Posts Tagged ‘Alberto Ascari’

gonzalez silverstone

(Louis Klemantaski)

Froilan Gonzalez plays with the limits of adhesion of his victorious Ferrari 375 V12 at around 140mph. Copse Corner, Silverstone, 14 July 1951…

The dominant force in Grand Prix racing in the immediate post-war period was Alfa Romeo, the pre-war ‘Alfetta’ voiturettes progressively modified to remain winners; they had not been beaten since 1946.

Ferrari had achieved success at Le Mans, the Mille Miglia and the Targa Florio and now took an alternative Grand Prix design path to Alfa and BRM for the 1951 season in building cars powered by a normally aspirated 4.5 litre V12 rather than the supercharged straight 8/V16 route of his rivals. Instructive had been the reliability and speed of the Talbot-Lagos despite the cars relative lack of sophistication given the French machines road-car origins.

gonz

Gonzalez, Silverstone 1951, Ferrari 375, the burly Argentinian master of this car. Note exhaust system of the V12 and twin radius rods locating rear axles (unattributed)

Ferrari’s Type 375’s were first entered at the Pescara Grand Prix on 15 August 1950, but were not ready. The cars made their championship debut at Monza on 3 September 1950 with entries for Alberto Ascari and Dorino Serafini. Ascari qualified 2nd and was dicing with the lead group of Fangio and Farina both 158 mounted, before retiring on lap 21 with engine overheating.

Click here for an article on the Type 375 i wrote a while back;

https://primotipo.com/2014/11/10/vi-gran-premio-del-valentino-april-1952-ferrari-375/

In order to test the cars over a full GP distance,375’s for Ascari and Serafini were entered for the GP do Penya Rhin, at Pedralbes, Barcelona on 29 October. The cars finished 1/2, no Alfa’s were entered but the cars completed a GP distance without problems. With further development over the winter the 375’s were ready for 1951.

british alfa pit

Alfa Romeo pit British GP, Silverstone 1951 (unattributed)

By 1951 the supercharged Alfa’s, designated ‘159’ developed around 410bhp from their supercharged 1.5-litre engines, while Ferrari had been working on a twin-plug version of the 4.5-litre V12. It wasn’t as powerful as the Alfa but it was more efficient, less fuel meant less pit stops.

Alfa ignored most of the early season non-championship races. In their absence Ferrari 375’s won at Siracuse and Pau on 11 and 26 March, Gigi Villoresi the winning driver on both occasions. Ascari won the San Remo GP on 22 April.

The Alfa’s finally appeared for the ‘BRDC International Trophy’ race at Silverstone on May 5, but the works Ferari 375’s did not. Fangio and Farina each won a heat for Alfa with the final held in torrential rain led by Reg Parnell’s Ferrari 125/375 when the race was ended after 16 minutes on lap 6.

alfa 159 engine

Engine and brake detail of the Alfa Romeo 159, Silverstone 1951. 1.5 litre two-stage supercharged straight-8 (unattributed)

The first 1951 Championship GP was at Berne for the Swiss Grand Prix. Ascari was suffering from a burn to the arm received during a Formula 2 race at Genoa the weekend before and Villoresi slid off the road in wet conditions. Progress was indicative of Taruffi’s Ferrari second place splitting the Alfas of Fangio and Farina, first and third.

At Spa, a jammed wheel at a pit stop cost Fangio his second successive win, Farina took Belgian GP win for Alfa Romeo from Ascari and Villoresi in Ferrari 375’s.

