Posts Tagged ‘1954 Australian Grand Prix’

Arthur Wylie, Javelin Spl/Wylie Javelin, Rob Roy, date uncertain, possibly 1952 (L Sims)

Bruce Polain, a prominent Australian historic-racer, historian and restorer wrote this tongue in cheek piece about how Arthur Wylie’s radical Javelin Special/Wylie Javelin could have changed the face of motor racing history. Bruce’s full ‘bio’ is later in this article…

‘In addition to my personal motor sport participation, I had for some years been a contributor to the motorsport media and one of the monthly contributions I made actually took over from an old acquaintance, Mike Kable who had moved to a full-time position with the Murdoch Press.  My new task was to assemble ‘Spotlight’ for the first magazine of its type in the country – ‘Australian Motor Sports’. Initially edited and published by Arthur Wylie, a well known driver and enthusiast, it is a collector’s item these days.

I also took photographs such as this cover shot of Ray Kenny driving Barry Collerson’s Lago Talbot T26C at Castlereagh Airstrip.

 

 Spotlight was fun as I made it my business to collate about forty snippets of information for each monthly edition of the magazine.  This meant my phone was often busy as I chased up the same number of informants.

 

My association with both Jowetts and Arthur Wylie was the catalyst that created an interest by me to purchase a racing car built by Arthur some fourteen years prior with support from the importers of Jowett. It used a Jowett Javelin engine that was supercharged but it was far more innovative than that, as the construction placed the engine behind the driver.  This was in the period when the only other post war race cars with a rear engine, used motor cycle engines. However, while the Wylie project was quite different to local thoughts, it was not in contravention to that permitted within Grand Prix car rules.  Furthermore, the rules at the time allowed engines up to 4500cc normally aspirated.  Or if supercharged, the engine capacity was limited to 1500cc – this latter was the concept that Wylie used. As it eventuated I purchased the supercharged Wylie Javelin in March 1963 and retained ownership until September 1997 and during that period it was actively used with many successes.

Bruce Polain with Arthur Wylie in his creation at Amaroo Park in 1976 (Polain)

 

However, it was at the 1988 Australian Bi-Centennial Meeting at Oran Park where the s/c 1500cc Wylie Javelin, built in 1950, had its first encounter with a Grand Prix Ferrari with an engine capacity of 4500cc. The latter being the actual car that won the British GP in 1951 when driven by the Argentinian driver Jose Froilan Gonzalez and it was still coloured in French Blue, as it was when raced by Louis Rosier in 1952.

 

It brings to mind the ‘wotif’ or ‘if only’ situation.

 

 

For instance, in Australia, during 1950 we had Wylie, an experienced race driver/engineer building a most innovative rear engined car that would likely fit the specifications for the Grand Prix Cars of the period but the car did not leave Australia as neither the thought nor the finance was considered.

 

Therefore, while the ‘if only’ situation of an Aussie Special contesting the 1951 British GP was never an issue, the possibility of such a contest could now be staged at Oran Park some 37 years later as both the subject cars were entered. On one hand we had the GP winning Ferrari in the capable hands of its current owner, Gavin Bain of N.Z. who expended huge effort creating a beautiful restoration which included repurchasing back from Australia the original V12 engine where it served time in Ernie Nunn’s record breaking speedboat – after Frank Wallbank of Auburn had remanufactured a new crankshaft and 12 con-rods. On the other hand the Wylie Javelin had also been well prepared for this event.

 

What an opportunity to revisit the past?

 

On the day, and in in a series of races for quite a number of historic cars, there was also ‘a race within the race’ – that of the Ferrari and the Wylie Javelin.  In short, a re-run of the ‘wotif’ British GP of 1951.

