Posts Tagged ‘1970 Dutch Grand Prix’

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(Rainer Schlegelmilch)

Andrea de Adamich hustles his McLaren M14D Alfa through the Zandvoort sand dunes and flowers, Dutch GP practice June 1970…

This is yet another of my ‘nutso’ articles in terms of flow.

It started as a quickie around some of Rainer’s (Schlegelmilch is a favourite of mine as you may have guessed) shots of the McLaren Alfa. Then I got interested in Andrea’s career, so off I went that way.

Then I thought ‘the F1 program really started in Tasman Formula single-seaters here in Australia’- that is Alec Mildren’s Brabham BT23D and Mildren ‘Yellow Submarine’ with the engines Autodelta-Alfa Romeo T33 2.5 V8’s- but I didn’t want to go too far with that as I want to do the topics justice, with Kevin Bartlett’s intimate knowledge of both the program and cars. So that aspect of this article is no more than a teaser.

Anyway, here ’tis, a bit weird, and with the ‘full job’ on the Alfa engined Mildren Brabham and Sub still to come…

The McLaren/Alfa Romeo partnership started reasonably well at Montjuic Parc in Barcelona but the grid had ten places reserved for seeded drivers and only six for the other twelve competitive cars, Andrea’s thirteenth quickest was just 0.05 seconds too slow to make the cut.

Same problem at 1970 Monaco with the same system- again he was thirteenth fastest overall but this time he fell short by 0.1 seconds.

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Andrea, Dutch GP practice June 1970. M14D Alfa DNQ (Rainer Schlegelmilch)

The team missed the Belgian Grand Prix on June 7, McLaren took the time to adapt the Alfa Romeo V8 to its latest M14 chassis, which they designated ‘M14D’, unfortunately again failing to qualify for the Dutch GP at Zandvoort by 0.01 seconds where most of these shots were taken.

Peter Gethin was the quickest of the Cosworth engined McLarens with Denny Hulme missing the meeting due to hands burned at Indianapolis. Gethin’s car qualified eleventh but retired on lap 18 after an accident, writing off Denny’s M14 in the process so the M14D was quickly converted back to Cosworth spec to give Denny a competitive car when his hands recovered.

Back in the older chassis, de Adamich qualified his M7D at Clermont-Ferrand sixteenth, a good effort but only completing 29 laps retiring after a water pipe came adrift and he lost 9 laps in the pits.

He qualified eighteenth at Brands Hatch, again in the M7D but was a non-starter with a leaking bag fuel tank.

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The bespectacled Italian lowers his lanky frame into the McLaren M14 monocoque, Dutch GP 1970 (Rainer Schlegelmilch)

 

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George Eaton’s BRM P153 passes the #21 de Adamich McLaren M14D Alfa and #20 Hulme McLaren M14A Ford, Zandvoort pitlane, Dutch GP practice June 1970 (Rainer Schlegelmilch)

The 1970 German GP was held at the fast Hockenheim circuit which places an emphasis on power/top speed, the Alfa engine lacked sufficient punch, Andrea again failing to qualify, he had complained about handling and the engine not pulling properly.

The speed of the chassis was ‘thereabouts’ though, Hulme finished third in a Cosworth DFV powered M14.

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#20 de Adamich McLaren Alfa Hockenheim, German GP practice 2 August 1970 and Donatella de Adamich in the Zeltweg pits 18 August 1970 (Rainer Schlegelmilch)

Zeltweg’s 6Km layout places a similar premium on power and high speed handling too, the car qualified well in fifteenth for the Austrian GP, finishing twelfth, the decision to change the engine before the race went awry when the replacement pulled 1000rpm short of the engine used in practice giving Andrea a long race labouring down the back.

Allen Brown wrote that a lot of work was done by Autodelta in the lead up to the team’s home race at Monza with emphasis on the sumps- which had been identified as the main problem. Andrea qualified twelfth and finished eighth having run well for the first few laps in the race won by Regazzoni’s Ferrari 312B albeit seven laps in arrears. It was Regga’s first GP win. Nanni Galli, another Autodelta racer had a go in the M7D but did not qualify having experienced camshaft trouble.

