‘This is what it was like at the start of Vintage and Historic Racing in the sixties- no roll bars and short sleeved shirts and we are still here today’ (T Johns Collection)
Same event as above but the flag has dropped, ‘Ron Brownrigg making his usual fast getaway in the Riley Imp, in view behind the Austin is John Jarvis driving his father’s Alfa Romeo 8C2300. Digby Thomas at the rear in his SS100 #72. The same race had an embarrassing end for me. In practice I drove around the outside of the Smith Darracq-Talbot on what used to be called Castrol Corner, nowadays BP. During the race, with youthful experience, I attempted the same passing move, only this time he was going much faster and the end result was that I rolled over several times and was thrown out…a roll bar and seat belt were fitted to the Austin soon after!’ (T Johns Collection)
(T Johns)
‘Back in the 1960’s there were several books published in the UK on how to build an Austin 7 Special. In fact two of them were the first books published by authors Patrick Stephens and John Haynes who both became very successful publishers, anybody interested in reading about the subject was well catered for.
After a decade of racing in this form my good friend and special builder David Lowe decided my Austin needed a birthday, so it lived in his Toorak garage where he removed the pop rivets which held the body to the frame and then set about welding up a new steel tube frame complete with built-in roll bar using only the scuttle panel and top and bottom of the tail on the newly rebuilt car. A twin brake master cylinder conversion was added at this time.
The next major change to the car happened just in time for the 1978 AGP 50th Anniversary celebrations at Phillip Island when yet another Austin 7 Club member, Ross Stewart, offered to fit a supercharger to my car.
He designed, cast and machined all the alloy castings in the style used by the Austin factory back in the 1920s in order to comply with CAMS rules. Using a tooth belt to drive a supercharger was no longer allowed. Once again it was an all night session and Ross arrived with my car at the PI race circuit very late on Saturday afternoon with no time for practice. I continued to race this car for a further two years before building my Raid car to comply with UK VSCC rules- story coming soon on this adventure to the UK.
To quote Charles Dickens- ‘It was the best of times, it was the worst of times’.
During my thirty plus years of racing an Austin 7 the scene has progressed from Austin 7 Formula racing in the 1960s when we raced with the air cooled 500cc cars competing in Division 3 or 4 races at country circuits such as Hume Weir and Winton.’
Sandown pits 1965 ‘My racing car arriving on the Saturday morning after being towed from Brighton behind Bill Morling’s homemade A7 Ute- there are no hills on the route so we thought it would be good to upset the Bugatti owners etc with their Rice Trailers and Ford Mainline Utes!’ (Bill Morling-T Johns Collection)
Winton dummy grid in late 1968. An interesting shot in the context of Johns’ comment about the evolution of A7 racers and competition rules. #92 Nigel Tait with Neil Johannsen partially obscured behind him, then Johns in upright A7, #95 John Whitehouse in the Whitmor referred to in the text below, #93 Trevor Cole, #89 Maggie Rowe (D Lowe)
A Boxing Day meeting at Hume Weir in the mid seventies, Maggie Lowe chasing TJ (T Johns Collection)
‘Not long after, new very fast wedge-shaped Austins started appearing led by John Whitehouse in his Whitmor and Nigel Tait in his new car. These cars incorporated Triumph Herald front uprights together with coil spring shock absorbers, rack and pinion steering and 13 inch alloy wheel centres with spun rims. There was not much of a chance of an upright Austin 7 fitted with a beam front axle to first to great the chequered flag.
Vintage car racing in Australia began to flourish and the opportunity to be a front runner was there again. Another change to the rules for the A7 Formula was that engines other than the side valve Austin 7 could be used- Renault 750 and Hillman Imp motors were popular choices.
It was this period which included races at Warwick Farm, Historic Amaroo, Oran Park, Sandown Park and Historic Winton that were certainly ‘the best of times’ and when my engine seized a piston on the second lap at Mallory Park in the UK in 1981 during the 750 Motor Club Intercontinental Challenge and I retired, that was ‘the worst of times’.
It is sad to report that Austin 7s are now rarely seen on Historic Meeting race grids, these days the later 1930s cars are so much faster and the Austins now compete in Regularity events, Hill Climbs or Sprints.’
Etcetera…
(T Johns Collection)
Equipe Johns in the Sandown paddock, September 1965.
The Chummy he acquired whilst still a student and the A7 racer he ran from 1965 to 1980.
(T Johns Collection)
Easter Mallala sandwich-the Johns’ A7 sandwiched between Gavin Sandford-Morgan’s Jaguar C Type with Gavin Sala’s Darracq closes in.
(T Johns Collection)
Austin 7 Club stand at the Royal Exhibition Building in Carlton, Melbourne during one of the Racing Car Shows promoted by Jim Abbott and John Whitehouse in 1969 or 1970.
From left, beside the pole is Nigel Tait’s then new Formula Austin, then the Whitmor’s engine, the restored Ulster chassis owned by Doug Head and in the foreground is new spaceframe car designed to compete on Observed Section Trials. In the background is Alan Esmore’s 7 with a locally built Ace two-seater body and Johns’ racing 7 on the right.
(T Johns Collection)
Lakeland Hillclimb near Lilydale, Melbourne in the mid-sixties before installation of the first roll-bar.
(D Lowe-T Johns Collection)
Another shot above showing the evolution of racing A7s.
Lachie Sharp at Mallala during the Easter 1966 meeting aboard the John Whitehouse built ‘The Carrot’- the name a function of the car’s colour. It was built in 1961 with help from Dale Shaw and body builder Barry Hudson- the shark-nose was completed prior to its adoption by Carlo Chiti in Maranello for his 1961 World Championship winning 156 V6 machines.
The original setup included a split front axle and leaf spring, later on John Whitehouse made the conversion to fully independent suspension as the car is shown here.
Austin 7 Formula in Australia…
See this interesting article on the evolution of Austin 7 based racing cars which was published in the ‘Australian Motor Sports Review’ 1958-1959.
See ‘The Nostalgia Forum’ Austin 7 Racing in Australia thread…
This great thread has heaps of snippets, photographs and stories by Tony Johns and Stephen Dalton about the racing of Sevens since the 1930s- it is ever evolving and growing so keep an eye on it.
Ern Seeliger jumps aboard the magnificent Maybach 4 Chev at Fishermans Bend in March 1958…
One of the Covid 19 phenomena, the only good one I might add, is the incredible number of enthusiasts who have been using time released from normal outdoor activities to doing stuff inside including finding and sorting old racing images, Melbourne enthusiast, John Comber is one such fella.
In addition to the shots he also wrote a piece about his work experience as a fifteen year old in Seeliger’s workshop at 52 Baker Street, Richmond, Melbourne way back in 1958- Seeliger didn’t frighten him off either, he commenced his career as a panel beater shortly thereafter.
A big blow up of the one remaining Maybach six cylinder engine at Gnoo Blas littered the bitumen with expensive metallic debris in early 1956 and resulted in Stan Jones decision to acquire a Maserati 250F, the Maybach was handed over to Seeliger, long time friend and preparer of some of his cars to further develop and race, although Stan did have the occasional drive too.
Maybach 3 was styled along the lines of the Mercedes Benz W196, its chassis was built up from two 4 inch diameter steel tubes, the cars front suspension was by upper wishbones and a lower transverse leaf spring and radius rods, drum brakes were by PBR and the gearbox a four-speed manual.
Seeliger’s evolution of Maybach 3 to 4 essentially involved the insertion of a Chev Corvette 283 cid V8 into the space once occupied by the German 3.8 litre SOHC injected six, changes to accomodate it and better put its power to the road.
Maybach 3 in the Gnoo Blas, Orange paddock on the fateful early 1956 when its beautiful, fuel injected SOHC six lunched itself bigtime for the last time-who is at the wheel? (B Caldersmith)
John Comber’s time in the Seeliger shop coincided with some of these modifications, lets look at his work experience now.
‘…My second job was also with a neighbour, Mr Seeliger, who had a small automotive engineering business in Richmond…The arrangements were for me and my friend Trevor to be at the Seeliger’s house at 7.30 am Monday morning, do a days work and see how we liked it.’
‘On the Monday, with a packed lunch and wearing our best “old clothes” we arrived at 7.30 just as Mr Seeliger was starting the engine of his utility. “Jump in boys” he said and we took off straight away, heading for Richmond (from Blackburn).’
‘I still remember quite clearly his opening comments, “Well i have the right job for you two bastards today, you can clean some car parts with kero, “That’ll keep you busy”.
‘The thought of cleaning the car parts with kerosene didn’t faze me but the language had caused me something of a jolt. To me this was school-yard language and i wasn’t used to adults swearing, certainly not from my parents or relatives, or family friends.’
‘Well the rest of the day turned out fine, Trevor and i set-to with a can of kerosene cleaning mechanical parts and some body parts as well. This was quite an easy job and allowed us to look around and take in the surroundings. Mr Seeliger’s workshop was converted from some old run-down stables with cobblestones between the sheds and an overhead loft used for storage. The yard was quite large with grass growing between some old cars and car trailers adding to the overall run-down appearance of the place.’
‘This must have been too much for Trevor as he didn’t come any more but i was there each day for the next fortnight, working amongst the cars was perfect for me…’
The core of Mr Seeliger’s business was tuning and maintaining racing cars, he was a qualified aircraft engineer and understood high performance engines and was also a racing driver himself. One of the racing cars he worked on had a V8 engine and was a potential race-winner. I learned later that this car was known as the “Maybach” and had a long history of success. He had spent several days working on the rear of the car making some modifications. Finally with it all finished i can still visualise him standing on the back of the car, making it bounce up and down and saying “That’ll keep me ahead of those bloody Ferraris.”