The day was incredibly hot – so I drained the radiator water and replaced it with 100% coolant.  Plus, each time we returned to our pit, my sons-in-law crew (Mark Woolven and Craig Middleton) had buckets of water to pour over the radiator to obviate after boiling – and it worked.  Despite the conditions the WJ ran like a clock. The two cars met on four occasions and in the first instance the Ferrari was in the lead – however then the Wylie Javelin increased its pace and for all starts the W.J finished narrowly ahead of the Ferrari. Such a result begs conjecture as to what would have been the case if, in 1951, Arthur and the Wylie Javelin had somehow made it to the British GP – would the rear engined revolution have started earlier?

 

Actually, because of limited funds the Javelin was not raced in the early years, but was hill-climbed successfully.  However, it did appear in the 1953 AGP at Albert Park and ran in sixth position until a spin resulted in the loss of three places, which position it held to the end.

Polain from Bain at Oran Park in 1988 (Polain)

 

We know that years later, Jack Brabham driving a rear engine Cooper finished sixth in the 1957 Monaco which signified a change, later confirmed by Stirling Moss in a similar car winning the 1958 Grand Prix in Argentina.   Clearly, Arthur Wylie was well ahead of his time. Sadly, neither the Wylie nor the Ferrari are likely to meet again as both cars have been sold – The Ferrari to England and the Wylie to South Australia where it sees little active use – its current role is as a display feature at a winery.

 

There was another car at this meeting that I had previously owned – the Maybach 3 (or 4 dependent upon who you talk to), photo below.  It was also a dominant car being powered with a 400 hp Chevrolet V8 and had achieved many successes in days gone by and had come from West Australia to compete.  Lucky for us the circuit did not suit the Maybach’s gearing and once again the W.J. prevailed…

 

(Max Stahl)

 

Bruce Polain…

 

Bruce Polain was a month old when his father carried him across the Sydney Harbour Bridge on opening day. His first involvement with motor sport was visiting Foleys Hill aged 16years 10months while on his ‘L’s, he first raced at Mount Druitt in his MGTC – when racing was only up and down the strip. After Mount Druitt was extended, he was part of the Daniel/Spring/Polain entry in the 1954 24 hour race where they won the open (sports) category.

 

Immediately thereafter he left for the UK season as spanner for Mike Anthony in Mk6 Lotus – Mike was number three and Colin Chapman drove the leading team car.  This was in the days when Chapman had a day job and Lotus was operating out of a single car garage at the back of his father’s pub. He attended the UK meetings with the Lotus and all the F1 meetings, plus the Le Mans 24 hour and Rheims 12 hour on a Harley Davidson.

 

After arrival back in Australia in 1955 he joined Manly Warringah Sports Car Club holding numerous committee positions and promoted regular Foley’s Hill events, 24 hour trials plus probably the most successful Schofields Race Meeting.  He inaugurated the Mona Vale Sprint and represented the club at CAMS State Council. He was appointed CAMS Noise Panel Chairman and awarded life membership by MWSCC.

He raced a Jowett Javelin at Bathurst 1957 plus innumerable club events which generated his interest in the Jowett based Wylie Javelin, which he purchased in 1963 in very sad condition. After being rebuilt over the years much work resulted in many successes- example Geelong 13.2  Silverdale 39.16. He eventually sold the unique car in 1997.

 

Into the eighties Bruce created and then ran on multiple occasions the ‘Seaforth GP’ which took racing cars to the streets of Seaforth (on Sydney’s North Shore) for three 2.35 km laps. It was an amazing promotion with free entry for driver’s and spectators and always plenty of media coverage on all four local TV networks.