In Canada Andrea again qualified twelfth of twenty, starting really well and ran as high as ninth, but he hadn’t started with full tanks knowing he had to stop for fuel but diddn’t get to that point, pitting with low oil pressure from eighth position after completing 69 laps.

At Watkins Glen he failed to qualify after big dramas gave him limited circuit time- first a fuel leak and then a behind dash fire, perhaps as a consequence the team didn’t take the Alfa powered chassis to the season ending race in Mexico City on 25 October.

McLaren had no incentive to continue with development of the Alfa engined car given the competitiveness of its Ford Cosworth DFV engined machines, a purpose built F1 engine- Alfa’s engine stated life as a more robust long distance unit, and was never, without the commitment of sufficient money and engineering resources going to approach or eclipse the dominant DFV.

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de Adamich at the wheel of his Alfa 33TT3 , Targa 1972. He was 3rd in the car shared with Toine Hezemans (velocetoday.com)

Andrea de Adamich…

Tall, scholastic and patrician, the bespectacled Italian began racing whilst still a law student, making his name driving a works Autodelta Alfa Romeo in the European Touring Car Championship, which he won in 1966 at the wheel of a GTA.

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Andrea de Adamich corners the Alfa Ti Super he shared with Carlo Scarambone in the Tour de France 20 September 1964 . Nouveau Monde Hairpin, Rouen (Rainer Schlegelmilch)

He attracted Ferrari’s attention with some promising runs in Alfa T33 sports cars (which he continued to race whilst pursuing a single-seater career) and was recruited to the Scuderia for the non-championship 1967 Spanish GP, at Jarama north of Madrid.

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Traga 1967 in the 2 litre Alfa T33. DNF suspension failure in the car shared with Jean Rolland. Race won by the Hawkins/Maglioli Porsche 910 (Getty)

In 1968 Andrea was scheduled to drive full-time for Ferrari alongside Chris Amon and Jacky Ickx, but he crashed during practice for the Brands Hatch ‘Race of Champions’ and suffered neck injuries which took a long time to heal fully.

He returned to racing, winning the Argentine Temporada series the following winter with the powerful F2, works Ferrari Dino 166. de Adamich’ Ferrari 166 F2 Season was covered in this article on that car; https://primotipo.com/2014/07/09/temporada-f2-series-argentina-san-juan-1968/

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de Adamich’s Ferrari 166 winning in front of F2 king Jochen Rindt’s Brabham BT23 Ford FVA, San Juan Argentina, Temporada Series 1968 (Andrew Marriott)

‘In 1970 McLaren was offered the opportunity of experimenting with an Alfa V8, a possibly tempting alternative to the then-ubiquitous Cosworth DFV, and one of the Italian engines was installed first in an M7D chassis and latterly an M14D for de Adamich to drive’, wrote McLaren.

‘To say this technical combo achieved modest results would be a dramatic understatement. The McLaren Alfa generally failed to qualify and when it did, could only muster twelfth in the Austrian GP followed by a distant eighth place in front of the Alfa top brass at Monza. McLaren, still reeling from Bruce’s death that summer, reckoned that the Anglo-Italian alliance was all a bit of a waste of effort and called time on the partnership at the end of the season’.

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de Adamich at the wheel of the T33/3 he shared with Gijs van Lennep in the 1971 Targa, 2nd to teammates Vaccarella/Hezemans (Rainer Schlegelmilch)

De Adamich took his Alfa engines off to March in 1971, with no significant improvement in their performance.

Andrea was thirteenth at Kyalami and eleventh at Watkins Glen whilst Nanni Galli was fifth in the non-championship Jochen Rindt Trophy at Hockenheim in July gaining the best ever F1 result for these engines.