‘There were only three on staff, Mr Seeliger, a mechanic and Roy, the apprentice. Although Roy was only a year or two older than me he was quite friendly and helpful. To quote an old mechanic’s saying “he knew his way around a toolbox”, sometimes i helped with jobs on customer cars- simple jobs…’
‘Working conditions can best be described as matching the already mentioned surroundings: primitive might sum it up. There was no lunch-room, morning tea break was around the car being worked on and discussing the progress of the job while sipping tea or coffee. Lunch break was a little better though with a couple of old car seats to sit on…There was no heating of any sort, the area between the main sheds being open to the elements. The toilet was basic and the only tap available for hand washing was also used for filling radiators and washing cars etc.’
‘Despite these poor working conditions, which by twenty-first century standards would be deemed illegal, i thoroughly enjoyed myself working with cars and receiving five pounds each week. Now i was even more eager to finish school and begin an apprenticeship as a panel beater’, John Comber concluded in a wonderful personal account of what it was like ‘in the day’.
Tom Hawkes’ Cooper T23 Holden-Repco and Ron Phillips’ Cooper T38 Jaguar (J Comber)
Seeliger, above, with his mount at Bathurst during the 1958 Australian Grand Prix weekend- and a successful meeting too, second behind Lex Davison’s Ferrari 500/625 3 litre.
(J Comber)
In fact the modifications to the car John alluded to included the design and construction of a de Dion rear axle to better put the greater power and torque of the bigger, heavier cast-iron V8 to the road. The previous quarter-elliptic springs were replaced with a transverse leaf, the rear track widened by an inch, the chassis lengthened a bit and at the front an anti-roll bar was fitted which incorporated brake torque rods. A larger 30 gallon tank was made to feed the thirsty Chevy.
American hot-up parts were quickly produced for this engine (in large numbers continuously for about seventy years so far!) the first of the ‘small-blocks’- the modifications to the motor used in Maybach involved fitment of two 4-barrel Carter carbs, porting and polishing the heads, bigger valves, stronger springs, lightened flywheel, oilways modified for greater flow and dry-sumping- 274bhp @ 3500rpm and 300lb/ft at 3500rpm was the result. Seeliger designed and made the clutch and a bell-housing to adapt the American engine to German Maybach ‘box whilst the diff was the same unit used in ‘3’ but with shorter axles and stronger cv’s bolted and mated to the new de Dion.
Ern made the cars debut in this form at Fishermans Bend in March 1958, John Comber’s first shot at this articles outset and some others below were taken on that very weekend.
His bid for victory came to an end with stripped tyres, John recalls ‘We watched the races from a large furniture van…after a few laps of the main race the rear tyres showed white strips around their perimeter and those on the van became quite worried the tyres might blow- fortunately Seeliger saw the problem and retired from the race….Back in the van there were many commiserations and i distinctly remember asking him “Would he be suing Dunlop because the tyres let him down”? He laughingly said “Oh no, they were just some old tyres anyway”- and indeed if you look closely at the first photograph the rears are well worn.
Importantly, the car was quick right out of the box though, Seeliger was a mighty fine design and development engineer.
Stan Jones was stiff not to win the 1958 AGP at Bathurst aboard his 250F- as was Ted Gray unlucky to dip out in Tornado 2 Chev, but Seeliger finished second in Maybach 4 with Lex Davison, always a lucky AGP competitor, the winner.
Be in no doubt my friends Maybach 4 Chev in Jone’s hands was a front row car had he felt so inclined in 1958 but he was busy winning the Gold Star aboard the 250F in any event. John believes he took the second #69 shot about two years later at a Fishermans Bend Sprint Meeting- it would be great to hear from anyone who can date it.
Into 1959 Maybach 4 was still competitive in Ern’s hands, and Stan took a win in the ‘South Australian Trophy’ Gold Star event at Port Wakefield in late March and third place in the Lowood Trophy race in Queensland but his performances that year were not enough to win him the Gold Star again despite his Longford 250F AGP win at the season’s outset.
The reign of the ‘Red Cars’ was quickly coming to an end In Australia but lets never forget the dark blue Tornado 2 shown in the Albert Park paddock below in late 1958, and the silver/blue Maybach 4- both Chev V8 powered locally designed and engineered devices very much as quick as the more sophisticated, twin-cam, exotic, expensive factory cars from Italy’s north.
Tornado with the Derek Jolly Lotus 15 Climax in profile behind, Albert Park 1958 (J Comber)
(J Comber)
In fact that is a beautiful segue to Comber’s second 1958 Albert Park, Melbourne Grand Prix shot above of Stirling Moss’ Rob Walker entered Cooper T45 Climax being pushed through the paddock by Tim Wall.
Just look at the relative size and packaging of Tornado 2 Chev, together with Maybach 4, Stan Jones Maserati 250F and Lex Davison’s Ferrari 500/625 the fastest cars in Australia in 1958 and the tiny, light, nimble 2 litre Cooper.
At the season’s outset, before the Fishermans Bend meeting in March when Seeliger debuted Maybach 4, Stirling Moss won the first World Championship Formula 1 race taken by a mid-engined car by receiving the chequered flag in the Argentinian Grand Prix in a Walker T45- i am not sure if he used the same chassis to defeat Jack Brabham in another T45 that Melbourne summer afternoon- sadly the last use of Albert Park as a race venue until the modern era.
That day in Argentina reset the paradigm for Grand Prix and Sports-Racer design, the last World Championships for front engined cars were won in 1958- Vanwall took the constructors title and Mike Hawthorn the drivers award in a Ferrari Dino 246.
It was the same, in a fashion in Australia, the last front-engined Gold Star win was Jones 1958 award aboard his Maserati 250F, the first mid-engined one went to Len Lukey who raced the same Cooper T45 Brabham ran at Albert Park in late 1958 to Gold Star victory in 1959.
No wonder Comber’s camera was drawn to the little Cooper at Albert Park.
Derek Jolly’s Lotus 15 Climax has been well covered, here the car is at rest with Norman Hamilton’s Porsche 550 Spyder alongside- Ern Tadgell raced the car that weekend.
Before the end of a weekend the Lotus’ good health was ruined comprehensively- a rear suspension failure pitched the car into the trees late in the Melbourne GP race and resulted in some acrimonious discussions between Colin Chapman and Jolly about the quality of its build- a Le Mans drive and new chassis was the net result- see here for a feature article on the Derek’s Deccas and Lotuses; https://primotipo.com/2017/11/09/dereks-deccas-and-lotus-15s/
The Sydneysider had a great carnival winning the Touring Car Scratch Race on both weekends with the eternal Bob Holden, and Clem Smith Holdens second and third on both occasions- Holden raced an FE and Smith a ‘Humpy’.
(J Comber)
Doug Whiteford was as close to a professional driver Australia had at the time, albeit his St Kilda and Hawthorn garages and dealerships were an inextricable part of his business mix- above is his Dodge Custom Royal and Rice Trailer contained within is his famous, long raced and much lusted over Maserati 300S- Fisherman’s Bend February or March 1958.
Len Lukey made his name in Ford Customlines before adding single seaters to the mix and winning a Gold Star aboard a Cooper T45 Climax in 1959.
He famously towed his Cooper Bristol to a Caversham Gold Star round with a Customline and then contested the Touring Car races with said tow-car, note the tow-bar in this ‘Fishos shot.
Another two Fishermans Bend tourer contestants are this #69 Hillman raced by Harry Firth and Esquire Motors entered Wolseley driven by 1936 Australian Grand Prix winner, Les Murphy, towards the end of a very long racing career- 22/23 February 1958 weekend. The shot below is Bob Holden’s FE Holden.
(J Comber)
Otto Stone and crewman push the great engineer, and very handy steerers MG K3 through the paddock- I think it is fair to say that Stan Jones Maserati 250F fortunes changed for the better when Otto took over the preparation of chassis ‘2520’.
(J Comber)
Other Photographs…
(J Comber)
Two of the cars featured above in period in more recent times- the late eighties during an Eastern Beach, Ritchie Boulevard, Geelong Sprint meeting.
These days Maybach 4 I think is owned by Peter Briggs’ York Motor Museum in West Australia and Tornado 2 Chev by Frank Moore in Queensland- both are such significant cars it would be great to see them out and about more often.
(J Comber)
(J Comber)
A series of three photographs at Sandown to finish off- the first is again Tornado 2 Chev, this time during the 1978 ‘Fangio Meeting’ with, if memory serves, one of its ‘in period’ drivers John McDonald at the wheel, perhaps someone with a program to hand can check that.
John has framed his shot brilliantly by avoiding modern advertising hoardings, this is the run along Pit Straight, close to Peters/Torana Corner.
Stan Jones is one of my all-time faves so i’ve saved the best till last!
And what a cracker of a shot it is, a beautiful pan of Jones’ Maserati 250F on the run away from Dandy Road towards The Causeway with the tree and blurred background giving the place a feel of a time five or so years before it actually opened.
(J Comber)
John believes this is probably the ‘St Vincents’ Historic Meeting’ in November 1963. By this stage Stan’s financial fortunes are not what they were, the Maser is for sale so my guess is that this is probably his last drive of a car which was perhaps kinder to him than any other- Maybach 1 made his reputation but the Maserati ‘brought home the bacon’.
It would have been with a heavy heart he backed off the throttle alongside the grandstand to lose speed and pulled into pit lane and the dusty paddock to switch off the peachy, punchy straight-six for one last time.
The crop of the same shot below reveals Stan’s usual race attire inclusive of five year old helmet and T-Shirt- just magic, I can hear the bellowing six and snickety-snick changes executed with expert familiarity…
(J Comber)
Photos/References…
John Comber’s words and pictures, as he quipped ‘Not bad for a 15 year old equipped with a Box-Brownie!’- who can argue with that, a mighty fine, evocative job indeed.
