Posts Tagged ‘1963 Monaco Grand Prix’

jack monaco

Jack Brabham starts the plunge from the Casino Square to Mirabeau in his factory Lotus 25 Climax ‘R3’ during the 1963 Monaco Grand Prix…

Brabham was joined at ‘Brabham Racing Organisation’ by Dan Gurney in 1963, the lanky Californian left Porsche at the end of their F1 program. In 1962 BRO ran a car for Jack only in the teams first F1 season.

For 1963 both were driving the latest Brabham BT7’s powered by short stroke, fuel injected Coventry Climax V8’s. In first Monaco practice Jack’s Climax munched a valve, Jack flew the engine back to the UK in his Cessna to have it rebuilt it in time for Sundays race. The F1 racer of 1963 was a DIY kinda guy, if his name was Brabham anyway!

gurney

Dan Gurney’s brand new Brabham BT7 Climax, Monaco 1963, he was mighty fast if lacking in reliability and luck in that car that year! Famously the driver Clark came to respect the most. (unattributed)

In final practice Gurney lost the head off a valve, as had Trintignants Lotus 24, Roy Billington gave Jack the sad news when The Guvnor returned with his rebuilt FWMV from Coventry.

Brabham decided to start Gurney and withdraw from the race. The following morning having heard of Jack’s predicament Colin Chapman sportingly offered Jack a drive in the Team Lotus spare, ‘R3’ fitted with last years Weber carb Coventry Climax V8. Clark did a 1:35:2 in this car ‘just for fun’ only 9/10 of a second slower than his pole time in his race chassis towards the end of qualifying.

Chapman knew Jack was well familiar with the handling characteristics of the car as Jack acquired a Lotus 24 in early 1962, the spaceframe variant of the epochal, monocoque 25 whilst Ron Tauranac completed the build of Jacks 1962 and first GP contender, the Brabham BT3.

And so it was that Jack had the opportunity to drive a car he had wondered a lot about since driving his own Lotus 24 Climax for much of 1962. ‘That was a great gesture by Colin and i was delighted not to miss the race, but i can’t say i liked his car. If i thought my tube chassis Lotus 24 had been cramped, this Lotus 25 redefined the term. Its German ZF gearbox had a weird ‘upside down’ change pattern, and whilst i thought Dans feet were big, Jimmy’s must have been microscopic! The 25 seemed to have terrific traction and cornered well, but the gearbox got stuck in 5th twice and i had to stop to have it fixed and finished way back’ said Jack in Doug Nye’s biography of him. Click here for an article on this race and the Lotus 25;

https://primotipo.com/2015/03/03/lotus-25-jim-clark-monaco-1963/

monaco 1963

’63 Monaco GP lap 1, the field led by Hill’s BRM P57 1st and Clark’s Lotus 25 cl 8th exiting the Station Hairpin. Next is Ginthers BRM P57 2nd, Surtees’ Ferrari T56 4th, #7 is a flash of McLaren’s Cooper T66 Climax 3rd, #4 Gurney’s Brabham BT7 Climax DNF ‘box and the rest. (unattributed)

MRD, BRO and the 1962 Season…

Jack Brabham and Ron Tauranac formed ‘MRD’ Motor Racing Developments Ltd to build racing cars in 1961, their first car, the FJ MRD was raced by Aussie Gavin Youl that year.

The main games were both production racing cars and F1, ‘Motor Racing Developments’ jointly owned by Brabham and Tauranac built the cars and ‘Brabham Racing Organisation’ owned by Jack (at that stage) ran the F1 program; prepared and entered the cars and contracted commercial agreements to fund the program.

sandown

Brabham being pushed to the Sandown grid, March 1962. Brabham sold this Cooper T55 to John Youl who raced it very successfully over the next couple of years the car continually developed by engineer Geoff Smedley including fitment of a twin-plug 2.5 FPF built by Smedley, an interesting story in itself. (autopics.com.au)

Jack raced in the International Series of races in the Australasian summer in early 1962 in a Cooper T55 under his own ‘Ecurie Vitesse’ banner.

The car was his factory Cooper 1961 F1 chassis ‘F1-10-61’ the little 1.5 litre FPF used in GP events replaced by its big FPF brother, an ‘Indy’ 2.7 for the Antipodean F Libre races. He won at Levin in NZ and Lakeside Queensland, i reckon his last Cooper win was his victory in the ‘Sandown Park International’ on 12 March 1962 from Surtees and McLaren both Cooper T53 mounted.

jack caversham

Jack Brabham in his F1 BT3 derived BT4 ‘Intercontinental’ Formula Brabham powered by a Coventry Climax 2.7 litre FPF ‘Indy’ engine. BT4 used smaller tanks than BT3 and 15 inch wheels all round. Australian national F1 was F Libre at this time. AGP, Caversham, WA, November 1962. Bruce Mclaren won the race in a Cooper T62 Climax, Jack collided with another competitor. (Milton McCutcheon)

By the end of the year he was racing his own BT4, 2.7 FPF powered in the Australian Grand Prix at Caversham WA in November.

But first there was a season of Grand Prix racing to contest, BT3 wouldn’t be ready until mid year as the customer FJ program had priority; MRD built 11 BT2 FJ’s, BT3 and 3 BT4’s in 1962, not bad for a new concern!

‘Brabham Racing Organisation’ needed a car for Jack to race in both championship and non championship 1962 events in the interim.

Colin Chapman was more than happy to oblige, selling Jack Lotus 21 chassis ‘936’ and 24 ‘947’ to enable the Aussie to chase the prizemoney and championship points on offer.

The 21 was the factory 1961 F1 design, a beautiful chassis only let down by the lack of a suitable, modern engine, the old 1.5 litre Coventry Climax FPF even in updated Mk2 form was too long in the tooth to keep up with the Ferrari Dino V6’s in 1961. Mind you, the brilliance of Moss in Rob Walker’s Lotus 18 took two wins at Monaco and the Nurburgring and Innes Ireland one in his factory 21 at the season ending Watkins Glen round.

Chapman updated the Lotus 21 design into the 24 for 1962, adapting the chassis to take the new 1.5 litre V8 Coventry Climax FWMV engine and the suspension of his ‘experimental’ masterstroke, the Lotus 25, the first modern, monocoque single seater from which all such racing cars right through to the present owe their parental lineage.