Nanni was eleventh, twelfth and twelfth at Silverstone, the Nürburgring and the Osterreichring in a good run of finishes at least in July/August but then had three downers to end his season at Monza, Mosport and the Glen.

The engine was again unreliable with DNF’s for Andrea at Montjuic, Paul Ricard, the Nurburgring and Monza. He was unclassified at Silverstone.

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De Adamich, March 711 Alfa, German GP Nurburgring Q20 DNF  fuel injection lap 2. Stewart won in a Tyrrell 003 Ford (unattributed)

 

The business end of the De Adamich March 711 Alfa in the 1971 Nürburgring paddock

March team leader, and one of the fastest guys on the planet at the time, Ronnie Peterson used the Alfa engines in chassis ‘711-6’ at Hockenheim, Zandvoort and at Paul Ricard, where he raced that chassis from grid 12.

He only lasted 19 laps before engine failure, Andrea started from grid 20 which provides some measure of how much more improved the performance of the car/engine could have been with an ace behind the wheel- whilst putting reliability to one side

The Italian driver switched to Team Surtees in 1972 which got him back behind the wheel of a Cosworth-engined car, a step in the right direction.

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French GP, Clermont Ferrand July 1972. de Adamich Surtees TS9B Ford Q12 P14, ahead of Derek Bell who was a race non-starter in his Tecno PA123 V12. Jackie Stewart won the race in Tyrrell 003 Ford.  (Rainer Schlegelmilch)

For 1973 de Adamich switched to the Bernie Ecclestone owned Brabham team after driving for Surtees in the season opener at Kyalami. His Brabham BT42 fell victim to Jody Scheckter’s first lap McLaren M23 Ford multiple car shunt at the end of the opening lap of the British GP at Silverstone, Andrea suffered serious injuries which brought an end to his career.

In more recent times he has built an impressive business career.

In 1990 he bought the circuit at Varano and created a highly specialised  driving school for the owners of Ferrari, Maserati, Alfa Romeo and Abarth cars. He also puts on special days for Philip Morris, a legacy of his longstanding relationship dating back to the days when he and Giacomo Agostini were the first Italian contracted Marlboro drivers/riders.

Kevin Bartlett setting off to test the Mildren Brabham BT23D Alfa Romeo just vacated by Frank Gardner after the 1968 Tasman Series at Oran Park before the Gold Star series- she grew wings as the year progressed. Bob Grange at right (P Garrad)

The 1960’s Alfa Romeo Engined Single Seater V8’s…

Alfa’s Tipo 33 V8 was first used in elite single seater racing by Australia’s Alec Mildren Racing Team.

Mildren, a Sydney Alfa Romeo dealer, former Australian Gold Star Champion and AGP winner ran one of the most professional teams in Australia. He had impeccable Alfa Romeo/Autodelta connections having acquired and raced two GTA’s and a TZ2 in the early to mid-sixties and in the process ‘polished’ Alfa’s Australian brand, one of the greatest of the Grand Marques but then relatively new to the ‘Oz market.

Click on this link for an article about the Mildren Autodelta Alfa’s;

https://primotipo.com/2014/11/27/the-master-of-opposite-lock-kevin-bartlett-alfa-romeo-gta/

and on Alec Mildren; https://primotipo.com/2018/06/08/mildrens-unfair-advantage/

Mildren’s 2.5 litre Coventry Climax FPF engined Tasman Brabhams were being given a very hard time by the Repco Brabham and BRM V8’s amongst others circa 1966, so he sought an appropriate response- a sprint variant of the Tipo 33 engine was the obvious choice given his Alfa connections.

Mildren ordered three 2.5 Tipo 33 V8’s which were initially fitted to a bespoke Brabham BT23D chassis, a variant of Ron Tauranac’s new for 1967 Ford FVA powered BT23 F2 car.