The French Grand Prix was a furious battle between Ascari and Fangio, both of whom changed cars with Fangio taking the win for Alfa. Ascari’s 375 had gearbox failure and Froilan Gonzalez, who had led the race briefly and pitted to refuel, was asked to hand his car over. Fangio took over Luigi Fagioli’s Alfa, JM’s car failed on the first lap of the race. This was Gonzalez’ first race for Ferrari. Just before the French Grand Prix, Enzo Ferrari had approached him to replace the unwell Piero Taruffi. The Fagioli/Fangio car won the race from the 375 of Gonzalez/Ascari.

gonzalez french

Gonzalez in his first Ferrari drive, he lead the French GP at Reims before offering his 375 to Alberto Ascari, the pair finished 2nd to the Fangio/Fagioli Alfa 159 (unattributed)

Froilan recalled the French GP in Gonzalez ‘The Pampas Bull’; ‘The dream was to be very brief. I was utterly determined to make my mark at Reims in the Grand Prix de France and after a tough battle I managed to lead the race. But when I stopped at the pits to refuel (Ferrari Team Manager) Ugolini told me to hand over my jewel to Alberto Ascari who had walked back to the Ferrari pits after his own car had broken down’.

‘Recalling it now I suppose it was understandable. Ascari was more experienced in the Grand Prix arena than I, and since he was now available, it was obviously more sensible to let him take over. But at the time I was mystified and wounded. I assumed I had in some way failed one of Ferrari’s mysterious tests. Yet nobody would tell me where I had failed’.

‘I was just as puzzled when Enzo Ferrari sent for me. Puzzled and timid, for Ferrari was a powerful experienced man of the world while I had only recently arrived in Europe I had no idea how to address the ‘sacred monster’ of the motoring world when I was led into his office. I managed to say ‘Good morning’ in Spanish and then stood there speechless, wondering why I was there and what to do next. Don Enzo, realizing my embarrassment, helped me out by smiling and shaking my hand. And to my utter amazement he – the greatest figure in world motor racing – actually congratulated me for what I had done at Reims. I was even more astounded when he suddenly asked me: ‘Would you like to sign a contract to drive for the Ferrari team?’ I can feel even now the almost painful thumping of my heart. This just isn’t true, I told myself.’
british ascari

Ascari cruising the Silverstone pitlane, Ferrari 375 during practice DNF lap 56 with ‘box failure (Getty Images)

Alfa Romeo brought 159’s to Silverstone for Fangio, Farina, Consalvo Sanesi and Felice Bonetto. Ferrari brought three Type 375s for Ascari, Villoresi and Gonzalez with Peter Whitehead in Tony Vandervell’s  ‘Thinwall Special’ Ferrari…

Talbot returned with three T26C 4.5-litre, straight-6 cylinder cars. Maserati relied on ageing 4CLTs for David Murray and John James, while Philip Fotheringham-Parker raced an older 4CL. ERA had Bob Gerard and Brian Shawe-Taylor and Joe Kelly was in his Alta.

british ferrari drivers

Scuderia Ferrari drivers Silverstone 1951; Gigi Villoresi left, Alberto Ascari and Froilan Gonzalez, all remarkably ‘well-nourished’ by driver standards of today! And older of course (Getty Images)

BRM turned up on the morning of the race having missed practice. Reg Parnell and Peter Walker started from the rear of the grid as a consequence.

british walker

Peter Walker’s BRM Type 15, 7th being given a shove during practice (unattributed)

John Bolster of Autosport commented about Gonzalez’ speed and technique; ‘Thursday found me walking round the circuit, trying to work out how on earth these boys get round the corners the way they do. My stopwatch was busy in my hand, and I had a conversion table, so it was with immense excitement that I observed that Froilan Gonzalez had lapped at 99mph. His next tour looked even faster and, yes, the magic 100mph had been topped at last!’

‘The interesting thing is that he brakes later than anybody else, actually enters the corner faster, and gets through in an immensely long drift. He has none of the ease in the cockpit that Farina exhibits, and certainly does not follow the same path every time. Unlike all the other drivers, he changes down without gunning his motor, and yet there is no clash of gears and the box stands up to the treatment. John Wyer and I listened to this for lap after lap at Woodcote, and were fair amazed. A phenomenon, this Froilan!’ Bolster observed.

gonzalez portrait

Froilan Gonzalez Ferrari 375, Silverstone 1951, lovely portrait of the Argentinian Champion (unattributed)

Gonzalez lapped Silverstone in 1 minute 43.4 seconds and was on pole, a second quicker than Fangio’s Alfa. On Friday the track was damp and those times prevailed. Froilan’s time was set without the latest the latest twin-plug V12 fitted to Ascari’s car.