24 chassis

Lotus 24 cutaway drawing. Multi-tubular spaceframe chassis, front suspension by top rocker and lower wishbones and coil spring/damper units. Rear suspension by reversed lower wishbone, single top link and 2 radius rods for lateral location, coil spring/damper units. Girling disc brakes. Wheelbase 91 inches, front track 51 1/2 and rear 51 3/4 inches. Weight 1036 lb dry. Fuel tank capacity 27 gallons. Engines Coventry Climax V8 or BRM V8, gear boxes 5 speed ZF or 5/6 speed Colotti Francis. A good Coventry Climax FWMV V8 developed around 181bhp@8200rpm in 1962. (unattributed)

Mind you, the customers of the 24 thought they were buying Cols latest design…

As is well known, the conceptual inspiration for the Lotus 25 was Chapman’s Elan road car and it’s backbone chassis; why not widen the ‘backbone’ to accommodate the driver, pop the fuel into the structure so created either side of him and get enhanced torsional rigidity for less weight, the primary objectives of the exercise?

Chapman sketched his ideas, the 25 was drawn by draftsman Alan Styman, the prototype ‘R1’ put together in the early months of 1962 in a partitioned part of Team Lotus workshop at Cheshunt by mechanics Dick Scammell and Ted Woodley working with Mike Costin, Lotus Engineering Director (and shortly the ‘Cos’ of Cosworth) and Chapman himself . Doug Nye; ‘Chapman suspected the concept might not work out, but would in fact revolutionise racing car design’

The 1961 Lotus 21 chassis frames torsional stiffness was only 700lb/ft per degree of deflection, the 24 frame was 10 pounds lighter bare weight (before brackets and aluminium fuel tanks) and had similar rigidity to the 21. The 25 weighed in at 65 pounds bare, ‘yet offered 1000 lb/ft per degree rigidity rising to what was at that time a staggering 2400 lb/ft per degree when the new Coventry Climax V8 was installed in its rear bay’ said Nye.

clrak tub

Clark all snuggled into his brand new Lotus 25 ‘R1’, Belgian GP 1962. Monocoque structure by rivetted D Shaped light alloy longerons with fabricated steel bulkheads to support suspension, steering and engine. Suspension, wheelbase and track as per Lotus 24. Engine Coventry Climax FWMV V8 and ZF 5 speed ‘box. Fuel capacity 32 gallons. Weight 990lb dry. (Yves Debraine)

Chapman justified the new type 24 customer design as against offering them the 25 saying ‘just in case the monocoque idea didn’t work out’. Many customers had ordered 24’s unsuspecting the works was going to be running something quite different and superior. From Chapman’s perspective it was simple; he could build and sell plenty of 24’s then, off the back of the speed of the 21 in 1961, the 25 was unproven and it would take months to fulfil the orders even if he could talk his customers into embracing what was a new concept. Better to ‘take the bird in hand’, Lotus Components could build the 24’s quickly allowing Chapman to focus on the new 25 and deal with the flack later!

Lotus 24 customers in 1962 included UDT Laystall 4 chassis, Rob Walker 2 chassis, Wolfgang Seidel, Team Lotus themselves and Brabham.

maurice

Maurice Trintignant in one of Rob Walkers Lotus 24 during the 1962 French GP. He was 7th and highest placed Lotus in the race won by Dan Gurney’s Porsche 804. (unattributed)

It’s interesting to reflect on Jack’s thoughts when the 25 was announced but he probably had more than a sneaking admiration for Chapmans ‘guile’, Jack and Chapman both ‘wheeler-dealers’ par excellence, one needed to get up pretty early in the day to get the better of them; if anyone ever did!

In any event, Jack was a racer, he needed to work with what he had knowing the BT3 was coming along later in the season and in any event the 25 might not work.

Jack’s 21 ‘936’ was first tested at Goodwood ‘I found one needed a shoehorn to fit into it-Colin Chapman seemed to build cars for midgets. But its ride was softer than any Cooper, its steering lighter and its handling good’ said Jack.

Only a few days later the car was destroyed in a workshop fire at the Repco facility in Surbiton where Tim Wall was preparing the car. Whilst fitting the battery a spanner shorted against one of the fuel tanks, making a small hole which then gushed burning fuel! Brabham and Wall ran out of fire extinguishers trying to control the fire and the fire brigade were unable to save the uninsured 21.

Chapman lent Jack the parts to build up another car which was ‘flung together’ in time for the Pau GP on 23 April. Jack qualified well in 4th but the car ran its bearings on lap 4.

The team rushed to make the ‘Aintree 200’, the following weekend but they missed practice, the car stripped its gears in the race which was won by Clark’s Lotus 24. Chapman and Clark let Jack drive the 24 for the first time in practice ‘Again i found it as tight as a sardine can’ quipped Brabham. Tight but fast!

By early May Jack’s 24 was ready, Roy Billington and Jacks team worked feverishly on the car to finish it at Lotus in Cheshunt in time for the ‘BRDC International Trophy’ at Silverstone on May 12. He was 13th on the grid and  finished 6th, the race won by Hill’s BRM P578. It was a good result, final chassis set-up was done by guesswork/the eye and the tacho drive failed.

dutch gp 1962

Brabham raced his Lotus 24 competitively in Holland before running into the spinning Rodriguez Ferrari 156. Q4, DNF on lap 4 upon Clark’s debut of the Lotus 25. (unattributed)

On 20 May the Lotus 25 made its race debut in Jim Clark’s hands at Zandvoort, Holland. The racing world drooled over ‘R1’ which Clark qualified 2nd and lead the race until clutch problems intervened.

clark zandvoort 25

Jim Clark debuts one of the most influential GP cars of all time; Lotus 25 Climax chassis ‘R1’ Zandvoort 1962. (unattributed)

24’s were entered for Trevor Taylor, Innes Ireland and Jack, the competitiveness of the chassis shown by Taylor’s 2nd place, Jack qualified very well 4th, but was punted out of the race by Ricardo Rodriguez’ Ferrari 156. The Mexican spun across his path as Jack lined him up for a fast downhill pass. The race was won by Hills BRM P57.

jack monaco

Jack blasts up Beau Rivage, Ste Devote in the background, Monaco 1962. Behind his Lotus 24 is Clark’s Lotus 25. Jim Q1 DNF with clutch dramas, Jack classified 8th. In the distance is one of the Ferrari 156’s. (unattributed)

At Monte Carlo Jack had ‘947’ flying, he qualified 6th and raced in 3rd until until a prang forced his withdrawal. He was classified 8th and quipped ‘I had a wishbone break-after i hit the barricade’ avoiding Phil Hill’s spun Ferrari 156 in Casino Square. Bruce McLaren won in a Cooper T60 Climax.

brabham 24 monaco

Brabham Lotus 24 Climax ‘947’ Monaco 1962. (unattributed)

Back in the UK a week later for the ‘International 200 Guineas’ at Mallory Park on June 11 he finished 2nd from 3rd on the grid and continued to get good experience of the new Climax V8 in the 24. Surtees was victorious in his Lola Mk4 Climax.