David Zeunert Collection, Australian Motor Heritage Foundation Archives, Brian Caldersmith Collection
Stephen Dalton for vehicle identification and additional research
Tailpiece: Ern Seeliger, Stan Jones and Superior Motors salesman Doug Roberts aboard Jones’ HRG, Baker Street, Richmond, 1950…
(D Zeunert Collection)
David Zeunert observes ‘Stan’s second hand car emporium “Superior Motors” in Victoria Street was only five minutes away from Ern’s garage, very handy for both guys who used one another’s wits on many race projects.’
Stephen Dalton chips in, ‘The photo would have been taken in the first week of October 1950, just before or after the October 1950 Bathurst meeting that Stan Jones ran as car number 34. Mr Medley has Stan spinning in his Bathurst tome for that chapter- by the following weekend the car was carrying #7 at Woodside, South Australia.’
A couple of months ago, fifty years back Jack Brabham lost the Monaco Prix on the last corner of the last lap when he goofed his braking point for the Gasometer Hairpin- harried as he had been by Jochen Rindt who had been in ‘cruise and collect mode’ for a good percentage of the race until misfortune outted many of the dudes in front of him.
At that point, with a sniff of victory, he tigered in an amazing way- fastest bloke on the planet as he undoubtedly was at the time. Up front Jack’s comfortable cushion was whittled back by his former teammate aided and abetted by some unintended baulks by other drivers.
The two blokes alongside Jack in the shot above are his teammate Rolf Stommelen and on the outside the V12 Matra MS120 of Henri Pescarolo- Rolf did not qualify whilst Henri finished a splendid third, one of my most popular articles is a piece on the Matra here; https://primotipo.com/2014/07/06/venetia-day-and-the-1970-matra-ms120/
Love those ‘knock on’ hubs- a carry over from BT25 perhaps? BT33 a sexy and very quick jigger which was still very competitive in Tim Schenken’s hands in 1971 (Official Brabham)
Nice look at Ron Taunanac’s second monocoque chassis, Jack aboard BT33 at Monaco, the first being the 1968-1969 BT25 Repco ‘760’ 4.2 V8 engined ‘Indycar’
I wouldn’t have bothered with another article on BT33 but a couple of these photographs popped up lately and are too good not to share. The other thing which intrigues me a bit are the ‘Jet Jackson’ United States Air Force fighter pilot type crash helmets Jack, Jackie Stewart and Piers Courage experimented with in the earlier months of 1970 during the Spanish, Monaco and Dutch Grand Prix weekends that year, and in other events the drivers contested.
We are only, at the start of the 1970 season, nearly three years down the path since David ‘Swede’ Savage first used the first ‘Bell Star’ in motor cycle competition in mid-1967. The design was a great step forward in driver safety, Jackie Stewart was a safely crusader as we all know, it’s interesting that he chose to trial these open style of helmets which on the face of it , pun intended, seems a retrograde step.
Jackie Stewart- who else could it be with his distinctively branded USAF helmet in early 1970. March 701 Ford (Getty)
Piers contemplating the next change to be made by Gianpaulo Dallara to his De Tomaso 505 during early 1970 (Getty)
Most sadly, Piers put his to the ultimate test, he was wearing it when he crashed to a most gruesome death at Zandvoort on 21 June 1970- in no sense am i suggesting a Bell Star would have saved his life I might add.
When he went off on the flat or nearly flat out curves at the back of the circuit and into the catch fencing his helmet was wrenched off with both Adam Cooper and Jackie Stewart writing that he was probably dead before the conflagration which susequently engulfed the De Tomaso 505 Ford.
After some basic research i cannot find who made these helmets, i am intrigued to know the answer to that question if any of you know it.
After Monaco Brabham and Stewart do not appear to have worn the helmets again in Grands Prix.
(B Cahier)
(unattributed)
Jack thinks about an inside run at Jackie during the March 1970 South African GP- Kyalami.
At this stage of the season, the first championship round of course, they are both Bell equipped- Stewart in a ‘Star’ and Brabham a ‘Magnum’- Jack won the race with the reigning World Champion back in third aboard a machine which was not one of his favourites but far from the worst GP car he ever drove.
Brabham used three helmet types that season, two Bells- a Magnum and Star plus the USAF fighter helmet.
He was a busy boy in 1970 running the full GP season, selected F2 races in a John Coombs owned Brabham BT30 Ford FVA and five or so endurance events with Matra, plus the odd one-offs, here he is jumping out of his MS650 during the 1000 Km of Brands Hatch in April still wearing the fighter helmet, but a slightly different one to that he used in Monte Carlo.
Car #3 is the Scueria Filipinetti Ferrari 512S raced to thirteenth place by Herbie Muller and Mike Parkes
Jack shared the car with Jean-Pierre Beltoise , the pair finished twelfth in the race won by the JW Automotive Porsche 917K raced by Pedro Rodriguez and Leo Kinnunen, this being the race in which the Mexican Ace mesmerised the drenched crowd with his car control of the 450bhp machine as he flicked the big car frm lock to lock as though it was a nimble Formula Ford.
Wind the clock forward a month and Brabham had his last crack at Indianapolis in a Brabham BT32 Offy- this car was one of the BT25 Repco ‘760’ 4.2 V8 chassis modified by fitment of the turbo-charged four cylinder Offy motor- note the Bell Star in use at Indy.
This is during qualifying on 9 May, Jack was classified thirteenth from Q26, he retired with engine problems having completed 175 of the 200 laps, the race was won by Al Unser’s ‘Johnny Lightning Spl’ Colt Ford V8
Jack all ready to boogie with his Sunday best shoes on, no less. Same knock off hubs as the BT33 by the look of it
(Brabham Family)
(unattributed)
The Charade circuit just outside Clermont Ferrand was another French Grand Prix course which sorted the roosters from the feather dusters- I nearly made it there two years ago having first promised myself I would visit the place when falling for it with my nose buried in Automobile Year 18 in 1971. Drat.
Jack leads here from Jochen Rindt and Henri Pescarolo- Jochen won that day from Chris Amon and Jack with Henri fifth.
Brabham has his Bell Star on as does Henri but Jochen has swapped the full-race Star he used in 1970 more often than not for one of his old Magnums as the nature of the challenging course through the Auvergne-Rhone Alps countryside made him feel motion sickness which was solved with a change of helmet
Jochen was wearing a Bell Star on that fateful day at Monza in September but the crutch-straps of his Willans six-pointer were not items the great Austrian used- on that particular day in that particular accident he needed them badly, and divine intervention.
(Flickr)
‘It turns in ok but as I apply throttle…’ two great mates doing wonderful things together discussing the next chassis change at Zandvoort in 1970- Frank Williams and Piers Courage, note the helmet.
The car was not too flash at all in Kyalami but with each race Courage, the car’s designer Gianpaulo Dallara and Williams were improving it- expectations of both Williams and Courage were high for 1970 as the second-hand Brabham BT26 Ford they raced in 1969 had proved Piers’ place was right up front.
At Zandvoort Courage was running seventh from Q9 ahead of John Miles in a works Lotus 72 (below) when the accident occurred on lap 23- there was not enough of the wreck intact to determine whether the cause was cockpit/component/tyre.
(Twitter)
Pretty enough car which was progressively ‘getting there’, that oil cooler locale is sub-optimal, some revs lost perhaps in top speed. Dallara did get the hang of this racing car thing didn’t he?
In Australasia we had three visits from Piers and Sally Courage aka Lady Curzon, Earl Howe’s daughter, the couple and Piers pace and personality endearing them to all.
In 1967 the #1 BRM Tasman P261 2.1 V8 seat was occupied by Jackie Stewart (apart from Teretonga) with Richard Attwood, Courage and Chris Irwin sharing the second seat, the seasoned Attwood performing best.
In fact that year was a character building one for the Courage Brewing scion, it was said he was ‘over driving’ and despite John Coombs supposedly advising he get out before he killed himself the plucky Brit bought the McLaren M4A Ford FVA he had raced for Coombs that season and headed off south with a couple of FVAs funded by savings, some sponsorship from Courage, a loan from his father and a deal with Coombs which deferred payment for the car until the end of the series.
He had a brilliant 1968 summer with the Les Sheppard prepared 205 bhp car amongst the 2.5s, demonstrating all the speed which had been always apparent but with a much bigger dose of good judgement in the series of eight races over just as many weekends. He blotted his copybook at Pukekohe on the first day of practice but after Les ‘read the riot act’ his performances were very good to brilliant.
Teretonga 1967, BRM P261 2.1 V8, DNF engine after 53 laps- Clark won in his Lotus 33 Climax FWMV 2 litre from Attwood in the other BRM (Ian Peak Collection)
Piers third and Chris Amon fourth with a deeply appreciative and enthusiastic Warwick Farm crowd at the end of the 1968 Warwick Farm 100- McLaren M4A Ford FVA and Ferrari 246T. Up front were the Team Lotus duo of Clark and Hill in Lotus 49 Ford DFWs (B Thomas)
Teretonga 1969- Derek Bell, Ferrari 246T from Graham Hill, Lotus 49B Ford DFW and Piers, Brabham BT24 Ford DFW. Piers took a splendid win that day from Hill and Amon (Steve Twist Collection)
Whilst fun in the sun is part of Tasman lore- and fact, there was plenty of pressure on a small equipe such as the Courage outfit to prepare the equipment and race it weekly, for the most part on unfamiliar circuits all of which were well known to his main competition- Clark, Hulme, Gardner, Hill to name a few.
His season ending win at Longford is still spoken about in reverential tones by those who were there- it literally pissed down with Piers legendary bravery coupled with a deftness of touch on one of the most daunting road circuits by then still in use in the world- whilst noting it was sadly the last time the circuit was used too.
In many ways the campaign ‘re-launched’ his career. Adam Cooper wrote ‘Thanks to the extensive press coverage his exploits received, Piers’ reputation was in better shape than he could have predicted. He was a failure (not entirely fair in that he was fourth in the 1967 European F2 Championship behind Ickx, Gardner and Beltoise despite pinging off too many bits of real estate) who had made himself into a hero. Those who had paid closer attention noted that his solo campaign also reflected an incredible determination and a hitherto unrecognised ability to organise. Even before Longford he’d been approached by Tim Parnell about renewing his relationship with BRM. Tim had seen the Courage revival at first hand, and was impressed.’