Gonzalez; ‘Ferrari had the gift of instilling confidence in its drivers. Although I was still very inexperienced I arrived at Silverstone for the 1951 British Grand Prix feeling that I really belonged in the Scuderia Ferrari, feeling eager also to pit my car’s power against the almost unbeatable Alfa Romeos – and my own skill against the world’s greatest racing drivers. Silverstone was the meeting place for international statesmen, industrialists, and millionaires, all looking for excitement’.
british program

Silverstone was the first time an Alfa Romeo had not been on pole position since the world championship began the year before…

Around 50,000 spectators arrived at the Northhamptonshire circuit on the Saturday, eager to see a great contest between Alfa, Ferrari and BRM.

start

Start of the GP with Gonzalez, left on pole Fangio and Ascari #11 on the outside. Ferrari 375, Alfa 159, Ferrari 375 (unattributed)

Felice Bonetto made the best start from seventh, the front row delayed with excessive wheelspin,  and lead at the end of lap 1 but Gonzalez took over with Fangio chasing.

Gonzalez; ‘As we passed the pits for the first time I noticed that both the Alfa and Ferrari team managers were signaling the same instructions, which were in effect that we should drive our own race. The alarming start meant that team tactics must be abandoned. ‘Go for the lead’ came the urgent message and soon as I saw that I went flat-out. By the next lap I was leading’.

british bonetto

Felice Bonetto Alfa being chased by #12 Gonzalez Ferrari and #1 Farina Alfa 159 with #11 Ascari Ferrari just in shot (unattributed)

‘I could not hear them but I had the feeling that the British crowd had forgotten their usual restraint. They were jumping and waving and, it seemed to me, yelling like mad. ‘Pepito. You are ahead of the Field Marshals,’ I thought, and kept my foot hard down on the accelerator pedal. Then suddenly my rear-view mirror showed a red car, growing bigger and bigger. A signal from my pit as I shot past told me it was Fangio’s Alfa Romeo. ‘Pepito. Don’t do anything foolish. Don’t panic. Even Fangio will have to do a re-fuel.’
Within 15 laps, Fangio was five seconds ahead of Gonzalez. the duo were 44 seconds ahead of third-Farina who was scrapping with Ascari from Bonetto and Villoresi. It was Alfa Romeo, Ferrari, Alfa Romeo, Ferrari, Alfa Romeo, Ferrari. The fuel stops would settle the issue.
british gonz color

Nice color panned shot of Gonzalez on the way to victory. Shows the big, butch lines of the Ferrari to good effect, the delicacy of touch required to drift the thing at 140mph readily apparent, and appreciated!  (unattributed)

Gonzalez hit the straw-bales at Becketts but gradually closed on Fangio to retake the lead on lap 39. At the end of lap 48, Fangio pitted and Gonzalez came in 13 laps later. Ascari had retired with gearbox trouble and Gonzalez climbed from his car and offered it to his team-mate.  Ascari refused and urged Gonzalez to continue. The stop took 23 seconds, Fangio’s 49  seconds, JM had his rear wheels changed and his fuel tank filled. The gap between the leaders was then 1 minute 19.2 seconds.

british pitstop

Pitsop for the thirsty Parnell BRM Type 15 ; passing is the Farina Alfa being closely watched by Alberto Ascari, astride the white line, retired from the race. The balding Raymond Mays looks away from the BRM , to Mays right beside ‘the copper’ is journalist and racer John Bolster (unattributed)