 

As Stephen Dalton observed in contributing this – ‘appropriate to combine AMS and the Wylie Javelin as one’. Indeed! Photograph is of Arthur lined up for the 18 July 1953 Fishermans Bend quarter-mile sprints (S Dalton)

 

Apart from salvaging the Wylie Javelin from destruction Bruce purchased the ex-Paul England Ausca chassis/body then sourced wheels, Repco Grey engine/gearbox and diff to bring the car back to life, winning at Amaroo in its first appearance. He purchased the ex-Barry Garner Rennmax in bits and again rebuilt it, as well as a Ginetta GT4, began the process for the Thompson Ford and also campaigned a very early Mallock U2. In 1983 he purchased one of Australia’s great racing cars, the Repco Research built Maybach 3 from Lance Dixon. The car was substantially reconfigured by Ern Seeliger after Stan Jones and Repco put it to one side with Stan’s purchase of a Maserati 250F- Ern replaced the Maybach six with a Chevrolet small-block V8, De Dion rear suspension and other changes. In Bruce’s ownership  its handling problems were solved with the intention of racing it in the UK in partnership with Arnold Glass where Arnold then living – however the Poms would not accept Maybach’s heritage so the car was sold.

 

In addition to the ‘Spotlight’ snippets in Australian Motor Sport he has contributed race and vehicle reports to Sports Car World, Racing Car News and other magazines – and with the knowledge gained from this pursuit plus the time spent on CAMS State Council has expended much effort on bringing to to CAMS attention many of its deficiencies.  In the interim he was the major contributor to the concept of (non-CAMS) ‘GEAR’ and awarded a life membership. GEAR has now been successfully extended to Queensland.

 

When CAMS closed Catalina Park, Bruce was somewhat disenchanted so formed ‘Friends of Historic Catalina’ $40 entry. John Large, then President of  CAMS was one of the early members) and spent funds on fence repairs, trimming undergrowth and patching tar- then (courtesy of the Navy, another story) painted the Armco battleship grey, the DSR were so impressed they renewed the licence without consulting CAMS (another story). The circuit was then used for lap dashes for another ten years. When the period for review came, CAMS (although invited, another story) did not officially turn up and that is why the circuit was closed. These days the circuit’s closure is said to be due to indigenous or noise reasons but Bruce claims that is incorrect, as at the time it was just the normal 10-year reassessment, as required under the Local Government Act, that applies to many council operations. That years later, council assigned the area to an Aboriginal Group was not the issue at the time- that latter decision was merely to devolve themselves of the responsibility of maintenance which automatically occurred whilst there was income from motorsport.

 

Professionally he has served decades as a shipping traffic manager, property developer, grazier and executive accommodation operator.  Married since 1960 to Tilli – one son and three daughters – Currently writing his memoirs which may put a new slant on CAMS History given that the current CEO rejects consultation.

 

Javelin Special Technical Specifications…

As reported in-period in MotorSport

 

 

Changes to the cars specifications from the above include a Marshall M200 supercharger, replacement of the Norton gearbox with a close ratio Jowett box which drove through a Ford differential with open driveshafts,. Early in the cars life the swing axles were replaced by a De Dion rear end and torsion bars donated by a Javelin.

 

(ACCM)

Bruce with plenty of interest (above) at a race meeting in the mid-nineties. Inherent design brilliance clear- mid-engine, Jowett low flat-four aluminium crankcase, cast iron head 1486cc, OHV, two-valve engine, its only the supercharger which makes the motor look ‘big’. Ron Reid’s Sulman Singer trailer in the background an ever-present member of the Oz historic scene for decades (still is, the car is now in his sons hands)

(ACCM)

Grainy photograph above shows SU carb at top-left, supercharger and inlet manifold. Standard Javelin heads were modified to allow the exhausts to exit to the rear.

(ACCM)

Photo above included to show the cars wonderful lines- and a great overhead shot of the suspension. You can see the De Dion tube, exposed axles and twin radius rods. At the front you can see the transverse leaf spring. Twin-fuel tanks, one each side of the driver, whopping big steering wheel and left hand change for the four speed Javelin close-ratio gearbox.

(ACCM)

Three little shots above.

To the left shows the chain drive from the crank to blower. In the middle a clearer one of the front suspension which comprises top transverse leaf spring, lower wishbones and co-axial shocks. Front radiator is clear as is the ‘semi’-spaceframe chassis. The far right shot is rear suspension detail- to the right the De Dion tube and to the left the open driveshafts/axles from the Ford differential.