 

2000

Brabham, Lotus 24, ‘2000 Guineas’ Mallory Park. June 1962. (unattributed)

A week later at Spa on 17 June he qualified 15th having arrived late and had little practice but raced well finishing 6th. Clark took his and the 25’s first championship win.

There the handling of the Lotus ‘was simply evil-demanding the full road width at 150mph…the boys straightened out the bent chassis (damaged in the Monaco prang) in time for Reims’.

innes

Innes Ireland’s BRP/UDT Laystall Lotus 24 Climax being loaded at the 1962 French GP at Rouen. Innes Q8 DNF puncture on lap 1. Fine carefully faired rump on display, as is the rear suspension, typical layout of the day described in the text earlier. (unattributed)

At Reims for the non-championship GP he was 4th from grid 5 on 1 July, McLaren again winning in a T60 Cooper. Jack enjoyed a long high speed slip-streaming dice with Bruce and Graham Hill’s BRM and in the process forgot to switch to the reserve fuel tank late in the race.

Then a week later Jack contested the French Grand Prix at Rouen-Les Essarts qualifying 4th but failed to finish with a suspension breakage, a rear shocker mount had broken. Dan Gurney took a popular win in the Porsche 804 from Tony Maggs Cooper T60, a wonderful result for the young South African. Hill and Clark both had troubles.

jack aintree

Brabham firing up the Coventry Climax FMWV 1.5 litre V8 engine of his Brabham Racing Organisation Lotus 24 under the watchful eye of chief mechanic Roy Billington, Aintree, British GP paddock 1962. This shot shows the svelte lines of the car to good effect. (unattributed)

Back home for the British GP, that year held at Liverpool’s Aintree on 21 July he qualified 9th and raced to 5th. The new BT3 was nearly completed only difficulties finishing the complex ‘crossover’ exhaust system required by the early series Climax engines prevented its debut.

aintree 2

Brabham, Aintree British GP 1962. Lotus 24 Climax. (unattributed)

The BT3 ‘F1-1-62’ was completed the week after Aintree and run briefly at Goodwood before Coventry Climax dramas intervened…

The engine out of the 24 was slotted in and then tested at Brands ‘here at last was a modern F1 car into which i actually fitted. Its cockpit wasn’t too hot and most critically it handled beautifully. Ron really knew his stuff’ said Jack.

brands

Brands BT3 test in late July at Brands Hatch. Tauranac at left, Harry Speirs of Climax fettling the engine and Jack. (Jack Brabham Story)

The BT3 was taken straight to the Nurburgring for its GP debut.

jack umbrella

Brabham awaits the start of the very sodden German GP, the Nurburgring awash. He looks calm but it had been a fraught practice with the new car, the Climax V8 ran a bearing. (unattributed)

On the 5th of August BT3 finally made its GP debut at the Nurburgring, Jack was taking the new car gently but it still ran the bearings in his Climax engine.

The team built an engine from the bottom end of a Team Lotus unit and top end of the one in BT3, which was rough but allowed him to qualify. Jack’s spare was flown in that night to Cologne and fitted in the morning.

He qualified 24th but failed to finish with a throttle linkage which had been lashed up with extra springs to ensure it would close safely, throttle balance in the corners a real challenge, so he retired. This thrilling race in awful wet conditions, watched by over 350000 fans was won by Graham Hill, a supreme drive in his BRM P57 by 2.5 seconds from Surtees’ Lola Mk4 Climax and Gurney’s Porsche 804.

bt3 cutaway

Brabham BT3 cutaway. Muti-tubular spaceframe chassis. Front suspension by unequal length upper and lower wishbones with coil spring/Armstrong damper units. Rear by reversed top wishbones, wide based lower wishbones coil spring/Armstrong damper units. Girling disc brakes. Fuel capacity 26 gallons. Wheelbase, as for the Lotus 24 and 25 was 91 inches. Front track 52 and rear track 50 1/2 inches. Weight 1045 lb dry. Engine Coventry Climax FWMV V8 circa 180bhp@8600rpm, 6 speed Colotti-Francis gearbox. (unattributed)

brabham bt3 germany

Brabham’s first GP car, the BT3 Climax makes its debut at the Nurburgring 1963. (unattributed)

Whilst testing of BT3 continued Jack raced the Lotus 24 ‘947’ one last time in the 3rd Danish GP at Roskildering on 25 August winning all 3 heats in a real carve-up with Masten Gregory in a similar Lotus 24, and the event as a consequence.

jack portrait

Nice portrait of Brabham in his Lotus 24 Climax in the Aintree paddock 1962. Cars behind are the Lola Mk4 Climaxes of John Surtees and Roy Salvadori. (unattributed)

Back in the UK Jack contested the ‘9th Gold Cup’ at Oulton Park on 1 September, Clark won the race in his Lotus 25, he seemed to have more luck in the non-championship than title rounds in 1962, Jack was 3rd in BT3 having qualified 5th. The race was held over a full GP distance so provided valuable mileage for the new car.

A critical learning was that the brake pads had worn after only 40 laps of a total of 73, the discs were increased in size from 9 to 10.5 inches and spring rates stiffened, the body was also ‘tidied up’ post Oulton.

gold cup

Brabhams BT3, Oulton Park ‘Gold Cup’ September 1962. (unattributed)

Jack elected to miss the Italian Grand Prix on September 16 in order to better prepare for the ‘away races’ at the end of the season; the non-championship Mexican GP and final championship rounds at Watkins Glen and Kyalami. Graham Hill won at Monza from teammate Richie Ginthers BRM P57, Clark started from pole but this time gearbox dramas caused a lap 12 DNF.

jack US

Brabham BT3, US GP. (George Phillips)

The US Grand Prix was held at Watkins Glen on October 7, Clark won the race from Hill and in so doing kept his championship hopes alive, the title was decided in the final round in South Africa.

Jack had a competitive run finishing 4th, having a big dice with Gurney and McLaren, despite his Colotti box jumping out of gear and qualifying 5th, the ‘Automobile Year’ report stating Jack ‘created a sensation in qualifying’ with what was still a new car.

The non-championship Mexican Grand Prix was contested by many of the GP teams on 4 November as it was close to the US Grand Prix in both time and proximity. The event was a tragic one; Ferrari had not entered but local star Ricardo Rodriguez, a Ferrari driver that year was keen to strut his stuff in front of his home crowd at the Magdalena Mixhuca circuit at Mexico City.