‘When Fangio caught me in the 10th lap I let him overtake, placing myself directly on his tail. We traveled in tandem, our two cars seeming to be roped together. Even when he increased speed we remained like this, driving like men pursued by the Devil himself. There was a moment of danger around the 25th lap when I took Becketts Corner too fast and hit the straw bales. But this made me keener than ever and I set off again after Fangio. I began to close on him, having been perhaps 5 or 6 seconds behind him with both of us averaging about 97 mph until, on the 39th lap, I eventually took him. Towards the end of the race I was more than a minute ahead of him’.

british gonz fangio

Gonzalez leads Fangio during their great Silverstone race (unattributed)

‘Motorsports’ August 1951 issue described the events as follows: ‘Try as Fangio could and did, it was over. Gonzalez came round, crash hat and visor in his left hand, waving them to the crowd.

‘Ferrari with the unblown 4.5-litre had at last broken the might of the two-stage supercharged 159 Alfa Romeo, as they have been threatening to do since Monza last year. Froilan Gonzalez had driven impeccably and is now in the front rank.

‘Fangio drove like the master he is, but couldn’t catch the Ferrari, nor could his longer pit-stop explain the 51 second gap and he was the meat in the Ferrari sandwich. And how these Argentinians drive!’

british win

Froilan Gonzalez takes the Silverstone chequered flag to record an historic personal and team win, Ferrari 375 (unattributed)

Villoresi was third after Farina retired at Abbey Curve, with smoke billowing from the engine compartment but the failure reported as ‘clutch’. Bonetto was a further lap behind the Ferrari in fourth.

british farina

Farina’s Alfa 159 hors ‘d combat on lap 75 with a failed clutch (unattributed)

Reg Parnell was 5th in the BRM with Walker 7th. The BRM drivers completed the race burned by their exhausts and dazed by fuel vapours. In the hurry to complete the cars for the race, the exhausts hadn’t been properly insulated and the drivers were ‘cooked’.

brm

The BRM Type 15′ s get away at the start; Walker left 7th and Reg Parnell #6 5th (unattributed)

‘It was very confusing’ said Gonzalez aftewards, ‘But very exciting. Everyone was shouting and talking; the mechanics saying over and over again that the Alfa Romeos had been beaten. Then I was taken to meet the Queen and given a laurel wreath. Of course, I understood little of what was said but it was a very nice feeling to have all those people congratulating me.

‘On the winners podium I was embraced warmly by Fangio. That meant a lot to me. Then they played the Argentine National Anthem. I had never experienced anything like this before. When I saw my country’s flag being hoisted, it was just too much for me and I cried. That moment will live with me for ever.’

british wife

Gonzalez being congratulated by his wife and crew after the historic win, the enormity of it all still to set in (unattributed)

Enzo Ferrari’s dogged determination to win Grands Prix with his own cars was achieved against Alfa Romeo, for whom for many years he lead their pre-War racing programs. It was the first time the Alfas had been beaten since the first post-war French Grand Prix in 1946.

At the end of the season, Alfa Romeo applied for a significant increase in their government grant, the company still within the control of the agency which took it over after its insolvency pre-war. It was refused and the team withdrew from Grand Prix racing, a return finally made with the provision of engines in 1970 and more wholistically as a team in 1979.

In his Richard Williams biography, Enzo Ferrari said of his first Ferrari GP victory: ‘I cried for joy. But my tears of enthusiasm were mixed with those of sorrow because I thought, today I have killed my mother’…

Etcetera…

alfa paddock

Alfa’s in the Silverstone paddock; #3 Consalvo Sanesi 6th, #1 Farina DNF (unattributed)

start 1

Front row makes a poor start; #12 Gonzalez, Farina  better away and Ascari #11 on the right with Fangio’s Alfa almost beside Ascari and Felice Bonetto, Alfa coming up quickly behind Fangio (unattributed)

ascari farina

Alberto Ascari from Giuseppe Farina Ferrari 375 and Alfa 159, Silverstone 1951, both DNF (unattributed)

pitstop

Gonzalez supervises his Ferrai pitstop whilst Ascari, right, looks on having sportingly declined to take the car offered to him by Froilan allowing him to take the well deserved win (unattributed)