In terms of the rear suspension, Bruce comments; ‘The torsion bar rear end was very clever- the two torsion bars (one either side) run alongside the chassis tubes with the ride height adjustment at the end- all of it was ex-Javelin and standard. As built it would have been fine on those rough circuits but for the later hot-mix variety I softened the suspension with positive results. I took a couple of leaves out of the front transverse spring and ground about thirty thou off the two rear torsion bars- it worked fine’.

The two two photos below ‘bring it all together’.

The first shows the chassis devoid of bodywork and the two side fuel tanks. It shows the two main chassis tubes and additional structural elements, can we call it a ‘semi-spaceframe’?

(SCW)

 

(SCW)

The other shot above reveals the key mechanical components and their justaposition- Jowett engine and four speed gearbox with the shortest of prop-shafts joining a Ford differential. Open axles and De Dion tube with two forward radius rods each side. Neat, clever, simple.

 

Arthur Wylie and his (and brother Ken’s) Javelin Special, with Wylie looking suitably nautical- I wonder what yacht club it is, in the 1953 AGP Albert Park paddock. Note attention to detail of the new car with its neat little grille and bonnet badge.

 

‘In Period’ Race Record of the Wylie Javelin…

 

The ‘Javelin Special’ appeared on Jowett agent ‘Liberty Motors’ stand at the 1951 Melbourne Motor Show.

Motor Manual reported that ‘One of the most interesting exhibits at the show…was the first pubic appearance of the Javelin racing car designed by leading driver Arthur Wylie. The little rear-engine car took pride of place on the stand and was painted vivid yellow’.

Wylie was dealing with a few health issues as the car was completed, as a consequence the Javelin’s competition debut was delayed- Stephen Dalton’s research shows he entered three races at the October ’51 Bathurst meeting, listing two different engine capacities, 1499cc and 1501cc to get under and over 1500cc, but did not appear, the reason given was ‘driver with a ricked back’.

The car finally appeared at the Rob Roy Hillclimb, Melbourne Cup Day meeting on 6 November 1951.

He set a time of 27.42 seconds in the first of three runs throughout the day, on one of his runs AMS notes he spun at ‘Tin Shed’ and went across the Spillway backwards whilst feeling the limits of his new car. I wonder if his concerns about the suitability of the swing-axle rear suspension started then?!

During that notable meeting Jack Brabham won his first road-racing Australian title- the 1951 Australian Hillclimb Championship driving his ‘Twin Special Speedcar’ dirt track midget, which, with the addition of front brakes satisfied the scrutineers of its eligibility.

Jack Brabham at Rob Roy during his November 1951 Australian Hillclimb Championship winning meeting ‘Twin Special Speedcar’ (L Sims)

In November 1951 Arthur contested the Victoria Trophy at the LCCA’s Ballarat Airfield meeting, he struggled during the 17 lap handicap race as ‘all his gears had left him except for top’.

He took a class win at Rob Roy in March 1952 and on the  Templestowe Hill that June.

In November 1953, by then with the De Dion tube rear suspension fitted, he took the Under 1500cc record at Rob Roy in the Australian Hillclimb Championship- and was third outright.

Arthur Wylie, Javelin Spl, Rob Roy 1954 (Polain)

That same month Arthur and his brother Ken entered the revolutionary little car in the first Australian Grand Prix held at Albert Park on 21 November. It was the circuit’s first meeting, and notable as the first AGP held in a major population centre or city.

Graham Howard’s ‘History of The Australian Grand Prix’ records that the ‘Most opportunistic start of the field had been made by Wylie’s yellow Javelin, a very accelerative little car, and he strung together a series of openings to be sixth (momentarily fifth) as the field swept through the very fast corners on the opposite side of the lake- and then on the quick left hand kink outside the football ground he lost it and had to wait for most of the field to go past before he could rejoin’.