The machine was first raced in the 1967 Hordern Trophy Gold Star round at Warwick Farm, Frank Gardner won, which was a portent of the cars 1968 Tasman Series speed- he was fourth in the championship against stiff opposition including two works Lotus 49 Ford DFW’s in the hands of Messrs Clark and Hill, Chris Amons Ferrari Dino 246T, works BRM’s and the rest. The engines were then fitted to the Mildren ‘Yellow Submarine’, a monocoque car built for the team by Alan Mann Racing, designed by Len Bailey, for the 1969 Tasman Series where again Frank was ‘best of the rest’ behind the Lotuses, Ferraris and Piers Courage in a Frank Williams Brabham BT24 Ford.

After both cars were raced by Frank Gardner in the Tasman they were ‘handed over’ to Kevin Bartlett for the Gold Star Championship when Gardner returned to the UK at the end of each Australasian summer.

Bartlett won the Gold Star in 1968 and 1969 with each chassis respectively, for the sake of completness, in 1969 the ‘Sub’ was also powered by Merv Waggotts’s TC-4V 2 litre DOHC 4 valve 275 bhp engine for part of the season and into 1970 and beyond.

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(Ian Peak/The Roaring Season)

The 2.5 litre, 2 valve, 4 cam Lucas fuel injected, twin-plug Alfa Tipo 33 V8 installed in Alec Mildren’s Gardner driven Brabham BT23D at Teretonga during the 1968 Tasman.

Gardner was equal fourth with Graham Hill in the series behind Clark, Amon and Courage in Lotus 49 Ford DFW, Ferrari Dino 246T and F2 McLaren M4A Ford FVA respectively.

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(Dick Simpson)

What a beautifully integrated bit of kit the Mildren Brabham BT23D Alfa was?

Here just before it progressively grew wings. Kevin Bartlett drove the wheels off the thing, here at Hell Corner Bathurst during the 1968 Easter Gold Star round. KB was on pole by 9! seconds but DNF with a broken rear upright, Phil West took the win in David McKay’s ex-JB Brabham BT23A Repco.

Bartlett won the 1968 Gold Star in this car and was equal ninth in the 1969 Tasman in winged form.

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(Wirra)

Frank Gardner in the Mildren Alfa ‘Yellow Submarine’ in the Warwich Farm pitlane during the ’69 Tasman round on 9 February. The Aussie international was third behind Rindt’s Lotus 49 DFW and Derek Bell’s Ferrari Dino 246T. Gardner was sixth in the 1969 Tasman behind Amon, Rindt, Courage, Bell and Hill in Ferrari Dino 246, Lotus 49B DFW, Brabham BT24 DFW, Ferrari Dino 246 and Lotus 49B DFW respectively.

Kevin Bartlett had this to say about the Alfa Romeo 2.5 litre Tasman V8 and Waggott DOHC 4 valve engines.

‘My memory tells me the Alfa had around 350lbs (of torque) and the Waggott about 230lbs. Usable power range was quite different with the Alfa workable between 4500-8800 rpm and Waggott 6800-8750rpm. Not perfectly accurate as i work from  memory but around that kind of difference’.

‘The driving difference was the main change, as the power to weight felt little different behind the wheel, mainly due i suppose to the fact full throttle was used much sooner with the 4 cyl 2000cc Waggott. The turn in changed to a marked degree with the lighter power plant (Waggott) having less moment of inertia allowing the car to be literally flung into a turn. As it happens i am the only driver to experience both configurations.’ (Gardner having raced only the Alfa variant)

‘Len Bailey was the (Mildren’s) designer of the tub, which flexed a little at the rear with the Alfa’s torque, less so when the Waggott went in, with suspension being a (Brabham designer) Ron Tauranac adaption’.