Bibliography…

f1fanatic.co.uk, grandprixhistory.org, Team Dan, silhouet.com, J Perez Loizeau and Ors ‘Jose Froilan Gonzalez:The Pampas Bull’

Photo Credits…

Louis Klementaski, Getty Images, Michael Turner art

Tailpiece…

britsi art

Painting depicts Gonzalez’ pursuit of Fangio with a blue Talbot-Lago T26 ahead (Michael Turner)

 

 

merc staub

(Max Staub)

Mercedes Benz returned to Grand Prix racing with a vengeance at Reims in 1954, here Fangio leads Karl Kling in the W196 Streamliners…

Mercedes had a habit of re-entering racing in the French Grand Prix every twenty odd years, when doing so bringing new standards of engineering excellence with them.

In 1914 the 4 cylinder SOHC 4483cc engined Mercedes 18/100 of Sailer, Lautenschlager, Salzer, Pilette, and Wagner crushed the opposition at Lyon just before The Great War. The course was 37.6 Km long, 20 laps of it took the winner Christian Lautenschlager 7 hours 8 minutes!

1914

Three of the 1914 French GP winning Mercedes team cars at Unterturkheim post event. L>R #28 Lautenschlager 1st, #39 Salzer 3rd, #40 Wagner 2nd. (unattributed)

In 1934 Auto Union and Mercedes came to Monthlery with cars which would largely sweep the board until War again intervened.

Although on that day an Alfa Romeo triumphed, Louis Chiron won in a Scuderia Ferrari Alfa P3 from Achille Varzi similarly mounted, the three 2.9 litre supercharged straight-8 Mercedes W25s of Rudi Caracciola, Manfred von Brauchitsch and Luigi Fagioli retiring with a variety of maladies.

1934

1934 French GP, Montlhery. Rudy Caracciola Mercedes W25 DNF, from Avhille Varzi Alfa P3/Tipo B, 2nd. (unattributed)

And so it was that Mercedes returned to racing after a break of fifteen years at Reims on the weekend of July 4th 1954, forty years after Lyon and twenty after Monthlery…

fangio reims

JM Fangio, Mercedes Benz W196, Reims victor 1954. (Jesse Alexander Archive)

 

cutaway 1

The W196 was a triumph of complex engineering, the 2.5 litre straight eight cylinder car had a swag of new features.

Direct injection of fuel into the cylinders for more precise ignition of the incoming fuel charge was the first of many, the engine lay on its side 20 degrees from the horizontal to allow a lower bonnet line and the driveshaft to pass beside the driver rather than have him sitting on it.

Desmodromic or mechanical operation of the valves allowed higher rpm than the valve springs of the day could handle, four wheel independent suspension using a new type of swing axle at the rear, inboard brakes front and rear to lower unsprung weight and a streamlined all enveloping body helped the car to be quicker thru ze air.

The very experienced pre-war engineering team of Dr Fritz Nallinger and Rudy Uhlenhaut were in control of the conception, design, development and testing of the new car.

french paddock

Reims 1954 paddock shot. #18 Fangio and #22 Hans Hermann Mercedes W196 Streamliners being prepared for the race. Open bodies used from Nurburgring 1954 onwards, Streamliner body about 60 pounds heavier than the ‘Nurburg’ slipper/open wheeler bodies. (unattributed)

The purpose of this article is not to write in detail about a car which has had everything written about it, rather the words are a support to the wonderful painting and cutaways originally published in that splendid annual, Automobile Year, in this case in the 1955 edition.

cutway 2

(Automobile Year)

In his Automobile Year technical review of the 1954 season noted journalist/Le Mans Winner/GP driver Paul Frere explains in great detail the technical advances of the car, but also makes clear that in his view all of the Benz victories that season were scored by Fangio, in that the cars speed was in large part a factor of Fangio’s dominance as a driver rather than it being a function of the cars outright pace- JMF and Alberto Ascari were the standout drivers at the time.