Lex Davison’s new HWM Jaguar passes the spinning Arthur Wylie on lap 1 of the 1953 AGP, Albert Park (SCW)

Both Wylies drove the car, they managed to finish ninth overall despite a slipping clutch. Bruce observes that the car then had no baffle behind the radiator and in such a long race both brothers suffered from heat exhaustion as a consequence.

The sophisticated nature of the car (below) and it’s unusual appearance drew crowds of people eager to have a look at the Javelin’s secrets, developed as it was by a talented young local.

Sensational 1953 AGP Albert Park paddock shot from the Dacre Stubbs archive. Stunning engine detail inclusive of SU carb, Marshall blower, water header tank, clutch linkage atop Javelin gearbox- and bottom right, one of the two main chassis longerons. Workmanship and attention to detail clear (Dacre Stubbs)

 

Ken Wylie, Javelin Spl ahead of Jack Brabham, Cooper T23 Bristol, Victoria Trophy, Fishermans Bend 1954 (SLV)

Stan Jones ran the car when offered it by the Wylies when his own Cooper failed at Templestowe, Jones took the car to a class record of 61.51 seconds.

At Fishermans Bend in March 1954 (photo above) Ken Wylie contested the Victoria Trophy finishing third behind Stan’s Maybach and Jack Brabham’s Cooper T23 Bristol. In a strong performance Wylie was in second from lap 23 and appeared set to finish in that slot until slowed by tyre wear allowing Jack ahead.

Wheels have it that Arthur drove the car to 3rd in the 1954 Victoria Trophy but it was brother Ken Wylie at the wheel that day

The following week Rob Roy succumbed to the little cars speed, Wylie set a class record with a race report recording that ‘this car is a very consistent performer and shows a clean pair of wheels to many of the larger racing machines in the longer road events’.

The brothers took the car to Orange at Easter 1954 contesting a series of races at Gnoo Blas- second in a 22 mile handicap and victory in the Redex 45 mile scratch race at an average speed of 95mph a good yield for the weekend. The Javelin was recorded at 132mph using a 3.3:1 rear axle.

Arthur Wylie and his steed at Gnoo Blas in 1954 (aussiehomesteadracing)

Wylie advertised the car in his Australian Motor Sports magazine in August 1954 and after listing its successes his ad said ‘contrary to what the armchair experts may say, the car has never blown a head-gasket, run bearings or broken piston rings etc. The car has the original motor’.

The little racer was bought by Arthur Griffiths of Toowoomba who air-freighted the car and trailer from Essendon Airport in outer Melbourne to Brisbane- the trailer was cut in half to fit into the aircraft and then welded back together again upon arrival in Queensland!

Leyburn was close by to Griffiths, success in September 1954 was achieved with a scratch race victory ahead of Rex Taylor’s ex-Whiteford Talbot-Lago T26C. Later in the day Griffiths won in front of Ken Richardson’s Cooper JAP.

Like practically every other racing car in Queensland, Griffiths entered the Javelin in the 1954 Australian Grand Prix held at Southport on the Gold Coast.

Motor Manual reported that ‘Arthur Griffiths…was one of Queensland’s main hopes in the race. For the first two thirds of the race he fought a continuous duel with Doug Whiteford (Black Bess Ford V8 Spl) but within a lap of Whiteford’s withdrawal the Javelin blew a cylinder head gasket forcing him out of the race’, he was in third place at the time. Lex Davison won this dramatic race in an HWM Jaguar.

I wrote about the 1954 AGP at Southport a while back, click here to read about it;

https://primotipo.com/2018/03/01/1954-australian-grand-prix-southport-qld/

Arthur Griffiths, Javelin Spl during the 1954 AGP (Polain)

 

Flat out during the AGP (E Hayes)

It was about this time the car obtained the name ‘Wylie Javelin’, which was thought to more appropriate after the car moved from Wylie ownership although its nickname amongst the racing fraternity was ‘The Goanna’ given the similarities in physical appearance of the reptile and car!