He approached Rob Walker who entered the 20 year old in his Lotus 24 Climax.

Jack’s Lotus 24 ‘947’ was lent to John Surtees for this race and was a ‘bit player’ in the sequence of events which lead to Ricardos death.

Rodriguez had fastest time, which Surtees then pipped in ‘947’. Rodriguez kissed his father on the hand from the cockpit of the Lotus and went out to attempt to retake pole to keep the faith with the thousands of his countrymen who had turned up to see him.

ricardo

Poignant and sad shot. Ricardo Rodriguez kisses his fathers hand, youngest brother Alejandro looks on and drives the Rob Walker owned Lotus 24 Climax to his death. Mexico 1962. (unattributed)

The poor driver had a massive, fatal accident on the dauntingly fast Peraltada corner.

Some reports say their was a right rear suspension failure on the Lotus, others that he was simply going too fast in a car he wasn’t familiar with. Innes Ireland’s account in his autobiography of the differences in handling of the Lotus 24 and Ferrari 156, he raced both in 1962, is that they were considerably different. Its possible given his limited time in the Lotus that Rodriguez made an error as a result of the differences in handling characteristics of the different chassis’. Whatever the case the young driver was dead.

Clark and Trevor Taylor shared the winning Lotus 25 from Jack’s BT3 and Ireland’s Lotus 24.

mexico

Jacks BT3 2nd leads good mate Bruce McLaren’s Cooper T60 Climax DNF engine in the 1962 Mexican GP. 4 November. (Dave Friedman Collection)

John Surtees, in Jack’s Lotus 24 qualified 4th in front of Jack in 7th but had ignition failure in the race and failed to complete a lap. ‘947 was then sold to Syd van der Vyver in South Africa. It was subsequently destroyed in a workshop fire there, it and Jack’s Lotus 21 ‘936’ have been ‘reconstructed/rebuilt/rebirthed’ and run in Historic Events to this day.

At Kyalami on December 29 Jack had another competitive points winning run again finishing 4th, despite a gearbox jumping out of 3rd and 4th gears. Jack experimented with the first Hewland gearbox in BT7 in 1963 and in so doing ended the gearbox unreliability for the non-BRM British teams of the era, Mike Hewland’s transmissions amazingly robust.

All of the South African GP drama was centred on the battle for the championship between rivals and friends, Clark and Hill.

Clark led from pole and had the race ‘in the bag’ but as was so often the case in 1962, whilst the Lotus 25 was easily the fastest car it was not the most reliable. Races were lost due to engine, gearbox, clutch and other component failures, and so it was that Jim retired on lap 61 of the 82 lap event with an engine losing oil, a liquid which cannot be replenished during a race.

Hill took a popular race and drivers championship win, and BRM’s only one as a manufacturer.

solitude

Brabham races to victory in BT3, the first GP win for Brabham as a marque, at Solitude, Stuttgart 28 July 1963.  (unattributed)

BT3 raced on into 1963 and GP Success…

Ron Tauranac developed a new car for 1963, the BT7 which was a lighter and cleaned-up BT3, Gurneys car 2 inches longer in the wheelbase than Jack’s in an effort to keep the lanky Californian comfier than Jack had been in Chapman’s Lotus 24!

Jacks BT7 was not ready until later in the season, he ran BT3 at Monaco before the Climax engine failure, racing the Team Lotus 25 and at Spa before using BT7 in the championship events from the Dutch GP in June.

Fittingly BT3 won Brabham’s first GP as a manufacturer when Jack won the Solitude GP, near Stuttgart, Germany on 28 July 1963 from Peter Arundell’s works Lotus 25 and Innes Ireland’s BRP BRM. The circuit was majestic, 7.1 miles long with many fast corners through pine forests with average speeds of over 105 mph, it was a fitting place to take such a win.

solitude turner

Solitude GP 1963. Brabham’s #1 BT3 1st from #30 Jo Bonnier’s Cooper T60 Climax 9th, #16 Trevor Taylor’s Lotus 25 Climax ‘R3’ DNF, the car Jack drove at Monaco that May, the red nosed Lola T4A Climax of Chris Amon DNF #2 Innes Ireland BRP BRM 3rd, #17 Peter Arundell’s Lotus 25 Climax and the red Lotus 24 BRM of Jo Siffert DNF. (Michael Turner)

solitude article

‘Autosport’ 1963 Solitude GP report

Solitude was truly an amazing feat for a newish marque. Jack famously became the first man to win a championship GP in  a car of his own name and manufacture at the French GP in 1966, when BT19 Repco took the chequered flag.

BT3 was also used by Jack to win the Austrian GP at Zeltweg on 1 September from Tony Settember’s Scirocco BRM and Carel de Beaufort’s Porsche. Raced by Denny Hulme to 3rd in the Kanonloppet at Karlskoga, Sweden behind Clark and Taylor’s Lotus 25’s on 1 August, BT3 was retained as BRO spare car for the balance of 1963.

Sold to Ian Raby for the 1964 season and a life in British Hillclimbing after that before being restored by Tom Wheatcroft in 1971 and an exhibit of his fantastic Donington Museum. In more recent times BT3 has been sold and is ‘historic raced’ which seems fitting for a car so significant in laying the foundations of success for Tauranac and Brabham all those years ago…

goodwood

BT3 at the Goodwood Festival of Speed in 2012. (oldracingcars.com)

Team Lotus sorted the 25 over the ’62/3 winter into a more consistent, reliable package, Doug Nye credits Len Terry for his role in finessing and fettling the car and Coventry Climax also developed the engines further.

Not only was the Lotus 25 and its successor 33 the best package of the 1.5 Litre F1 but one of the ten most important GP designs ever…no doubt Ron Tauranac had a good, long, hard look at Jacks sister Lotus 24 as he finalised the design elements of BT3 in the early months of ’62.

ickx

Victorious spaceframe amongst the monocoques; #6 Jacky Ickx in his winning Brabham BT26A Ford, #7 Stewart Matra MS80 2nd, Rindt Lotus 49B DNF and Hulme McLaren M7C DNF, all Ford powered. German GP 1969. Tauranac evolved his Repco powered 1968 BT26 into the Cosworth powered BT26A for ’69, Ickx also won at Mosport, Canada. Ron was using aluminium to provide some additional structural stiffness to his multi-tubulat masterpieces by then. (unattributed)

One of the bits of history which amuses me, small things amuse small minds, granted! is that despite the undoubted technical advantages of a monocoque chassis over a good-ole spaceframe, Tauranac’s Brabhams won GP’s with spaceframes right to the end of the sixties; his 1968 design BT26, won 2 Grands Prix for Jacky Ickx in 1969, let alone the titles Ron and Jack took in ’66 and ’67! So theory and practice sometimes diverge.