The W196 won four of five 1954 races entered, impressive with a new car, Frere also makes it clear that the development potential of the car was obvious and was subsequently reinforced in their 1955 season!

french start

French GP Start; #18 Fangio, #20 Kling Benz W196, #10 Alberto Ascari Maser 250F #2 Gonzalez Ferrari 553, #12 Marimon Maser 250F, #46 Prince Bira Maser 250F, #22 Hans Hermann Benz W196, #6 Hawthorn Ferrari 553, #4 Maurice Trintignant Ferrari 625, #34 Robert Manzon Ferrari 625, #14 Luigi Villoresi Maser 250F. (unattributed)

At Reims Fangio was on pole with his young German teammate Karl Kling alongside and Alberto Ascari in a factory Maserati 250F.

Alberto and Onofre Marimon were ‘loaned’ to Maserati by Gianni Lancia given his new D50 GP car was still not raceworthy and the drivers were otherwise unemployed for the weekend.

Ascari’s race was over on lap 1 due to either gearbox or engine failure depending upon the report you read, this left Fangio and Kling to run away with the race. Hawthorn and Marimon scrapped for third before the Argentinian stopped for a plug change and dropped to the back of the field.

start 2

Fangio left, and Kling Mercedes W196 well clear of Ascari’s Maser 250F shortly after the start. (unattributed)

Pre-war Thai driver Prince Bira drove a great race in a customer 250F dropping to fourth having run out of fuel and losing time switching to his auxiliary tank, and his third place, so Robert Manzon was third in a Ferrari 625.

Hans Herrman in the other W196 took fastest lap early in the race before over-revving the engine and leaving its telltale at 9100rpm!

So, a dominant Mercedes start to a run which sadly only lasted until the end of the 1955 season before their modern era return and the dominance of 2014/5…

fangio thillois

Fangio, Thillois Hairpin, Reims 1954. MB W196. (unattributed)

Etcetera…

grid shot

(unattributed)

Front row prior to the Reims start. Fangio, Kling taking a sideways glance, and Ascari’s new but somehow antiquated looking 250F in the company of the Mercedes Streamliners whilst Hawthorn fiddles with his goggles on row three.

cutaway 3

(Automobile Year)

 

Fangio’s car being ministered to between sessions, what stands out is the quality of the Streamliner’s build and finish and the enormous inboard brake drums both front and rear- JMF’s seat has been removed allowing a peek at the rear units.

The straight-8 Type 32 Gordini was the last Grand Prix car fitted with an engine of this layout but the W196 was the last successful one- the compact nature of Vittorio Jano’s 2.5 litre V8 engined 1954/5 Lancia D50 was a reminder of the advantages of engines in Vee formation and was highly influential as such.

merc w 196

(Automobile Year)

Nice cross section of the W196 cylinder head and operation of its desmodromic valve gear.

Tailpiece…

(unattributed)

Majestic and atmospheric Reims as JMF takes his position on the grid.

Credits…

Max Staub, Automobile Year, Jesse Alexander Archive, Getty Images- Maurice Jarnoux

Finito…

 

duck

(Jesse Alexander)

Alfonso de Portago practices his Ferrari 625 prior to the 1955 Pau Grand Prix, a race won by Jean Behra’s factory Maser 250F…

These superb images are from the Jesse Alexander Archive. The factory Maserati’s of #14 Behra, #16 Roberto Mieres and #18 Luigi Musso are in line astern in the Pau paddock, Saturday 10 April 1955.

pau

(Jesse Alexander)

Jean won the race from Eugenio Castellotti in a Lancia D50 and teammate Roberto Mieres in third. de Portago was 8th and the best placed Ferrari, no factory cars were entered by the Scuderia after a poor showing at Turin a fortnight before.