Alfa Romeo claimed 315bhp at 8800 rpm for the 2.5 litre variant of the V8 engine. Click here for a short piece on the Sub; https://www.oldracingcars.com/mclaren/m14d/

Bartlett doing his thing aboard the Mildren ‘Sub’ Alfa at Oran Park. Its an interesting photo in that this car was winged by the end of the 1969 Tasman- and KB is driving it after that- perhaps a day of back to back testing? The car, like all such machines globally, lost its big wings after the 1969 Monaco GP weekend where such aero was banned. Superb machine superbly driven by KB- Oz Gold Star and Macao GP winner in 1969 (D Simpson)

 

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Alfa Romeo 3 litre 4 valve F1 engine in a McLaren chassis in 1970 (unattributed)

A similar 3 litre 4 valve per cylinder, 32 valve engine- the Mildren V8’s were all chain driven 2 valvers, was developed for Cooper in F1 but wasn’t used before the teams demise.

Lucien Bianchi tested an Alfa Romeo engined T86C (T86C-F1-3-68) once but was unimpressed given its lack of power. Two further, more powerful motors were built but didn’t survive the bench tests, Alfa then withdrew their engines from that proposed program.

The 1970 variant of the engine was all aluminium with a bore/stroke of 86mm x 64.4mm for a total of 2998cc. Five main and camshaft bearings were used. The four valves were inclined at 30 degrees, the inlets were 32mm and exhausts 27mm in size, Alfa claimed an output of 400bhp @ 9000rpm in sportscar form.

With gear driven cams for F1 use Autodelta claimed 430bhp @ 10500 rpm at a time the Ford Cosworth DFV gave circa 440, the Matra V12 445-450 and Flat-12 Ferrari 460bhp @ 12000 rpm. It wasn’t enough really but Alfa had put their toes back into F1 water and would return soon with works Brabhams, as they had started with a Mildren Brabham a decade before…

Cutaway of the first 2 litre variant of the Tipo 33 V8 with detailed specifications as per text but chain driven DOHC, two valve, twin plug and Lucas fuel injected with engine a non-load bearing member of the car.

Etcetera…

The seven or eight race Tasman Cup was conducted over eight or nine weeks with a ‘hop across the ditch’- the Tasman Sea between New Zealand and Australia, put great pressure on team logistics and repaid a mixture of speed and, critically, reliability and consistency.

Major chassis damage and engine unreliability were severely punished and it was the latter which meant that Mildren/Gardner’s campaigns in the Brabham BT23D and Mildren did not fare better, FG only finished half the races in each year.

Both cars were mighty fine machines but the Lotus 49 was the F1 car of the era and the F2 based Ferrari Dino 246 was far from shabby. In addition, Frank, whilst the equal of most on his best days, was not of the same level as Clark, Rindt, Hill, Amon, Brabham, McLaren or Rodriguez, to rattle off some of the competition in 1968 and 1969.

Was the Mildren Yellow Submarine a race winner in 1969?- yes, if the planets were aligned- and it were ‘winged’ from the start of the series. Quite how FG, having had a front row seat racing in Europe in ‘the year of the wing’ in 1968, arrived in Australia without said appendages on the Sub is an interesting question.

By Lakeside- at the halfway mark of the series the car was winged- they grew again at Warwick Farm as below where FG is leading Graeme Lawrence’ McLaren M4A Ford FVA but it was all a bit late. They were third and eighth in the sodden race won by the dominant Jochen Rindt’s Lotus 49B Ford DFW. Derek Bell’s Dino 246 was second.

And in any event the reliability wasn’t there…

Would, say, Rindt have made the Sub sing? Absolutely- but he didn’t have Frank’s mechanical sympathy so he would rarely have finished I suspect.