Back in at Slough Frank Williams was readying the Brabham BT23C FVA for the 1968 Euro F2 Championship, in addition he had his BRM ride and a personal retainer with Dunlop, he was away…
Rather than prattle on now about his Tasman exploits lets do ‘Piers in The Pacific’ soon- his Tasman Cup runs in 1967-1969 in BRM P261, McLaren M4A Ford FVA and Brabham BT24 Ford DFW respectively.
Bell Star…
Dan, Nurburgring 1968 as seen by (P-H Cahier)
There was no shortage of interest in Dan Gurney’s fancy-schmancy new Bell Star over the German Grand Prix weekend at the Nurburgring over the 4 August 1968 weekend, understandably so- mind you, he used the helmet at Indy that year too- May of course so it was already’out there’.
Dan was ninth in his Eagle Mk1 Weslake, doubtless his head was a bit more dry than the competition- up front it was Stewart from Hill and Rindt, Matra MS10 Ford, Lotus 49B Ford and Brabham BT26 Repco in a day of challenging rain.
But the first Bell Star use credit seems to go to David ‘Swede’ Savage in his motor cycle racing days, here is below at Santa Fe in 1967 so equipped- 9 June to be precise.
Perhaps the first life saved by the technology was that of Evel Knievel who came terribly unstuck upon landing when attempting a motorcycle jump over the Caesar’s Palace Casino Las Vegas fountains (43 metres) that 31 December, breaking and crushing countless of his bodies bones- but not his head!
If Swede’s 9 June use of the Bell Star is not ‘the first’ i am intrigued to know who has that honour and its date.
(Forever Savage)
(Forever Savage)
It was a pretty happy month of May for All American Racers when three Eagles filled the top four places of the Memorial Day classic, Bobby Unser won from Dan Gurney (above) with Denny Hulme fourth, the interloper was Mel Kenyon’s third placed Gebhardt Offy.
Of historic interest to we Eagle buffs is that the three Tony Southgate designed Eagle Mk4’s were powered by quite different engines- Unser’s used an Offy Turbo four, whilst Dan used a pushrod fuel injected Gurney-Weslake V8 whereas Denny in the other works car used the Ford DOHC ‘Indy’ V8- the options were certainly well covered, were it not for a rear tyre puncture minutes from the end of the race which befell Hulme, it would have been a clean sweep of ‘the podium’ placings.
Oh yes- Dan’s Bell Star, first use of the helmet in car racing.
Photo and Reference Credits…
Official Brabham/Brabham Family Collection , Automobilsport, MotorSport, LAT, ‘Piers Courage: Last of The Gentleman Racers’ Adam Cooper, ‘Forever Savage’ Facebook page, Ian Peak and Steve Twist Collections on The Roaring Season
Tailpiece…
(LAT)
Another one that got away.
Brabham exits Druids Hill with millimetre precision during the 1970 British Grand Prix- he had passed and was driving away from Jochen to what seemed a certain win but for a shortage of fuel hundreds of metres short of the chequered flag. Oh yes, Bell Star equipped.
The photographer, Mr McGrath, has composed and executed a brilliant oh-so-wide format shot of the battle for outright honours between Alec Mildren’s leading Cooper T51 Maserati and his pursuer, Lex Davison in his new but old-school, glorious front-engined Aston Martin DBR4/250 3 litre during the 1960 Australian Grand Prix.
The shot really has drama doesn’t it?
The action is framed by the crowd in both the foreground and background, half of them are sun-smart- love the ‘coolie-hats’ (am I allowed to say that these days?) but my favourite headgear is the ‘Cockie’ to the left in the worn Akubra. Checkout the two ‘thrill-seekers’ atop the Castrol sign filming the action- hopefully there was no involuntary swan-dive before the end of the race. Marvellous shot despite the flat as a tack ex-airfield terrain McGrath had to work with.
The other shots herald the death of Lotus 12 Lycoming ‘351’ aka ’Sabakat’ in a preliminary event after the fearless Ern Tadgell lost control of one of the biggest piles of merde ever allowed through a scrutiny bay in this country.
The inspecting fellas must have misplaced their guide dogs that day even if I try to apply the standards of the day which were far less risk averse than in the litigious lilly-white politically correct world in which we live today.
(L McGrath Collection)
(AAA)
Crop duster pilot/entrepreneur Tadgell had wedding tackle of porn-star proportions to drive the Lycoming aero-engined monster he created from the delicate little flower imported from England, but in the end the laws of physics got the better of him- either a rear hub broke or the car ran wide on a corner, it then rolled, throwing Ern clear whereupon the whole lot burned to death in a conflagration Guy Fawkes would have been happy with. Tadgell, thankfully and luckily, lived to fight another day in an exciting life lived to the absolute full.
(AAA)
(L McGrath Collection)
‘Far-canal, what are we going to do with it now!?’ seems to be the issue at hand.
Digger at right awaits instructions, which are just about to be provided by the ‘fog-horn’ wielding Queensland Racing Drivers Club official in blazer and tie (must have been hot in that). The lean fella at left in the white overalls appears to be a crew-member, he is holding a cast iron brake rotor which has survived as has the steel spaceframe chassis, or parts of it anyway.
You can see the rear of the chassis frame- it is upside down with the rear facing us. There are a couple of driveshafts and remains of wheels, a fuel tank at right, a coil spring and the remains of some of the torn fibreglass bodywork. The Lycoming 7.86 litre six cylinder engine was constructed mainly of light alloy, so it, and the Cheshunt made cast components melted in what was a decent old bonfire.
Whilst the wreck was deemed beyond economic repair back then many a modern ‘rebuild’ has started with far less than this, a nose badge or vinyl decal will do. As you will see from the Sabakat story attached Graham Howard would have been delighted to have had these discarded, very well heat-tempered chassis parts when he chased the remains of this car in the early seventies before building the faithful replica we all know and love today; https://primotipo.com/2019/08/22/just-add-lightness/
(L McGrath Collection)
(AAA)
Mildren and Davison race to the line- in the end the 2.5 litre Maserati four triumphed over the brawny 3 litre Aston Martin six in that final sprint, a well deserved win for Alec, this time Davo’s famous AGP luck did not not quite hold by half cars length, with the epitome of a sportsman gallant and generous in defeat. Click here for a full report of the race towards the end of this feature on Mildren’s Cooper; https://primotipo.com/2018/06/08/mildrens-unfair-advantage/
It burned and burned, famously, the start of the AGP was delayed so much that Alec Mildren was able to repair his Cooper’s broken driveshaft in time to take the start- and subsequently win the race.
Will Power in the Team Penske Dallara Chev Indycar during a Sonoma test day in September 2018…
That season Indycar continued with the Dallara DW12 chassis used since 2015 but had ‘all new universal bodywork, inspired by CART’s 1990s and 2000s bodywork’- this new chassis configuration was dubbed the ‘IR18’ and is with us until at least 2022.
The usual homogenised and pasteurised process of boring mandated single-seater uniformity extended to standard F1-style LCD steering wheel display and Cosworth CCW Mk2 steering. You can have any type of engine you like as long as it is a 2.2 litre twin-turbo V6- at least the sanctioning body allows a choice of Chev or Honda units which give between 550 and 750bhp @ 12000rpm depending upon boost.
Hasn’t Mr Power carved a great career in the US- ya gotta hand it to him?
It seems like only yesterday i was admiring his Spectrum 07 Formula Ford in the Phillip Island paddock in 2000- he was second in the Oz FF Championship behind Will Davison in 2001, his third season in Formula Ford- this pair had careers which seemed in lockstep for a while, both tested a Minardi Cosworth F1 car in late 2004 after similar, under-funded cracks at the British F3 Championship.
The two Wills- Davison from Power during the 2001 Australian FF Championship, at Mallala (?) Van Diemen RF01 from Stealth Van Diemen RF95. Davison won the title from Power with Jamie Whincup a distant third (unattributed)
Will at Phillip Island in April 2002, two wins aboard his Reynard 94D Holden in the Gold Star opening round- Formula Holden (unattributed)
His route to F3 was via Formula Holden in 2002- he won the title racing for Graham Watson’s seasoned Ralt Australia outfit, his weapon though was a Reynard 94D- he won seven of the twelve races, the Gold Star Australian Drivers Championship run over six rounds.
In 2005 he ran in the Formula Renault 3.5 Series finishing seventh despite not completing the season- he decamped to Indycars, impressing Derrick Walker’s Team Australia Racing in his debut at the Surfers 300 despite being bowled out of the event by teammate Alex Tagliani.
In 2007 he took his breakthrough Indycar victory at Las Vegas- his best results since then have been a championship win in 2014- taking three wins from eighteen rounds aboard a Dallara DW12 Chev and second placings in 2010- Dallara IR05 Honda and 2011, 2012 and 2016, all achieved in Dallara DW12 Chevs run by Team Penske.
Lets not forget the Toowoomba natives 2018 Indy 500 win- see Chris Beatty’s superb cutaway of Power’s Team Penske Dallara DW12 Chev.
Carbon fibre chassis, double wishbone pushrod suspension with third spring and rollbar front and rear. Xtrac 1011 six-speed transaxle using sequential paddle shift, Brembo carbon brakes- weight between 1590 and 1630 pounds depending upon the type of circuit.
Etcetera…
Minardi’s Paul Stoddart included the two Wills- Power (above) and Davison in an eleven driver ‘shootout’ at Misano in November 2004 in his quest to find drivers for 2005.
The car used was a Minardi PS04B Cosworth 3 litre V10.
Stoddart had plenty on his mind at the time as Ford’s sale of Jaguar F1 and Cosworth- his engine supplier meant he didn’t have certainly of motive power for his cars going forward.