Tauranac’s first monocoque GP Brabham, the 1970 BT33, a change forced by regulations demanding ‘bag’ fuel tanks (his 1968 BT25 Indycar was his first monocoque) was a ripper car, one of the seasons best, it should have won at least 3 GP’s (South Africa, Monaco and British) instead of the one it did and Jack with luck, could have taken a title in his final, 1970 F1 year.

clermont

Brabhams BT33 3rd ahead of Hulme’s McLaren M14D 4th and Peterson’s March 701DNF a Ferrari 312B in the distance. Rindt’s Lotus 72 Ford won. French GP, Clermont Ferrand 1970. BT33 took a win for Jack in South Africa in 1970, Tauranac’s first GP monocoque. (unattributed)

Back to the period at hand; 1962’s BT3 evolved into 1963’s BT7, a very competitive package in the hands of both Jack and particularly Dan Gurney who became the driver the era’s undoubted star, Jim Clark feared the most.

There would be Brabham wins in the 1963-65 period but not as many as there should have been with a series of problems/preparation errors and bad luck of the type Team Lotus experienced in 1962, a story for another time…

Etectera…

Lotus 24.

24 outline

Lotus 24 outline. (unattributed)

dutch

Brabham, Lotus 24 Climax, Dutch GP 1962. (unattributed)

monaco 62

Jack Brabham Lotus 24 Climax Monaco 1962 (John Hendy)

Brabham BT3.

bt3 outline

Brabham BT3 outline. (unattributed)

The photos below by George Phillips were taken of BT3 on 29 July 1962 at MRD’s New Haw Lock factory beside the River Wey navigation canal adjacent to the old Brooklands circuit.

brabham 1

Profile of BT3 (George Phillips)

brabham 2

Cockpit shot of BT3 also shows the spaceframe chassis and unusual front suspension, beefy upper wishbone and single lower link (George Phillips)

brabham 3

BT3 Rear wishbone upper and lower suspension, Weber carbed Coventry Climax FWMV engine in 1962, Colotti-Francis 6 speed ‘box. (George Phillips)

brabham 4

BT3 CC FWMV engine layout, spaceframe chassis, vestigial roll bar!, 2 radius rods. (George Phillips)

brabham 5

BT3 butt shot. Nicely faired engine, inverted upper wishbones. (George Phillips)

brabham 6

BT3 front detail. Spaceframe of 18 guage steel construction, Smiths instruments, LH change for Colotti ‘box, front suspension detail including odd top wishbone. (George Phillips)

BT7 1963 Future.

jack nurburgring

Brabham’s own spaceframe 1963 vintage. Jack in the Nurburgring paddock in a BT7 Climax, an evolution of BT3, 1963. (unattributed)

Bibliography…

Doug Nye ‘History of The GP Car 1965-85’, ‘Automobile Year’ # 10 and 11, Doug Nye ‘The Jack Brabham Story’, silhouet.com, oldracingcars.com

Photo Credits…

The Cahier Archive, Dave Friedman Collection, Milton McCutcheon, Yves Debraine, John Hendy, George Phillips, autopics.com.au

Tailpiece: Brabham debuts BT3 Nurburgring 1962…

What a sense of achievement and anticipation Brabham must have felt as he set off on his first laps of The ‘Ring in BT3, in his wildest dreams i doubt he would have imagined the success of the following years?!

jack ring

(The Jack Brabham Story)

Finito…

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The beautifully finished and trimmed cockpit of Clarks’ Lotus 25 at Monaco 1963. Leather bound Mota-Lita steering wheel, a dash full of Smiths instruments including its famed chronometric tach and right hand change for the 5 speed ZF ‘box. Naked aluminium of the monocoque chassis below the shift lever. (Yves Debraine)

The tell-tale on Jim Clarks Lotus 25 after his retirement from the 1965 Monaco Grand Prix is at 9500rpm…

He was comfortably in the lead of the race by 14 seconds when the car engaged 2 gears at once on the entry to the Gasometer hairpin. Graham Hill inherited a lead he maintained to the race’ conclusion.

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Clark in classical pose. Lotus 25 Climax. (Eric Della Faille)

The Lotus 25, the first ‘modern monocoque’ appeared at the Dutch Grand Prix in 1962 and was much copied for the 1963 season. For ’63 the car remained much unchanged other than small details and power increases from the Coventry Climax FWMV 1.5 litre quad cam, 2 valve V8.

Lucas fuel injection was adopted and a changed bore/stroke ratio allowed higher rpm and power.

Lotus retained the ZF gearbox but also tried a 6 speed Colotti-Francis ‘box and later in the season a Hewland 5 speed transmission which would soon become ubiquitous.

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Surtees gesticulating at the fast approaching Ginther. (Marti)

John Surtees and Richie Ginther in Ferrari T56 and BRM P57 respectively scrapped for much of the race, this shot is on the entry to the Gasometer hairpin. Ginther tries to pass with Surtees gesticulating in protest.

Ginther finished second to teammate Hill, with Surtees, sitting in a pool of oil and with falling oil pressure finished fourth and set fastest lap on the last lap and the lap record. McLaren was third in his Cooper T66 Climax.

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John Surtees eyes focused on a Monaco apex, Ferrari T56/156. (Yves Debraine)

Ferrari competed with interim cars for much of the season using the V6 engines which won the World Championships in 1961. The 1964 car appeared at Monza powered by a V8, the development of the car in ’63 setting up Surtees’ tight title victory in 1964.

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Surtees again, here chasing winner Graham Hill’s BRM P57. (unattributed)

clark monaco lotus 25

Clark enroute to what seemed a certain victory, before the intervention of gearbox dramas in his lithe, lissom utterly luvverly Lotus 25. (Unattributed)

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To the victor, the spoils. Graham Hill ‘The King of Monaco’ after the first of his 5 wins in the Principality. (Getty Images)

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Lotus 25 Climax cutaway drawing by James Allington…

This short article makes no attempt to put into perspective one of the most successful and influential racing cars of all time, the first ‘modern monocoque’ includes amongst its relatives all monocoque racing cars built since its debut at Zandvoort in May 1962.

‘Monocoque’ construction by riveted ‘D section’ light alloy longerons attached to fabricated steel bulkheads front and rear.

Front suspension by upper top rocker operating inboard mounted coil spring /damper unit, lower wishbone and adjustable sway bar. Rear suspension by upper top link, inverted lower wishbone and coil spring/damper unit and adjustable sway bars. Cast alloy uprights front and rear.