Ascari had the race in hand after a great dice with Behra early but with 20 laps to go had braking problems, the Lancia mechanics did a work around which gave him brakes on the front and allowed him to finish, Jean taking a lucky win.

castellotti

Eugenio’s Lancia being warmed up by the team, you can feel the staccato-blast of that lovely basso-profundo 2.5 litre V8!? (Jesse Alexander)

de 50 front

The nose of Lancia Team Leader Alberto Ascari’s Lancia D50. Pau 1955, he was 5th. Alberto died only 6weeks later at Monza in a tragic testing accident. (Jesse Alexander)

pau_1

(Jesse Alexander)

No sign of the admiring duck this time but again its de Portago in his Ferrari, not sure who it is behind, factory Ferrari GP drives would come his way in time.

Sensational shots of a great track, and thankfully still in use.

Photo Credits…

Jesse Alexander Archive, http://www.jessealexander.com

 

Ascari Cooper Jap

Alberto Ascari looking dapper in shirt and tie but a little uncomfortable at the wheel of the new-fangled mid-engined Cooper…

Its rare to see the 1952/3 World Champion in anything other than an Italian car. The Cooper must have seemed tiny in comparison with his Grand Prix Lancia D50 but the opportunity to have a steer of Gilomens’ car during a Racing Driver School in Switzerland in 1954 was too good to miss…his critique of the car unrecorded.

See the article i wrote about these fabulous 500cc/F3 cars a while back.

https://primotipo.com/2014/12/08/cooper-mk-v-jap-penguin-hillclimb-tasmania-australia-1958/

Photo Credit…

Rodolfo Mailander

stan longford

Wonderful shot of Stan Jones winning the 1959 Australian Grand Prix. Tannery Corner, Longford, Tasmania. Maserati 250F (B Dunstan via Ellis French)

The Ascaris’, Jones’, Hills’ and Villeneuves’…

When Alan Jones won the 1980 Australian Grand Prix at Calder, he and his father Stan joined the Ascaris as the only father/son combination to win their home Grands’ Prix.

Antonio Ascari won the 1924 Italian Grand Prix in an Alfa and his son Alberto won it in 1949, 1951 and 1952 for Ferrari.

Stan won the 1959 AGP at Longford in his Maserati 250F, the last AGP won by a front engined car.

Graham and Damon Hill both contested the British Grand Prix, Damon winning in 1994 aboard a Williams Renault, whilst Graham came close he never had a hometown win. His luck in the UK as bad as it was good in Monaco where he won five times!

Similarly, Gilles and Jacques Villeneuve both contested the Canadian Grand Prix but only Gilles took a win, for Ferrari in 1978.

Sadly, all four fathers had one thing in common, they all died before their sons achieved Grand Prix success. Alberto and Gilles in testing/race accidents, Graham in the light aircraft he was piloting together with his team and Stan of natural causes at the very young age of 49.

Foreword…

Like so many of my articles, this one on Stan started with a photograph, the one above at Longford. I figured the article would be short but the more I dug, and there is not a lot of information available on Jones, the more interested I became in him and the series of Maybach cars which were such an important part of his career.

So, it’s ended up rather long but I hope of interest to some.

I leaned heavily for the information on the Maybach phase on Malcolm Preston’s great book ‘From Maybach to Holden’, sadly, Malcolm died a month or so ago. He was very kind and helpful to me with the article on the John McCormack McLaren M23, that article in many ways was the inspiration for starting this blog, so I dedicate this article to him. RIP Malcolm Preston.

Stan Jones…

stan 2

Famous shot of Stan Jones shaking hands with Otto Stone, his engineer after the 1959 Longford AGP victory in his Maserati 250F. Alan is 12 in this shot, John Sawyer, the other technician wears the flat cap…Stan a justifiably happy-chappy after so many years trying to win this event! (Unattributed)

Much has been written about Alan of course but not so much about Stan, one of the great drivers and characters of Australian motor racing in the immediate post war years until the dawn of the 1960’s.

He was raised in Warrandyte, then a rural hamlet 24Km north-east of Melbourne and still semi-rural now, by his mother and grandfather. He served in the Australian Armed Forces based in Darwin during World War 2. He married Alma O’Brien circa 1940, Alan was born on November 2 1946.