In the end Cosworth continued with the team- his two drivers for 2005 were Patrick Friesacher and Robert Doornbos by the way…
(renaultsport.com)
In 2005 Power ran in the Renault 3.5 Series with Carlin Motorsport.
He contested seven of the nine rounds taking wins on the Le Mans Bugatti circuit and at Bilbao (above) using the mandated Dallara T05 Renault 3.5 litre V6 chassis/engine- seriously quick circa 480 bhp motorcars.
Renault 3.5 Series, Dallara T05 Valencia, Spain June 2005
(speedcafe.com)
Surfers Paradise 300 in October 2008.
Pole position for Will in the KV Racing Dallara IR5 Honda was a great start to the weekend- he led from pole for 17 laps before boofing the thing at the Chicane, fellow Aussie Ryan Briscoe then took the lead and the win in a Penske Racing Dallara IR5 Honda after dicing with Scott Dixon throughout.
It was a tragedy when Australia lost this event, a story in itself and in large part due to the American single-seater split between the Champ Car World Series and the IRL Indycar Series- remember that shit-fight?
Then the Queensland Government did a deal with A1 GP after failing to reach agreement with the IRL mob, they went bust…now the Taxis have the event buttoned down and the old ‘Indy’ circuit can no longer be used given the light-rail which runs along the Coast.
At it’s best this event and weekend was magic- better than the AGP…
‘As ugly as a hatful of arseholes’ is one of those crass Australian expressions which conveys rather precisely unfortunate aesthetics.
It does seem apposite in this particular instance however.
This masterpiece of aerodyanamic simplicity and elegance is Will’s 2015 spec Penske Dallara DW12 Chev, circuit unknown. Rule changes that year meant that the aerokits were specific to Chev and Honda applications…hmmmm. And yes, equally fugly, a toss of the coin really.
Photo Credits…
Getty Images, Chris Beatty, renaultsport.com, Sutton Images, speedcafe.com, indycar.com, motorsport.com
Tailpiece…
Indycar rookie of the year in 2006, Will Power takes his Team Australia Lola B03/00 Ford Cosworth XFE 2.65 V8 through the Surfers Paradise Chicanes during qualifying for the Indy 300 in October 2006.
He started from pole and was knocked out of the lead on lap 29 after an over optimistic passing move by Sebastian Bourdais- Nelson Phillipe won the race, his only Indycar victory.
Ken Richardson in Rex Taylor’s Talbot-Lago T26C, rounds a corner on the Southport road course- Queensland’s Gold Coast, 6 November 1955…
The event was the 114 mile Queensland Road Racing Championship, sometimes referred to as the 1955 Queensland Grand Prix, the second and final occasion on which the challenging layout was used for car racing- there is a bit about the 5.7 mile track in this piece on the 1954 Australian Grand Prix here; https://primotipo.com/2018/03/01/1954-australian-grand-prix-southport-qld/
Amongst the favourites for victory were Lex Davison, aboard the same HWM Jaguar in which he won the AGP twelve months before and Jack Brabham in the Cooper T40 Bristol in which he took a fortunate victory at the 1955 AGP at Port Wakefield, South Australia several weeks before, on 10 October.
Other contenders were Richardson, who was third at Southport in his Ford V8 Special the year before, this time he raced the dual AGP winning Talbot-Lago acquired by Rex Taylor from Doug Whiteford in mid-1954. Queensland youngster, Steve Ames aka Count Stephen Ouvaroff was aboard the ex-Lex Davison Alfa Romeo P3 he purchased not long before- a total of eleven cars took the start.
Davison burst into the lead from Brabham, Richardson and Ames at the drop of the flag, Jack outbraked Lex on lap 2, no doubt the nimble, light Cooper did this relatively easily but he kept his advantage for only a lap before mechanical trouble intervened.
He retired a car which became somewhat notorious for its unreliability with bent valves after the machine popped out of gear on one of the rough circuit’s many bumps causing a big enough over-rev to end Jack’s run.
Into the first corner Davison’s HWM Jag leads Brabham’s Cooper T40 Bristol, Ken Richardson’s Talbot-Lago T26C and Ames in the Alfa P3- narrowness of the road clear (Wheels)Twenty year old Steve Ames, in the demanding Alfa Romeo Tipo B/P3 on the challenging Southport road circuit (Cummins Archive)Brabham, Cooper T40 Bristol (Cummins Archive)
Davo’s machine then burst an oil line, shortly thereafter he arrived at the pits splattered in BP lubricant, for the balance of the event Ames and Richardson fought a close race but in the end the pre-war Alfa Romeo prevailed over its younger equally aristocratic European competitor at an average speed of 80 mph. Rex Taylor was third in his Jaguar XK120 and Barry Griffiths Triumph TR2 fourth, other finishers were the Stan Mossetter MG TC and Noel Barnes MG Spl s/c.
Jack did the fastest lap at 3 minutes 53 seconds, an average of 88 mph this was a smidge outside the record set by Dick Cobden’s Ferrari 125 V12 s/c in 1954.
The ‘Wheels’ magazine report of the meeting mentions George Pearse crashing his Cooper-MG in a 25 mile race for racing cars and stripped sportscars whilst passing Alec Mildren’s Cooper Bristol on the narrow pit straight at over 100mph, he put two wheels onto the grass. Brabham won that encounter from Davison and Mildren. Rex Taylor’s Jag XK120 won the sportscar race and Jack Myers Holden the production car race.
(Cummins Archive)
Stunning shot of Rex Taylor’s Jaguar XK120 ahead of Barry Griffiths Triumph TR2 on the dangerous swoops of Southport. The typical perils of road racing tracks of the day are readily apparent.
Cessation of Southport as a race venue left Lowood, Leyburn, Strathpine and Middle Ridge, Toowoomba as Queensland’s racetracks until Lakeside became the states ‘home of motor racing’ circa 1962.
The Cars…
(Cummins Archive)
Steve Ames Alfa Romeo Tipo B/P3- the ex-Scuderia Ferrari/Davison chassis ‘50003’ in the Southport paddock.
I wonder if this was the last in period ‘big win’ for this 2.9 litre supercharged straight-eight- it was a state title after all? The car still looks beautifully prepared in the manner of previous fettlers, AF Hollins’ Allan Ashton and team, I wonder who looked after it in Queensland?
The shot below is of Davo in the same car on Mount Panorama during Easter 1951- down Conrod at a fair old clip between the trees, posts barbed wire and cattle on a rather narrow strip of bumpy bitumen.
(Cummins Archive)(Wheels)
Rex Taylor, Jaguar XK120 from the Barry Griffiths and Bertram Triumph TR2s and the Stan Mossetter (I think) MG TC – a battle during the championship race above, and a superb portrait hunched over the wheel below- Paul Cummins advises the chassis number as #660226.
(Cummins Archive)(Cummins Archive)
Brabham’s central seat, all enveloping Cooper T40 Bristol GP car was largely self built at Surbiton before Jack made his championship Grand Prix debut in it at Aintree in mid-July, DNF after 30 laps, Moss won the British Grand Prix that day in a W196 Mercedes. On 10 October Brabham won at Port Wakefield, an awfully good reason for Queenslanders to get a good look at ‘our boy’ in a current Grand Prix car.
Superb shot of Barry Griffith’s Triumph TR2 on the limit and looking very racey sans windscreen but with cream tonneau.
(Cummins Archive)
The Wylie Javelin doesn’t get a mention in the race report I have so perhaps the little minx misbehaved that weekend and did not start the race? Paul Cummins tells me the amazing little bolide was raced by Arthur Griffiths with ‘wire mesh on the grille, probably to keep the cane toads out’ not that they were in plague proportions back then but one can’t be too careful. Rob Bailey points out the red #45 Harry Firth built MG Holden, now owned and almost restored by Ian Tate.
Not so much a Southport shot as an atmosphere one.
Paul suspects the owner of the MG TC may be the photographer of much of the material in this piece, ‘the N Rego of the Zephyr dates it as registered in 1955’- can anybody help with identification of the drivers?
Count Stephen Ouvaroff circa 1960 (unattributed)
Steve Ames/Count Stephen Peter Ouvaroff…
Fair-dinkum blue-bloods are fairly thin on the ground in Australia but Count Stephen Peter Ouvaroff was the real McCoy, he was of aristocratic Russian background.
His parents were Count Igor Ouvaroff and Aubretia Phyllis Ames, Stephen was born on 3 September 1935, his sister, Marina Violet was born in Sussex in 1931. Stephen died in England on 13 November 2017 having lived most of his adult life there.
MotorSport lists Stephen’s birthplace as Russia and nationality as Australian.
The pieces of the puzzle, i am keen to hear from those with some facts rather than ‘i reckons’, seem to be that Ouvaroff, his sister and and his mother moved to New Zealand when Stephen was about 10 years of age, which puts it at the end of the war, then later they moved on to Australia.
Count Igor died in Sussex on 25 July 1939, a reasonable assumption is that the boy grew up in the UK- his mother was English, an open question is whether Igor and Aubretia met in the UK or Russia- i have my money on the UK, as you all know, generally those ‘high born’, were not top of the pops with the crew running that vast country after the Russian Revolution.
So my theory is that Igor decamped to England in order to hang onto his head and met Aubretia, who had no shortage of Earls and a Marquess in her family tree at a lovely society ball- he was born in Russia in 1901, she in Paddington in 1909, in 1930 she was a vibrant 21 and he a dashing 29- a match made in heaven.
The family of three settled in Brisbane, Stephen’s motor racing career started with the ex-Ken Richardson Ford V8 Special, then the P3- perhaps simultaneously racing the Alfa Romeo and an Austin Healey 100S.
The use of the nom de guerre ‘Steve Ames’ was doubtless to avoid the ‘wanker’ tag which would have been applied to the young racer in Tall-Poppy Syndrome Australia.