Girling disc brakes, rack and pinion steering.

Wheelbase 91 inches, track front 51.5 inches, rear 51.75 inches, overall length 146 inches, dry weight 990 pounds. Wheel sizes 5X15 front and 6 or 6.5X15 inches at rear.

Coventry Climax FWMV 1.5 litre 90 degree V8. Bore 67.8mm, stroke 51.6mm, 1496cc, Lucas fuel injection, compression ratio 10.5:1, weight 290lb, 194bhp @ 8500rpm.

ZF gearbox mainly used in 1963 but Colotti and Hewland also tried.

Clark and Chapman

Clark and Chapman with a ’63 spec 25, its essential elements as described above. (Unattributed)

Clarks 1963 Championships…

Clark Zandvoort 1963

Jim Clark, Dutch Grand Prix June 1963. Jim zooms his Lotus 25 between the North Sea sand dunes at Zandvoort on his way to victory. (Yves Debraine)

That Jim Clark and the Lotus 25 were the fastest combination in 1962 was not in doubt but Coventry Climax reliability was not as great as BRM’s that year. In 1963 the promise of ’62 was realised with Clark winning five Grands’ Prix and both the Drivers Championship for himself and the first Manufacturers Championship for Lotus.

Clark finished second in a Lotus 29 Ford in his first foray to Indianapolis and further demonstrated his versatility with wins in cars as diverse as the Lotus 23 sports car and Ford Galaxie touring car/saloon that year.

Clark became the standard by which other drivers were judged in 1963, if not earlier.

Auto Year 13

The cover shot of Clark is at the Dutch Grand Prix, Clark won on the 25’s debut there in 1962 and in 1963 and 1964, all in 25’s and in 1965 in the updated Lotus 33 also Climax FWMV V8 powered.

Oulton Park Gold Cup 1963…

clark winning oulton gold cup 1963

Not only did Jim Clark win the Oulton Park Gold Cup during 1963 but he also recorded some stunning in car footage at the Cheshire circuit in his Lotus 25, such footage very rare at the time.

There were four Non-Championship F1 races in the UK alone in 1963, lucky Brits! The footage is amazing on so many levels not the least of which is a drivers eye period view of the circuit; typical track edges, the lack of run off areas and the topography of trees, ditches and the like for the unwary…and this is a circuit devoid of the ‘special obstacles’ of the ultra dangerous road circuits of the day on which Clark raced. The Nurburgring, Spa, Reims, Pescara and Longford here in Australia spring to mind.

Ok, he is not racing but the precision and accuracy for which he was renowned is also on display…

An ace in every sense of the word.

clark atop 25 oulton park 63

Etcetera…

Lotus 25 camera car

Clark tootling thru the Oulton paddock in his ‘camera car’, its a bit hard to pick out the beefy mount against the dark background. And to think in the day of the ‘GoPro’ this was how it was done only a short time ago. Even when the specialists at Channel 7 in Australia popularised in car footage in the ‘Bathurst 1000’ in the late 70’s the heavy rig occupied a good percentage of the rear seat area…progress! (Unattributed)

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Photo Credits…

Yves Debraine, Eric Della Faille, Marti, James Allington cutaway drawing, Automobile Year 13, Peter Windsor

Finito…

 

 

 

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Jim Hall and Innes Ireland chewing the fat, no doubt swapping notes on the setup of their British Racing Partnership Lotus 24 BRM’s…

The Texan took a sabbatical from his growing Chaparral Sports Car program program at home to sharpen his skills in Grand Prix racing, fortunately for motor racing innovation he decided to focus more on the engineering aspects of his programs than his driving, having said that he was a driver of absolute world class, perhaps losing his ultimate edge after his big CanAm shunt late in 1968.

Ireland, the more experienced driver and a Grand Prix winner qualified an excellent 5th, DNF after an accident, Hall qualified 13th and retired on lap 20 with gearbox failure.

Graham Hill won the first of his 5 Monaco victories after Clarks’ Lotus 25 Climax gearbox locked. Richie Ginther, Hills’ teammate was second in another BRM P57 with Bruce McLaren 3rd in a Cooper T66 Climax.

Jim Clark won the drivers championship in the Lotus 25 Climax in 1963, Halls’ best results a 5th and 6th in Germany and Britain respectively. For Ireland, 4ths in both Holland and Italy yielded 6 championship points, 3 in total for Hall.

Hall had the ability to continue in Grand Prix racing but committed to the Chaparral programs in the domestic US sports car series which would become the CanAm Championship, and two fabulous years when his innovative cars wowed fans globally in the World Sports Car Championship in 1966 and 1967.

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Jim Hall cruising thru the Nurburgring paddock, German GP 1963. Lotus 24 BRM (unattributed)

 

jim hall mexico 1963

Jim Hall 8th in the 1963 Mexican GP, Lotus 24 BRM. Race won by Jim Clark, Lotus 25 Climax. (The Cahier Archive)

Credits…

The Cahier Archive

 

 

 

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John Surtees clipping the apex in Mexico in his North American Racing Team ‘NART’, factory, Ferrari 158. Ferrari was in dispute with the Italian national automobile club over its refusal to homologate his 250LM sportscar into Group 5 despite having not built the minimum number of cars to do so…the hissy-fit reflected in the cars being entered in the blue/white of Luigi Chinettis’ American NART rather than Italian national red…(Bernard Cahier)

John Surtees pilots his ‘NART’ Ferrari 158 to second place in the 1964 Mexican Grand Prix, clinching the drivers World Championship for him and the Constructors Championship for Ferrari…

On the day that Lewis Hamilton won the 2014 Championship i was flicking through some old magazines and reflected on the remarkably diverse career and achievements of Surtees.

In similar fashion to 2014 the 1964 title was also decided at the last race, in Mexico that year.

Graham Hill, Jim Clark and Surtees were all winners depending upon who finished where. In a race of changing fortunes Clark lead from the start, and was on track for the race win and his second title when his Climax engine started to lose oil and seized seven laps from the end. Surtees’ engine misfired early but sorted itself, teammate Bandini allowed him into second and the points he needed to defeat Hill, who had been given a ‘tap up the chuff’ by Bandini earlier in the race, causing a pitstop and damaged exhausts ruining his chance.

Mexico 1964, Surtees and Bandini

Surtees in his Fazz 158 ahead of teammate Bandini in the flat-12 1512 early in the Mexican GP (unattributed)

Dan Gurney won the race in his Brabham BT7 Climax and Surtees the title. He was to win only six Championship GP’s throughout his long career, 1960-1972, not reflective of his talent but indicative of team choice, he wasn’t always in the right place at the right time.