So, perhaps the Alfa Romeo engined cars under-delivered in the Tasman Cup but Bartlett’s 1968 and 1969 Australian Gold Star wins were glorious and enhanced the Alfa Romeo brand for a generation of impressionable youth, me included…

(B McInerney)

Photo and other credits…

Rainer Schlegelmilch, velocetoday.com, mclaren.com, Doug Nye ‘History of The GP Car’, Dick Simpson, Wirra, Kevin Bartlett, Peter Garrad, LAT, Brian McInerney

oldracingcars.com. See Allen Brown’s M7D and M14D detailed chassis records;

https://www.oldracingcars.com/mclaren/m7d/  and https://www.oldracingcars.com/mclaren/m14d/

Tailpiece…

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de Adamich/Vaccarella  Targa 4 May 1969. DNF lap 6 with engine failure. Alfa T33 2.5 V8 Spider (Schlegelmilch)

Finito…

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George Eaton, BRM P153 in gorgeous pre-Yardley, traditional livery. Monaco 1970 (GP Library)

George Eaton navigates the tricky Monaco circuit in an unsuccessful attempt to qualify his new BRM P153 at the principality in 1970…

Tony Southgate’s new design was a very competitive machine, after the teams disastrous 1969.  Pedro Rodriguez won a classic Spa duel in the P153 with Chris Amon in 1970 but Eaton, the Canadian racer struggled to get the best from it in his only fullish F1 year.

Looking objectively at his results in Grand Prix racing, the wealthy young heir to the Eatons Department Stores empire didn’t appear to have what it takes at the absolute elite level, but comparing his and Pedro’s performances in the Can Am BRM P154 Chev later in 1970 perhaps puts things in a slightly different perspective.

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Eaton’s BRM P153 DNF oil tank, buzzes past the works McLaren M14D Alfa and M14A Ford of Andrea de Adamich DNQ and Peter Gethin DNF prang, respectively in the Zandvoort pitlane, 1970 (Schlegelmilch)

Eaton started racing in a Shelby Cobra in 1966. He raced a Chev Camaro at Daytona in 1967 and soon bought a McLaren Elva Mk3 Chev Can Am car in which he contested the USRRC and the Can Am Series in 1967. In 1968 he bought a McLaren M1C Chev, his best result was a 3rd place at Laguna Seca, in the wet, in 1968.

In 1969 he took a big step up contesting both the Can Am with a McLaren M12 Chev and the US Formula A, nee F5000 Championship in a McLaren M10A Chev, the ‘ducks guts’ chassis to have that year.

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Eaton, McLaren M10A Chev, Mosport 1969, DNF transmission in the race won  by John Cannon’s Eagle Mk5 Chev (ORC)

His best Can Am races in the M12 were a 2nd at Texas and 3rd at Edmonton but he was quick, consistently qualifying in the top six all year. In FA, in fields of some depth he raced in most of the US rounds, 6th at the Shaefer GP his best. He contested only four of the Canadian rounds taking a good win at Mont Tremblant in May.

Off the back of these results he was offered drives in the F1 BRM P138, a ‘roughy’ of a car, in the US and Mexican GP’s in late 1969, retiring from both after qualifying last in both. Hardly the basis upon which to extend a contract for the following season, but that’s exactly what Lou Stanley offered George for 1970- a drive alongside the quick, unlucky Jackie Oliver and the blindingly fast Pedro Rodriguez.

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Dutch GP, BRM P153, Q18, DNF. Rindt won in a Lotus 72 Ford (Schlegelmilch)

Eaton had a terrible F1 season, Pedro made the P153 sing. Oliver was quick but seemed to have all the engine unreliability, whilst George, probably not getting the best of equipment, was slow on the circuits which were unfamiliar to him and the car unreliable.

He qualified best in his home, Mosport event, 9th, outpacing Oliver and finished 10th. He qualified 14th at Watkins Glen and again retired but otherwise didn’t qualify higher than 14th with DNQ’s in Spain and Monaco.

His speed in the Can Am series was a bit different though…

1970 BRM P154 Can Am Season…

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George Eaton with the BRM P154 Chev, 11 June 1970 (Dick Darrell)

Eaton’s pace was put into better perspective when compared with Pedro Rodriguez, his team leader and undoubtedly one of the fastest five blokes on the planet at the time, in Can Am cars.