Despite its age, the Grand Prix Alfa was a fast, formidable bit of kit the youngster seems to have driven very well although he sold it without too many recorded events to Rex Taylor. Whilst some reports have it he moved to the UK in 1956, Ouvaroff raced the Healey 100S in a hillclimb at Burleigh Heads on the Gold Coast, that December.
The 100S, chassis ‘3701’, was the first imported into Australia arriving in August 1955 and had been through the hands of David Shmith and Stan Mossetter before Ames bought it in late 1956. John Blanden describes Stephen as a Toowoomba hotelier so perhaps his mother had acquired a pub along the way.
This shot of the P3 is at Strathpine, Queensland and dated circa September 1957- the pilot could be Ouvaroff, Rex Taylor or perhaps Keith Blicaski- if anyone can date the event and identify the driver that would be great (Cummins Archive)
It seems reasonable to presume Ouvaroff moved to the UK in 1957, Blanden does not date the sale of the Healey to its next owner, i can find no recorded events in the UK that year. In 1958 he acquired and raced an F2 Cooper T43 Climax, his best result was fourth in the 1958 Vanwall Trophy at Snetterton on 27 July behind Ian Burgess, Bruce McLaren and Henry Taylor.
Other events contested that season included the International Trophy at Silverstone where he finished well back in the 1760cc FPF engined T43. He was a DNQ in the F2 Crystal Palace Trophy, the chassis number of the T43, by then of course fitted with a 1.5 litre FPF, was cited as ‘F2-9-57’. Tenth place followed at Brands Hatch on June 8.
Much better was fifth in the Anerly Trophy at Crystal Palace on 5 July whilst noting the best bit of kit to have that season was a Cooper T45. Off the back of the fourth place at Snetterton a DNQ at Brands on 4 August was disappointing.
During that year he also tested the new Lotus 11 Climax chassis ‘538′ acquired by Charlie Whatmore for George Jamieson at Brands Hatch before its shipment to Australia and much local success here.
1959 seems to have been relatively quiet in terms of race outings, but he ran the Willment Climax 1.5 FWB sportscar to a win at the BARC Goodwood meeting on 6 June impressing Bill Boddy who wrote in his MotorSport report that ‘The fifth race was actually uneventful, Count Ouvaroff’s Willment-Climax leading unchallenged, but very fast for all of that, from Union Jack to chequered flag, as well it might, being the sole 1 1/2-litre amongst a field of 1100s in this five lap Scratch Race and with twin-cam engine at that. The Count won at 84.28 mph and set fastest lap, at 86.22mph.’
The mainstay of Stephen’s 1960 program was Formula Junior where the strategy seemed to be to step back in class from F2 to FJ and in this red-hot class attempt to do well enough to give his career some momentum- sound thinking indeed.
Amongst his best results was third place at the ADAC-Eifelrennen at the Nurburgring and the Solitude Grand Prix outside Stuttgart.
The Nurburgring was wet on that 10 July weekend, quite a challenge for a relative novice on this most daunting of circuits. There he finished behind Dennis Taylor’s Lola Mk2 BMC and John Love’s Lola Mk2 Fiat in a thirty-two car grid, the event held over 20 laps, 155 km – total race duration one hour twenty-two minutes! It amazes me that the highly tuned modified production engines, which more generally raced over ‘Brands 10 lappers’ lasted that long!
Two weeks later his little ‘Inter Auto Course’ equipe travelled to Stuttgart to contest the Tenth Internationales Solituderennen-Formel Junior- the Grosser Preis der Solitude on 24 July.
Another long race, 12 laps, 138 km of the very fast, dangerous, swooping, tree lined road course yielded the young racer second place behind Jim Clark’s works 18 and ahead of Trevor Taylor and Peter Arundell in the other two Team Lotus entries, Gerhard Mietter, Kurt Ahrens and many others in a huge 35 car grid.
Both these German races were significant international meetings, to finish so well up the field in a privately entered car on two long road circuits new to him showed he was no slouch- read about the perils of Solitude here; https://primotipo.com/2018/05/10/surtees-in-solitude/
Solitude FJ GP grid July 1960. Keith Ballisat Cooper T52 BMC, #1 Jim Clark, Lotus 18 Ford and #9 Juan-Manuel-Bordeu, Lola Mk2 Ford, #2 Trevor Taylor, Lotus 18 Ford and car #3 Peter Arundell similarly mounted (unattributed)JM Fangio keeps a paternal eye on Steve’s #18 Lotus 18 Ford at the start of the rather soggy 1960 Eifelrennen FJ. #2 is the second placed Lola Mk2 Fiat (Getty)
Closer to home he was second in the Anerly Trophy in June behind Trevor Taylor’s works 18 Cosworth, in August he had a DNF at Aintree with gearbox problems- there is then quite a gap to Oulton Park in late September where he was way back in nineteenth.
Mixing things up a bit, Steve entered the 18 April Lavant Cup at Goodwood in an F2 Cooper T51 Climax qualifying eleventh of nineteen cars but DNS.
There were 63 Formula Junior meetings in England and 75 in Europe in 1960- a driver needed to be in the car a lot to run with the best, a works seat being optimal of course, i think we can deduce that Count Stephen had talent- he finished two seconds behind Jim Clark at Solitude after 56 minutes of racing in a privately entered car, but it was not to be fulfilled without decent support or a much better seat.
Into 1961 Ouvaroff raced one of the Tom Hawkes and Adrian Gundlach built Ausper T3 Ford FJs.
Dick Willis notes that ‘he was a real “presseronner” in the Ausper. Although he did have some success, the works Lotuses were dominant with topline drivers on their team and the very latest engine tweaks…’
The Competition Cars Australia ‘works drivers’ season seems to have been split into two, whilst noting that half the results tables for the British FJ Championship have disappeared from the F2 Index site- which is a bummer. The first half of the season was devoted to European events, the second was spent closer to home in the UK.
The team entered Monaco but Steve failed to qualify his Ausper T3 Ford, missing the cut by six cars- Peter Arundell’s Lotus 20 Ford won from the Tyrrell Racing duo of John Love and Tony Maggs in Cooper T56 BMCs. Off to Rouen for the GP de Rouen on 4 June he finished well back with mechanical dramas, just in front of him was Denny Hulme in the New Zealand Grand Prix Racing Team Cooper T56 BMC- the Kiwi’s first European season.
He was out of the money again at Reims a month later and at Solitude, Stuttgart on 23 July where he had done so well the year before.
Back in England things were tough too- at Aintree on 7 August he was twenty-fifth where Peter Procter won in year old Lotus 18 Ford, at Goodwood a fortnight later the run of poor showings continued with a DNF due to overheating.
That BARC Formula Junior Championship meeting did have an Australian flavour though, Gavin Youl in the MRD Ford was on pole for the first heat in a great run for the Brabham marque and Jon Leighton’s Lotus 20 Ford was on pole for the second heat. Alan Rees Lotus 20 Ford won from Youl and Dennis Taylor, Lola Mk3 Ford.
Eighth in the September Trophy at Crystal Place was at least a finish on 2 September, and fourth at Oulton Park in the International Gold Cup meeting was more like 1960 form- Tony Maggs was up front that weekend in the Tyrrell Cooper T56 BMC proving, as they did many times that season that a Lotus Cosworth was not essential for FJ success in 1961.
On 30 September he was fifth in the Vanwall Trophy at Snetterton amongst a strong field in number and depth, Mike Parkes was up front in a Gemini Mk3A Ford. Off to Silverstone on 1 October where the strong run home at the seasons end yielded another fourth place, this time in the BARC FJ race one place behind Frank Gardner’s Jim Russell Lotus 20, the winner was Bill Moss in another Gemini Mk3A Ford.
It was a shame to end the season, and seemingly his race career, with a DNF at Snetterton on 8 October.
In a film obscurity Stephen crashed the Lister Jaguar chassis ‘BHL126’ on the set of MGM’s 1961 ‘The Green Helmet’, the car, registered ‘WTM446’ of course lived to fight another day.
Outside the cockpit Stephen married Aprille E Brighton in a society wedding at Brompton Oratory during December 1961 and settled in Drumhouse River Lane, Petersham, Surrey.
Ouvaroff established and operated the American Carriage Company in London for over 35 years, latterly with two of his sons, it specialised in the importation and sale of RHD converted American Cars. Paul Newby advises the business imported a dozen Holden Suburbans and Commodore Wagons from Suttons in Sydney via French domiciled ex-racer, uber-wealthy Arnold Glass at the turn of the century.
He remained proud and supportive of his Russian ancestry being involved in the annual Russian Summer Ball which was held to raise funds for a Russian charity and The London Cossack Association. Upon his death in 2017 he left his wife and six children.
For sure there is an interesting life to chronicle here in full- with six Ouvaroffs from his marriage there is no shortage of folks to find and interview in relation thereto- a project for another time!
Some of you Queenslanders must recall ‘Steve Ames’? I’d love to hear from you and similarly anybody in the UK familiar with Count Stephen Ouvaroff’s racing and business career.
Steve Ouvaroff, Lotus 18 Ford FJ, Silverstone 1960 (BRDC)
Etcetera…
‘Wheels’ January 1956
Photo and other Credits…
Many thanks to Paul Cummins and the Cummins Archive- sensational photographs, colour is so rare in Australia in this period. Paul hijacked my weekend I got so lost in the Count Stephen Ouvaroff research adventure!
Wheels magazine January 1956 via the Stephen Dalton Collection, British Racing Drivers Club, ‘The Ausper Story’ Dick Willis, F2 Index, David McKinney on The Nostalgia Forum, MotorSport July 1959, ‘Historic Racing Cars in Australia’ John Blanden, Paul Newby, Les Hughes
Tailpiece…
(Cummins Archive)
Let’s finish where we started, with Lago-Talbot T26C ‘110007’ the first of Doug Whiteford’s two such cars- the machine he used to win the 1952 and 1953 AGPs at Mount Panorama and Albert Park but not before the great Louis Chiron won the 1949 French Grand Prix in it at Reims.