In March Griffiths raised the flying quarter class record at Leyburn from 112.7mph to 117mph but during the June meeting a rear axle failure caused a considerable rebuild- he was leading Geordie Anderson’s  Jag XK120 at the time. The car then passed back to Arthur Wylie in Melbourne before he sold it to Don Gorringe who was the Jowett agent in The Apple Isle, Tasmania.

Gorringe’s first meeting in the little machine was under the Wylie’s supervision- he contested the support events at the 25 November 1956 Tourist Trophy meeting at Albert Park, the wonderful photo below shows the car in the capacious park’s paddock.

(G McKaige)

 

Don Gorringe, Baskerville 1958 (Gorringe Family)

Gorringe had much success with the car and as a notable businessman about Hobart it was not uncommon for Don to drive the racer on the road, it was a quiet place after all!

(Gorringe Family)

I have written about the Tasmanian Youl brothers previously. The young graziers were making their way in motor racing, John was looking for the next step up from his Porsche 356 and in April 1958 acquired the Wylie Javelin racing it at all of the local venues.

He won races inclusive of setting a lap record at Baskerville, won a state hillclimb championship, took the Penguin Hill record- perhaps during the March 1959 meeting which he won, and finished third in the Australian Hillclimb Championship held at the Queens Domain, Hobart in November 1959- Bruce Walton in the Walton Cooper took the win that day, the second of six ‘on the trot’ championships Bruce won.

Youl completely rebuilt the car and commented at the time that it was the best handling machine he had ever driven. After he bought a Cooper T51 Climax to step into national competition the car lay idle for a while but was eventually taken to Victoria by John Sheppard on John Youl’s behalf- and was then sold to Victorian, Bob Punch.

When Punch offered it for sale, frustrated with its reliability, he was considering fitment of a Peugeot engine, it was at this point Bruce Polain came in- the little car was lucky Jowett enthusiast Polain came onto the scene then. The car was never cut and shut or butchered with other mechanicals in an effort to keep it competitive with more modern machines.

The racer continued to live an active life with Bruce a much loved member of the historic scene. It appeared at the first ‘All-Historic’ meeting at Amaroo Park in 1976 with John Youl as guest-driver in the Grand Parade.

In 1984 the Wylie Javelin toured New Zealand and continued to race all over Australia upon its return. In 1997 Bruce sold it, since then, sadly, the car has seen more sedentary use, somehow not right for such a significant and always raced machine…

Don Gorringe at the end of a race at Baskerville ahead of Stan Allen Fiat 1400 Spl with John Youl in the distance aboard the red Porsche 356 (oldracephotos)

Etcetera…

Stephen Dalton very kindly sent through this article on the new car from the June 1951 issue of Australian Motor Sports- before the car had first raced.

 

 

 

There is more- Sports Car World article…

Bruce has found an article about his car way back in 1966, it may be a bit challenging in parts to read but is included for completeness.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Credits/Bibliography

Bruce Polain, Australian Motor Sports, (ACCM) Australian Classic Car Monthly October 1996, ‘Historic Racing Cars in Australia’ John Blanden, Eric Hayes, George McKaige, oldracephotos.com.au, Max Stahl, Leon Sims Collection, Gorringe Family Collection, Martin Stubbs and Dacre Stubbs Archive, Stephen Dalton and his collection, Sports Car World

 

Tailpiece: John Youl, Wylie Javelin, Queens Domain, Tasmania, November 1959…

(oldracephotos)

Finito…

(B Thomas)

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

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

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

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

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

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

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

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

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

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

(Brisbane Courier Mail)

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

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

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

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

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

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

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

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

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

Maybach 2 in the very muddy Southport paddock- almost literally so (J Psaros)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Sounds fantastic to me!

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Survival was the whole story of this race.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Maybachs…

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

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

https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/

(Wheels)

 

 

Bibliography…

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

Photo Credits…

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

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

(HAGP)

Finito…