Rodriguez contested the Donnybrooke, Laguna Seca and Riverside events, the last three of the series races from late September to 1 November. The ‘head to head’ comparison in identical P154 chassis on circuits upon which both had competed before is as follows;

Donnybrooke; Pedro Q7 P9 George Q5, DNF rocker

Laguna Seca; Pedro Q9 P5 George Q8 crash on lap 11

Riverside; Pedro Q7 P3 George Q 1.5 secs quicker than Pedro in practice but boofed the car and DNS

So, George appears to have had Pedro’s speed if not consistency in Can Am cars noting there was a veritable gulf between the pair in F1. Nobody ever suggested these 700bhp Can Am roller-skates were easy-peasey to drive, interesting innit?! Maybe Eaton should be given a little more credit for outright pace than he is usually accorded. He was not just a rich pretty-boy.

Before Pedro arrived to drive the other P154 chassis Eaton started the season at Mosport with Q7 and DNF with oil leak and transmission problems.

At St Jovite he was 3rd having  qualified 9th. To Watkins Glen Q13 and brake failure, Edmonton Q6 with a wheel bearing failure. The car had little pre-season testing some of these problems are indicative of that. At Mid Ohio he had fuel pressure problems which outed him, the dramas resulted in Q25. His results for the last three races are listed above in the comparison with Pedro.

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Eaton P154 Laguna Seca 1970, Q8 and crashed (The Enthusiast Network)

Further perspective on Eaton’s performance is provided by Pedro’s opinion of the car, the Mexican had been ‘around the block’ in terms of experience of big cars since his ‘teens and driven some horrid ones, the Ferrari’s he raced in 1968 and the BRM’s in 1969 prime examples.

Pedro visited Tony Southgate after racing the P154, Southgate recorded in his book ‘Pedro raced the car later in the season and afterwards came to see me in my office at Bourne to talk about the experience and told me in its present form the car was horrible to drive.

I had great admiration for Pedro, so I knew it must be really bad. I was very embarrassed and immediately set about re-engineering it and fixing all the problems. The revised car, the P167 went on to be very good in 1971 but it was still a low budget operation’.

The BRM Can Am program was minimal in 1971, two events plus Interserie races for Pedro at Zolder and wins for Brian Redman at Imola and Hockemheim, after Pedro’s death at the Norisring in a Herbert Muller owned Ferrari 512M.

In terrible irony Pedro took the Muller ride only after a testing engine failure in the P167 meant he could not race the BRM and therefore took the Ferrari drive.

Brian Redman raced the P167 at Laguna to 4th, and Howden Ganley the same chassis at Riverside to 3rd, proof positive that progress had been made.

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George Eaton in the BRM P154 Chev, Q6 DNF wheel bearing in front of Gary Wilson’s Lola T163 Chev 6th, at Edmonton on 26 July 1970. Denny Hulme won in a McLaren M8D Chev. Lots of available wheel arch a function of the P154 being designed for 19 inch wide wheels but only 17’s available- unsuitable suspension geometry one of the cars many issues (John Denniston)

But Bourne were not in a budgetary position to offer George another Can Am season in 1971, one he deserved.

Another season in F1 was a different thing, he had not done enough to keep that seat. As it was BRM were very competitive in F1 in 1971, Siffert and Rodriguez both taking a win apiece before their untimely deaths. Peter Gethin took another at Monza in the drive of his life in one of THE great GP finishes.

Into 1971 and 1972 George raced in endurance events although he was invited to guest drive a P160 BRM in the ’71 Canadian Grand Prix, qualifying 21st, slowest of the four BRM’s entered, he finished 15th.