Drivers Mexico 1964

Gurney, Clark, Surtees, pensive as always and Phil Hill prior to the ’64 Mexican GP. Looks like Brabhams’ haircut behind Clark? (Bernard Cahier)

Famously the only driver to win World Championships on two wheels and four…

He was born into a motor-cycling family and progressed from his fathers’ sidecar to solos and many Norton victories, before too long signed by Count Agusta to MV.

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Surtees bump starts his MV350 prior to the start of his run around the daunting Isle of Man, Senior TT 1957 (unattributed)

The departure of Gilera and Moto Guzzi allowed Surtees and MV to dominate the bigger classes, he won 350cc titles in 1958/9/60 and 500cc championships in 1956/8/9/60.

Before too long he wanted to race cars, making his GP debut for Team Lotus at Monaco in 1960, he mixed cars and bikes that year his best result second in the British GP.

Surtees on the road Riverside 1960

Surtees being blown off by a Ford Fairlane…on the way back from Riverside, USGP practice 1960. Lotus 18 Climax. 2.5 FPF Climax an incredibly tractable engine! (Bernard Cahier)

Surtees Portuguese GP 1960

Surtees made his F1 debut with Lotus at Monaco 1960, mixing a season of F1 with winning the 350 & 500 titles on bikes…here at Oporto in the Portuguese GP, he retired on lap 36 having qualified on pole on this challenging road course. Lotus 18 Climax (Bernard Cahier)

He drove a Reg Parnell/Bowmaker racing Cooper in 1961 and a Parnell/Bowmaker Lola in 1962 commencing a relationship with Eric Broadley’s marque which continued for most of his career in categories outside F1…although the F1 Honda of 1967 was famously a ‘Hondola’, being the marriage of in essence the Lola T80/90 chassis with the big, powerful 3 litre Honda V12.

Surtees AGP WF 1963

John in the Lola Mk4A Climax enroute to 2nd behind Jack Brabhams’ Brabham BT4, both 2.7 Coventry Climax FPF powered. Australian GP, Warwick Farm, Sydney 1963 (John Ellacott)

The most productive phase of his career was with Ferrari from 1963 to mid 1966, winning in both sports cars and in F1…

The Palace Coup and Purge of key Ferrari staff in late 1962 gave Surtees his Ferrari chance, joining them in early 1963. Arguably he was a good bet for the 1966 Championship won by Jack Brabham but inept, political management by team-manager Eugenio Dragoni resulted in his departure from the team mid season, his talents rewarded with two wins for Cooper that season, he then moved to Honda.

Its ironic that Ferrari intrigue gave him his Ferrari chance, and Ferrari intigue got the better of his sense of fairness in the end, read the MotorSport article below for Surtees’ own version of these events.

Surtees and Hill Monaco 1963

Surtees (4th) leads Graham Hill (1st) at Monaco 1963, Ferrari T56 and BRM P57 respectively (unattributed)

Forghieri and Surtees Ferrari 1512

Surtees looks typically concerned, there are not too many smiley shots of ‘Big John’, this was a serious business and all too often he was far from happy with his mount! Mauro Forghieri adjusts his ‘wedding tackle’. Ferrari 1512 1965, Nurburgring…look at all those coils trying to spark the high revving 1.5 litre flat 12. Technically interesting car with the 180 degree flat-12 used as a stressed member, years before the much touted Lotus 43/49 deployed the technique in 1966/7 respectively. Look closely and you can see the engine attachment point to the cast rear chassis bulkhead. Chassis still semi-monocoque tho. And lovely V12 still a 2 valve engine, rev limit and higher-frictional losses of the 12 and power developed  did not outweigh its complexity and higher fuel consumption relative to the 158 V8 in 1964. By the end of 1965 Surtees considered the car to have a decisive advantage over any other car but time had run out…Ferrari expected the 1.5 F1 to continue on, this engine needed to peak 12 months earlier than it did. Ferrari won no GP’s in 1965, Lotus and BRM had the edge that year. (unattributed)

Ferrari 158 cutaway

Surtees 1964 championship winning Ferrari 158. Chassis semi-monocoque, aluminium panels welded to tubular steel frame. IFS front by top rocker, lower wishbone and coil/spring shock unit. Rear by single top link, inverted lower wishbone, twin radius rods and coil spring/damper units.Adjustable roll-bars front and rear. Dunlop disc brakes , 468 Kg total. Engine ‘Tipo 205B’ 1489cc 90 degree all alloy V8. Chain driven DOHC, 2 valves per cylinder. Twin plugs fired by Marelli coils (4) and distributor. Bosch direct fuel injection, 10.5:1 compression ratio, circa 220bhp @ 11000rpm. 5 speed transaxle with ratios to choice,’slippery diff’ (Bruno Betti)

Surtees Spa 1966

John avoided the multiple spins and accidents caused by the lap 1 deluge of the Belgian GP at Spa in 1966, winning the race. He was shortly to walk out of the team and with that action ended his, and Ferraris’ hopes of a World Championship that year. Camera crew handily placed on the Eau Rouge apex… (unattributed)

Surtees Ferrari 312 Monza 1966

Happy JS testing his F1 Ferrari 312 at Monza in 1966 before the Monza 1000Km race. Cars behind are Ferraris’; Dino 206S and P3. The event was in April ’66, Surtees had a win in a P3 partnered by Mike Parkes…Bandini in the drivers overalls and brown sweater ? (unattributed)

1966 was capped with a dominant win in the first CanAm Championship in his self-run Team Surtees Lola T70Mk2 Chev, defeating Mark Donohue in a similar car and Bruce McLarens’ own M1B Chev, the McLaren CanAm steamroller commenced the following year.

Las Vegas Can Am 1966

John Surtees in his Lola T70 Mk2 Chev leads the field into turn 1 at ‘Stardust International Raceway’, Las Vegas 1966. The hi-winged Chaparral 2E Chev’s of Jim Hall and Phil Hill stand out. #98 is Parnelli Jones, #18 behind Hill George Follmer, #43 Jackie Stewart and #6 Mark Donohue are all in Lola T70 Chevs. #4, 5 , 88 are McLaren, Amon and Masten Gregory all driving McLaren M1B Chevs…Surtees victorious that year in a field of great depth (unattributed)

The Honda RA273 was a big heavy car, the marriage of Lola chassis and Honda engine, the RA300, was more competitive winning Surtees his sixth and final Championship Grand Prix victory at Monza in 1967, just pipping Jack Brabham in a last corner tactical battle/sprint to the line.