Whiteford sold the car to Rex Taylor in 1954- here at Southport of course driven by Ken Richardson, the car then passed to Owen Bailey in late 1956 and then to Barry Collerson in late 1958. He raced it very skilfully in its dotage into 1961 before moving into more nimble mid-engined single-seaters and then spent a year or so racing F3 cars in Europe in the mid-sixties. Graham Thompson bought the Lago as club car in 1963 from Arnold Glass/Capitol Motors, the car passed through another owner or two before leaving Australia to be scooped up as an historic racer for the growing UK scene in the late sixties.
Bib Stillwell poses for the camera during the 1961 New Zealand Grand Prix meeting at the Ardmore Aerodrome, South Auckland. Bewdy’, nice cockpit shot of Stillwell’s Aston Martin DBR4/250 i thought- but upon closer inspection the negative is wrongly marked, it is not 1961 but actually two years before- 1959 or three, 1958 or perhaps even four, 1957 and Bib is aboard his Maserati 250F. Evidence includes the different screen, see the Aston’s below, fuel filler located in different spots and the Maserati cloth badge on Stillwell’s polo-shirt, you can just see a glimpse of that under Bib’s left wrist/glove.
In 1959 Bib finished sixth behind the three Cooper T45s of Moss, Brabham and McLaren and the 250Fs of Carroll Shelby/Harry Schell and Ross Jensen.
This time it is the Ardmore paddock in 1961 with Bib’s Aston Martin DBR4/250 ‘3’ taking centre stage.
To the left is the nose of the Glass Cooper Maserati, the #12 Maserati 250F is Stan Jones’ Maserati 250F raced by David McKay that weekend- DNF exhaust after completing 45 laps. The Cooper T51 in the right-rear corner of the shot is Jo Bonnier’s, the gearbox of which, repaired after practice, soiled itself again in the race after completing only half of the first lap. As to the Cooper T43(?) to the right, i shall take your advice. See this piece on the Aston Martin DBR4/250; https://primotipo.com/2020/05/08/aston-martin-dbr4-250/
Bib, sharing, almost alternating the mid and front engined collection of cars in his Kew, Melbourne workshop raced one of his Coopers the year before- 1960.
Check him out below running in fourth place just after the start behind the McLaren Cooper T45, Moss and Brabham Cooper T51s- Bib in #6 is similarly mounted as is the partially obscured car of Ian Burgess behind the Victorian.
#18 out left is David Piper’s Lotus 16 Climax, #17 is Johnny Mansel’s Maserati 250F, followed by the similar cars of Arnold Glass and obscured Ross Jensen #88 the Ron Roycroft Ferrari 375 V12- Stan Jones Cooper T51 is nipping inside the unmistakable nose of the Ted Gray driven wonderful Tornado 2 Chev. What a shame Lou Abrahams and Ted Gray didn’t take Tornado to New Zealand in 1958 and 1959, by 1960 it was well and truly all over red-rover for the big, front-engined beasties.
Brabham won from McLaren, Stillwell and Stan Jones aboard another T51.
Love this shot above, this time 1961 of one of the Rob Walker mechanics- is it Mal Simpson?, giving the lovely Rob Walker Lotus 18 Climax a bit of a whirl on one of Ardmore’s access roads.
I never bought the ‘biscuit box’ descriptor of the 18’s appearance, i’ve always thought they were sexy little things, far nicer than the Cooper T53, the only thing between Lotus world dominance in 1960 was the pox ridden Lotus sequential gearbox…without doubt they were the fastest tool of the year but far from the most reliable, an attribute Messrs Cooper, Maddocks and Brabham worked very hard to build into their new ‘Lowline’.
The NZ GP was won by Brabham from McLaren both aboard Cooper T53s from Graham Hill’s BRM P48.
Credits…
National Library of New Zealand, ‘TRS’- The Roaring Season, Euan Sarginson, Stillwell Motor Company, sergent.com
Tailpiece…
(E Sarginson)
First corner Ardmore Airfield 1961 shot by Euan Sarginson.
Ron Flockhart, Cooper T51 from #7 Moss, Lotus 18, Bruce McLaren’s Cooper T53 with Brabham right behind Bruce in another T53, then Innes Ireland #1 and John Surtees #2 aboard works Lotus 18s- all of these cars Coventry Climax FPF powered.
#20 is the Denny Hulme Cooper T51 Climax from Graham Hill, BRM P48, then finally the two Australians, Bib Stillwell’s Aston Martin DBR4 and Arnold Glass’ Cooper T45 Maserati.
Sixty-five thousand Kiwis basked in marvellous summer sun and saw Brabham win from McLaren Hill, Flockhart, Hulme and Clark- it was Jack’s third win at Ardmore.
Alex Strachan was the first to import a Lotus into Australia, and as a consequence he was appointed by Colin Chapman the first of many Lotus concessionaires over the years in this country…
The car was significant enough to make the cover of Wheels magazine, Alec’s race exploits in the car commenced the long run of success Lotus had on the circuits of Australia- the marque won an Australian Grand Prix- the 1968 race at Sandown in which Jim Clark’s Lotus 49 Ford DFW was victorious with one Gold Star Championship hard won by Leo Geoghegan, Lotus 59B Waggott TC-4V 2 litre in 1970.
Wheels reported that Alex Strachan was the President of the New South Wales North Shore Sporting Car Club and quoted the car’s vital statistics as 72bhp from the 1100cc Coventry Climax FWA four cylinder engine, 8 cwt in weight and a top speed of 110mph.
Doug Chivas was the lucky driver given the opportunity to race the new machine, these two photographs, I love the one below with the cravat blowing in the breeze, were taken at Mount Druitt on 24 April 1956- the cars debut meeting i wonder?
Australian racer/restorer/historian, the late Graham Howard later owned this Lotus 6 for decades and wrote about it on ‘The Nostalgia Forum’ during November 2004 ‘…the story in brief is this. Stan Brown who had spent some time with Williams & Pritchard before emigrating (from England to Australia), told me he built the replacement chassis for the Strachan Six after about three race meetings because the factory chassis repeatedly cracked- Strachan felt he could not sell Lotuses in Australia if his ‘demonstrator’ kept cracking its chassis.’
‘The locally built chassis used 2 inch bottom tubes because 1 7/8 inches as original was not available, likewise Stan used paired 1 inch square for the cross-member under the bellhousing and in certain places behind the seats because 2 inch by 1 inch was not available. The original panels fitted without drama and the swap was not publicised.’
‘The replacement chassis was far heavier, but it didn’t break (it twisted but didn’t break). The car therefore had most of its Strachan and subsequent history with the locally built chassis. The de Dion was production Mk 9 and in part of Strachan’s paperwork from the factory the car was actually described as a Mk 9.’
‘The original chassis was once owned by Paul Collins, was bought from him and built up into a race car by Eric Beatty, and is still running…The Viva (Vauxhall) powered car used one of Stan Brown’s own-Lotus like chassis and was completed by Bill someone from around Willoughby.’
’Stan built an unknown number and variations of these, some of them as “Slotuses” for Strachan to sell (i doubt that was in accordance with Alex’s agreement with Chappers!). They were longer and had fewer tubes. At least two of them have since become genuine Lotus Sixes. Strachan also had patterns made for the final drive case, the de Dion hubs and spiky-finned brakes and front and rear backplates, and castings were made and sold’ as per the June 1957 advertisement above.
Etcetera…
Credits…
Wheels magazine, Graham Howard, Stephen Dalton, AMHF Archives
Tailpiece…
(S Dalton)
Photograph of the ex-Strachan car during the March 2020 Australian Grand Prix carnival after Thursday afternoon’s historic demonstration, Paul O’Connor the current custodian, and cars at this particular event on the move were a very rare thing, Stephen Dalton was lucky enough to be there…
Appendix J tustle into Mountford Corner circa 1964- Alan Robertson’s Peugeot 203 dives under an FJ Holden, the finish line is only 500 metres away, perhaps this is a last lap lunge…
It’s a corker of a shot.
‘Longford 2’, who is he kidding, Longford 10 you may well reasonably say!
Everything in motor racing in moderation my friends, unless it comes to Lola, Lotus, Elfin, Rennmax, Bowin, Birrana or anything to do with Repco-Brabham, Alec Mildren Racing, Scuderia Veloce or Equipe Matich, Warwick Farm and most of all Longford where the rules of moderation simply don’t apply- just suck it up ok!?
Apart from my Longford fascination, Tasmania is one of my favourite states, on top of that I seem to be in a Covid 19 induced sixties nostalgia zone at present so I’ve mixed in some period Tassie snaps of interest- to me at least.
The wonderful racing photographs are by Lia Middleton’s mum, the ladies name would be great to know if someone can provide it, and Jim Langdon. Here we go with this Tasmanian assemblage.
(J Langdon)
Jack Brabham whistles into Mountford, Brabham BT7A Climax, South Pacific Trophy 1964…
Graham Hill won the race in the Scuderia Veloce BT4 from Bruce McLaren’s Cooper T70 and Frank Matich aboard another Brabham, this time a BT7A, all Coventry Climax 2.5 litre FPF powered.
Things must be going mighty goodly as Roy Billington even has time to laugh at one of Jack’s one-liners- Longford paddock with the Hewland HDS or is it HD5? and Coventry Climax FPF laid bare. This second in a series of three ‘Intercontinental Brabhams were very successful cars.
Brabham always had time for the punters didn’t he!? A smile rather than the death-ray stare of some others- a Pro our Jack.
(Middleton Family)
(C Raine)
I wonder if it was cheaper to travel by TAA Vickers Viscount or the Princess of Tasmania?
These days the plane is the ‘no brainer’ in terms of cost and convenience compared with the overnight ferry from Port Melbourne to Devonport but it may not always have been so, I wonder what the relative cost was.