George Eaton was a very fine driver and quicker than he is given credit for in Can Am cars at least. He extracted more from the very ordinary BRM P154, in qualifying in three consecutive events than an ace like Pedro Rodriguez could produce from the same chassis, a pretty ordinary one at that…

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George in the ‘Klondike 200’, Edmonton pits awaiting chassis changes in 1970. BRM P154 Chev, Q6 and DNF, wheel bearing. Fundamental issues with the car were the late decision on doing the program, one forced upon designer Tony Southgate- and lack of testing miles and development before it left the UK for the US. George did the development miles in the races, lots of stuff breaking as a consequence. Article on the P154 and P167 coming soon (Denniston)

Credits…

GP Library, The Enthusiast Network, classiccars.com, John Denniston, Dick Darrell

Tailpiece: Monaco 1970, this time from above. The BRM P153/P160 are wonderful cars, in reality the great Bourne marques last really consistently competitive hurrahs…

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Such beautiful and fast cars, one of the surprises of 1970, Tony Southgate’s BRM P153, Eaton at Monaco, DNQ (Schlegelmilch)

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(Schlegelmilch)

Peter Gethin subbing for Denny Hulme in the tragic 21 June 1970 Dutch Grand Prix, McLaren M14A Ford…

1970 was a tragic season for driver deaths, Piers Courage perished in a gruesome fiery accident in his De Tomaso 505 Ford in this race.

Peter was drafted in the McLaren team after Bruce’s death at Goodwood on 2 June. To make matters worse Denny Hulme burned his hands at Indianapolis so McLaren were represented at Zandvoort by Dan Gurney, Gethin with Andrea de Adamich in an Alfa Romeo V8 engined M14A, the other team cars Ford Cosworth DFV powered.

What draws the eye to this shot is the helmet, Gethins and Jackie Olivers designs were so similar to Jim Clark’s at the time.

McLaren’s weekend was poor; Andrea DNQ and both Dan and Peter retired with a mechanical problem and accident respectively. John Surtees M7C was the best placed McLaren in 6th, the race won by Jochen Rindt’s Lotus 72 Ford, the iconic car scoring its first win. Surtees drove the ex-works 1969 car until his own Surtees TS7 made its debut later in the season.

Credit…

Rainer Schlegelmilch

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‘Don’t worry about the T-Shirt Tim, it was the only one in the cupboard this morning! Go quicker than him and I’ll  make some with your name on them!?’…

FW exhorting Tim Schenken to get more speed from his steed.

Frank Williams raced the De Tomaso 505 Ford in 1970, a car designed for him by Gianpaolo Dallara. But it was shitbox, nowhere near as fast as the second-hand Brabham BT26 Frank ran in 1969 for his great friend Piers Courage. He drove with skill and conviction, second place the seasons highpoint at Watkins Glen in the US GP.

The De Tomaso was slow, too heavy amongst other shortcomings from the start, Piers Courage died in it at Zandvoort. I’m not suggesting a component failure was the accident’s cause but perhaps trying too hard to compensate for its lack of pace was.

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Piers Courage, De Tomaso 505 Ford, Zandvoort, 21 June 1970. He qualified the car 9th, was in 7th place on lap 22 when he ran wide into a sand bank, hit a post, overturned the car which then caught fire. Rindt won, the Lotus 72’s first win, no joy for Jochen, his close friend died (unattributed)

 

Brian Redman raced the car for FW at Clermont Ferrand and Hockenheim, Tim took over the drive at  the Osterreichring, Monza, Mosport and Watkins Glen. He retired in every event except Mosport where he was not classified but qualified 17th, his best ‘result’.

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Schenken, 16 August, Zeltweg, Austria 1970, DNF on lap 25 with engine failure, Q19. Ickx won in a Ferrari 312B (unattributed)

Schenken made the most of the opportunity FW gave him, he was recruited by Ron Tauranac for 1971, Jack Brabham retired that winter, Tim was teamed with Graham Hill who drove the problematic BT34. Tim raced the year old but still very quick BT33, his best placings 6th and 3rd at the Nurburgring and Osterreichring respectively.

Bernie Ecclestone bought Brabham during 1972, Tim was uncertain about Bernard Charles ability to run the team and left for Surtees, he was later to rue ’twas not the best career decision i ever made’…

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Schenken in the Williams De Tomaso 505 Ford in the rain, Zeltweg 1970 (unattributed)

Credit…REX Shutterstock