Surtees South Africa 1967

Surtees in his Honda RA300, the big V12 ahead of Graham Hills’ Lotus 49 Ford. Clarks’ Lotus 49 won the race, his last GP victory. Surtees 8th, Hill 2nd Kyalami , South Africa 1968 (unattributed)

Honda withdrew from F1 to reappear in the 1980’s, Surtees F1 season with BRM in 1969 was a poor one, the Tony Southgate designed BRM P153/180 were competitive cars but John was a season too early, his timing again was not quite right.

Surtees BRM 1969 Spanish GP

JS 5th in the 1969 Spanish GP but 6 laps behind winner Stewarts’ Matra Ford in a debacle of a race when Rindt/Hill Lotus 49’s lost their rear wings…hi-wings banned at Monaco several weeks later. BRM P138. (unattributed)

Chaparral 2H Laguna 1969

The truly wild Chaparral 2H Chev 1969, Surtees wrestling with the beast at Laguna Seca. An article in itself deserved on this car, composite chassis, low, low driving position, raised at Surtees insistence, De Dion rear suspension and more…here in search of downforce with what, even by Jim Halls’ standards, is a BIG WING! (unattributed)

His 1969 Chapparral CanAm season was even worse.

Jim Halls 2H Chev was an extraordinary car of immense innovation, but was totally uncompetitive, despite the best efforts of development of both Hall and Surtees. The 2J ‘ground effect sucker car’ of 1970 was even more avant garde and competitive but Jim Hall and Surtees was not ‘a marriage made in heaven’, a second season was not going to happen.

Jim Hall and Surtees Can Am 1969

Communication breakdown…Jim Hall and Surtees, Edmonton Can Am 1969, John in the seat of the recalcitrant, avant garde Chaparral 2H Chev. Franz Weis looks on (unattributed)

Surteees Nurburgring 1970 Ferrari 512S

All is forgiven…back in Scuderia Ferrari in the 1970 512S squad…here at the Nurburgring in front of the much more nimble and victorious Porsche 908/3 of  Elford/Ahrens. John was teamed with Niño Vaccarella, they finished 3rd. (unattributed)

It was time to control his own destiny, build his own cars which he started to do with the Len Terry designed TS5 F5000 car in 1969…the Surtees TS7 Ford F1 machine made its debut in Johns’ hands in 1970.

Surtees Cars won the European F2 Championship with the works TS10 Ford driven by Mike Hailwood and the 1972 British/European F5000 Championship, Gijs van Lennep driving a TS11 Chev.

john surtess

Surtees in his own TS8 Chev F5000 car Australian GP 1971, Warwick Farm. He was running second behind Frank Matich’ winning Matich A50 Repco, then had a puncture DNF. Here he is leading Max Stewart’s 2 litre Mildren Waggott DNF engine. (Dick Simpson)

In F1 the cars were competitive over the years, the TS19 ‘Durex franger’ sponsored chassis of 1976-7 perhaps the pick of them albeit results were still not great, John finally gave up due to the difficulty in funding in 1978.

Surtees retired from F1 as a driver after the Italian GP, Monza 1972, fitting as it was the scene of his final championship F1 victory in 1967.

He was competitive to the end winning two F2 races in his Surtees TS10 Ford that year. He continued to test the F1 cars, much to the annoyance of some of his drivers who would have preferred the ‘seat time’ themselves…

He is now 80 years old, happy in retirement and still a respected commentator on the current scene…

Surtees Italian GP 1972

John Surtees contesting his final GP, Monza 1972 is his TS14 Ford. He retired on lap 7 with fuel vaporisation problems, teammate and fellow ex-motor cycle champion Mike Hailwood finished second in his Surtees TS9B Ford..his and the marques best ever championship result. Emerson Fittipaldi won the race and the Championship in his Lotus 72 Ford (unattributed)

Etcetera…

Motor Sport

Read this fantastic article, John Surtees on working with the ‘Italian Racing Aristocrats’, Count Agusta and Commendatore Ferrari…

http://www.motorsportmagazine.com/archive/article/august-2009/46/count-and-commendatore

Read this fantastic article on the Surtees Racing Car marque…

http://www.motorsportmagazine.com/halloffame/john-surtees/keeping-the-name-alive/

Surtees and Count Agusta

Signing on the dotted line for MV, a very youthful JS, 22 years old, with Count Agusta 1956 (unattributed)

Surtees Longford

Winning the ‘South Pacific International’, Longford, Tasmania, Australia March 1962. The ‘Yeoman Credit’ Cooper T53 Climax 2.7 is exiting the Viaduct. He beat Jack Brabham and Bib Stillwell also in Coopers (Keverell Thompson)

Enzo, Surtees and Ferrari 158 Modena

Enzo Ferrari, John Surtees with crossed arms in the driving suit behind him. Surtees grumpy, perhaps early tests of the 158 at Modena are not going well…(Bernard Cahier)

Surtees and Bandini Monaco 1965

Love this shot of Surtees in his Ferrari 158 chasing teammate Bandini in a 1512 in the 1965 Monaco GP. Bandini 2nd, Surtees 4th and out of fuel, Hill victorious in his BRM P261 (Rainer Schlegelmilch)

Surtees pits Can Am 1966

Team Surtees 1966 CanAm Champions…the way it was. Racer, truck, mechanics, driver, ‘works car’ and a series win! Surtees supervising @ rear, circuit anyone? (unattributed)

Surtees and McLaren Can Am 1966

John Surtees ahead of Bruce McLaren, Lola T70 Mk 2 and McLaren M1B, both Chev powered. St Jovite Can Am Canada 1966 (unattributed)

Lola T100 Surtees

Testing ! the Lola T100 Ford FVA F2 car at the Nurburgring, 1967 (Alexandre Willerding)

Surtees TS7 Ford cutaway drawing

Surtees TS7 Ford, JS 1970 & 1971 F1 contender. A well executed ‘Cosworth kit car’ of the period, general layout by JS, detail design by Peter Connew and Shabab Ahmed. Aluminium monocoque chassis, Ford Cosworth DFV 3 litre V8, circa 430bhp @ 10200rpm in 1970. Hewland DG 300 5 speed ‘box. IFS front by top rocker, lower wishbone and coil spring/ damper units and rear by single top link, single top radius rod, twin parallel lower links and coil spring/damper units, F5000 TS8 of the time a variant of this chassis. The car won some championship points and the Non-Championship Oulton Park Gold Cup in 1970 (cutaway by Bill Bennett)

Photo and Other Credits…

The Cahier Archive, Alexandre Willerding, Keverell Thompson Collection, John Ellacott, Dick Simpson, Bruno Betti, Bill Bennett, Rainer Schlegelmilch

Finito…