The plane on the tarmac at Launceston.
(Middleton Family)
All the fun of the fair!
What a brilliant shot, doesn’t Mrs Middleton capture the mood of the meeting? Technically she has framed and cropped the shot beautifully. I wonder what year this Pit Straight bridge went in?
The shot below gives us a read in part on Don Gorringe’s business interests which funded his involvement and support of motor racing.
(Middleton Family)
1968 South Pacific Trophy field race in the dry, so it’s the preliminary ‘Examiner Scratch Race, contested over 12 laps, it rained cats and dogs on the Labour Day Monday public holiday.
The shot above is from towards the rear of the pack diving into the Viaduct- the two BRMs of Pedro Rodriguez and Richard Attwood, I can’t differentiate between the two, then the yellow Mildren Brabham BT23D Alfa Romeo of Frank Gardner on the outside, to FG’s left is his teammate Kevin Bartlett, Brabham BT11A Climax with the red/maroon car at the head of this pack, Piers Courage, winner of the very last Longford Tasman Cup event in his McLaren M4A Ford FVA.
In a short race of attrition, Graham Hill won from Jim Clark, both in Lotus 49 Ford DFWs and Frank Gardner’s Brabham Alfa- Clarkset a lap record of 2:14.7 during the race but this time was battered by Chris Amon in the Scuderia Veloce Ferrari Can-Am 350 which did a 2:12.6- Chris’ best was 10 seconds a lap better than second place man Ian Cook in Bob Jane’s Elfin 400 Repco 4.4 V8- Amon’s Ferrari was famously timed at 182mph on ‘The Flying Mile’.
The truck is heading in race direction towards Mountford Gate, Viaduct, I wonder what year this shot was taken?
(Middleton Family)
Local Longford racing club chief and landowner Ron McKinnon gives Jack Brabham and the race winner, Bruce McLaren a lift after conclusion of the 1965 Australian Grand Prix- McLaren drove a Cooper T79 Climax whilst Jack was aboard a BT11A and Ron an MGA. 1965 AGP here; https://primotipo.com/2019/09/27/longford-1965/
(D Febey)
No Australian kid’s summer holidays was complete without a holiday at the beach or in the local pool- you really were ‘posh’ if yer folks had a pool back then.
Just looking at this brings back so many memories, not the least of which was the difficulty of executing a ten outta ten dive whilst not landing on top of some schmo in the process- this is the pool at The Bluff in Devonport.
(Middleton Family)
Graham Hill looking a bit more earnest and focused than Jack in a similar car- a Repco Brabham BT4 Climax owned by David McKay’s Scuderia Veloce.
That’s him in the cap on the right with Bob Atkin and another fella pushing- Hill’s focus was rewarded, he won the 1964 South Pacific Trophy as mentioned earlier. Brabham BT4 here; https://primotipo.com/2016/10/16/point-of-sale/
Kings Pier, Port of Hobart in the mid-sixties. Salamanca Place and the Port is these days a wonderful place to stroll around and dine whilst still a working port (R MacFie)
Scuderia Veloce again, this time the great Spencer Martin kicking the tail of the Ferrari 250LM about with gay abandon in 1965, it’s one of the machines very first meetings- the exit of Mountford Corner with a very appreciative crowd.
These cars, production sports-racing Ferrari won Le Mans in 1965 after the top gun Ford GT40, Mk2 and Ferrari P2s dropped by the wayside, Jochen Rindt and Masten Gregory raced the winning NART entry.
I blew my tiny mind upon seeing these photographs of Minuet Stephens- they pinged ‘Queenstown’ in my mind but some of you Tassies can set me straight if I have that wrong, it’s only two years since the last time I swung through, it’s circa 1963 given other shots in this collection.
Isn’t ‘the rig’ amazing, what make and model is the home built caravan’s tow car or truck? The wow factor was succeeded by memories of long interstate trips Australian style before dual-lane highways became common in the eighties- Melbourne to Sydney then, about 500 miles now, was ‘a lot longer then’ on the Hume Highway as yer Dad’s 186cid HK Kingswood wagon was stuck behind outfits like this one and semi-trailers which did not gobble up the road as they do now. ‘How much further Dad?!’ every thirty minutes, its a wonder he didn’t strangle the three of us really.
I imagine on the relatively quiet roads of the Apple Isle this kind of touring would have been very pleasant indeed.
(J Langdon)
(J Langdon)
Bib Stillwell turns in for Mountford with Pit Straight, the Control Tower and Water Tower in the distance- Brabham BT4 Climax in 1964.
By this stage the ‘late blooming’ Melbourne car and aviation businessman had been a front-runner for a halfa decade, in fact he won his third Gold Star on the trot in this chassis that year, having won it in ‘IC-3-62’ as well in 1963.
A quick glance suggested BT11A to me- the airbox led me there but tell tales of BT4 are the external radiator pipe- it looks like a pinstripe and the location of the top front wishbone rear pickup.
The Aston Martin DB5 is rather nice too.
(J Buddle)
Groometals scrap metal warehouse and lead smelting establishment on the corner of Harrington and Warwick Streets Hobart and looking very much in 1998 just before its demolition, as it did in 1965.
The nostalgic observation here is that so many of our inner urban main arteries looked like this until these streets filled with restaurants and retail outlets instead of small business ‘workshops’ as the inner suburbs became places many of us wanted to live.
I gave my Formula Vee a birthday at the end of 1979- amongst other things the suspension was nickel plated and chassis sand-blasted and then stove-enameled in two different ‘shops in Bridge Road, Richmond which these days is all restaurants and retail outlets- many with ‘to lease’ signs reflecting the decade old on-line retail revolution and of course forty-five thousand coffee shops. Still it was forty years ago, so some change should be anticipated I guess!
(Middleton Family)
Look at that crowd on Pit Straight.
Look very carefully to the left and you can just see a couple of jousting Scots- Jim Clark’s Lotus 39 Climax is just in front of South Pacific Trophy winner, Jackie Stewart in a BRM P261 1.9 litre V8.
In the shot below Arnold Glass has neatly popped the nose of his ANF1.5 Lotus 27 Ford twin-cam into the Mountford haybales during the 1964 meeting- hopefully no great damage has been done in ‘The Mercury’ 10 lapper for racing cars.
Below is the business end of the monocoque Lotus 27 which very much apes the F1 Lotus 33 in basic specifications- chassis, suspension whilst noting the 1.5 litre FWMV V8 gave circa 210bhp whereas this 1.5 litre Cosworth built Lotus-Ford four cylinder engine gave circa 125bhp. Hewland gearbox of course, lovely Ron Lambert shot in the Longford paddock, the cockpit/nosepiece is off the car, perhaps being repaired…
(R Lambert)
The lighthouse supply ship SS Cape York off Maatsuyker Island on Tasmania’s southwest coast, mid-sixties (Nat Arc Oz)
(Middleton Family)
(Middleton Family)
A couple more shots on the approach and downhill plunge to The Viaduct.
The touring car experts can probably date the event- two EH Holdens chasing a trio of Morris Coopers- Barrett, Smith, Bromfield, Boot and Evan Thomas are the tips of racers Danny Newland and Barry Cassidy- as to the single seater race, who knows?
(M Stephens)
‘You muck around like a pack of old chooks at a Christening’ was one of my Dad’s sayings!
This group of ladies reminds me of my grandmother and her four sisters frocking up, hats and all for a family ceremonial occasion- like a Christening!
It reminds me how ‘white’ we all were too- Gough Whitlam finally repealed the ‘White Australia Policy’ in 1973 for chrissakes- Asian immigration was negligible until President Ford rang Malcolm Fraser and said ‘you pricks helped us create the mess in Vietnam so you malakas have to help mop it up’ or diplomatic weasel words to that effect anyway.
So now we have a wonderful, mainly harmonious multi-cultural mix rather than the mono-cultural Anglo society reflected in the scene of matrons above.
(Middleton Family)
Montford Corner again with a gorgeous Elfin Streamliner confronting a big special- wotizzit?
Huge crowd again, year uncertain.
( Middleton Family)
Ron McKinnon again this time aboard a Datsun Fairlady- his passengers appear to be Bruce McLaren and Graham Hill, so first and second in the 1964 Sou-Pac Trophy.
Never drove a Fairlady but did have a drive of its big-brother Datsun 2000 and couldn’t believe how much better a car it was than the MGBs i was looking at at the time.
(Libraries Tasmania)
(Libraries Tasmania)
I sorta missed the whole steam engined thing- Puffing Billy excepted, ten years older and it would have been front and centre for me in a way that it no doubt was for many of you.
These eight H Class locos are sitting aboard the ship ‘Belpareil’ at the Hobart docks, I cheated with the decade though, it’s October 1951. I wonder who the manufacturer was/is?, wonderfully five of these trains still exist.
(Middleton Family)
It’s rotating so hopefully the driver of the Humpy Holden missed the Mountford trees, the physics of it all is working in his favour I think. Who is it?
(Middleton Family)
The wonderful thing about Longford is that for every international who raced there the bulk of the weekends entertainment was provided by local/national drivers who got to play on one of the greatest, most challenging and dangerous road racing tracks in the world, as our Sprite friend, Chris Tapping is doing just here.
(C Broadfield Collection)
The gent in the hat does not seem phased at all by the sight of the yacht ‘Heemskerk’ being shifted by road from Sandy Bay, where it was built to the Hobart Port closeby where the owner Edney Medhurst launched the sleek hulled craft in 1953.
Credits…
Jim Langdon, Chris Raine Family, Lia Middleton Family, Rob MacFie, Daryn Febey, Minuet Stephens, Jeremy Buddle, National Archives of Australia, Libraries Tasmania, Craig Broadfield Collection, Ron Lambert
Tailpiece…
(M Stephens)
Another Queenstown shot i think, the most recent car is an EJ Holden so let’s date the queue of cars on the steam train as being circa 1963.
primotipo... 