Stan commenced motorsport after being encouraged by Otto Stone, a racer and engineer who would later make a great contribution to his success as an elite driver. He competed in his MGTC at Rob Roy Hillclimb, at Christmas Hills, not far from where he grew up in 1948.

Stan was soon a keen competitor in all forms of the sport including trials, twice winning the Cohen Trophy awarded to the best trials driver of the year by the Light Car Club of Australia.

His MGTC was supercharged, as so many of them were, his first circuit meeting was at Fishermans Bend, Melbourne in late 1949. He did well, finishing seventh against more experienced opposition.

In need for more speed, he bought an HRG chassis to which a local monoposto body was fitted, achieving success with the car in 1949 and 1950. His first road racing event was at Woodside, in the Adelaide Hills, he finished second in the ‘Onkaparinga Class handicap’ in November 1949. ‘Australian Motor Sports’ reported that it was the first appearance of one of the new production monoposto racing HRG 1500’s.’

In 1951 he also bought an Allard J2.

These faster cars were funded by ‘Superior Cars’, a dealership he opened in Richmond- yards in Coburg and South Yarra followed, northern and inner eastern Melbourne suburbs respectively.

Stan Jones Allard

Jones Allard J2 in the Bathurst paddock, 1951. (Ray Eldershaw Collection)

Charlie Dean, Repco and Maybach…

Maybach Carlton

Charlie testing Maybach circa 1950 on the road, in the grounds of ‘Willsmere’ the hospital for mental illnesses in Kew not far from Charlies home. His other testing venue was ‘Princes Park Drive’ behind the Melbourne General Cemetery in North Carlton. This ‘track’ was conveniently close to Repco Research in Sydney Road, Brunswick. What a super car it was/is! (Dacre Stubbs Collection)

The turning point in Stan’s career was the association with Charlie Dean, the ‘Maybach’ racers which Dean built and the ‘Skunkworks’ at Repco Research, which continued to develop the car and its successors after Jones acquired it/them.

Charlie’s business named ‘Replex’, manufactured large industrial transformers. He became involved in the Australian Motorsports Club and using his wartime knowledge of sophisticated German engines, sought a suitable motor to form the basis of a special.

A friend who operated a war surplus wrecking yard was briefed and Charlie was soon the owner of a ‘Demag’ half-track armoured personnel carrier. Critically, it was powered by a Maybach 6 cylinder 3.8 litre SOHC, cross flow engine. The block was cast-iron, the head aluminium, the crank ran on 8 main bearings and in standard form the engine produced 100bhp at 2800rpm, but the engines performance potential was clear to Dean.

Initial modifications involved fitment of twin Amal carbs to a fabricated manifold, increasing the compression ratio to 8:1 by planing the head, fitment of a Vertex Magneto and a re-ground cam to increase valve lift and duration.

At about the time Dean started to build ‘Maybach 1’, he sold his business to Repco, being retained to run it, this gave him both time for his hobby and access to Repco’s resources.

The engine was fitted into a tubular chassis, the basis of which was two 4 inch diameter 10 guage mild steel tubes to the front of which was mounted suspension mounting framework. Front suspension comprised a transverse leaf spring with suspension arms and stub axles from a 1937 Studebaker Commander. Rear suspension was of conventional semi elliptic leaf springs, Luvax lever-arm shocks were used. A Fiat 525 gearbox drove an open prop-shaft to a Lancia Lambda seventh series rear axle. A Jeep steering box was used.

Standard Studebaker brakes and wheels were deployed at the front and Lancia brakes, hubs and wheels at the rear.

It was a quick sports car and was soon developed further for competition use, Charlie debuting it at Rob Roy Hillclimb in 1947.

The car was clothed in a metal body built by fellow Repco Engineer Frank Hallam, the body made from surplus metal ‘Kittyhawk’ aircraft fuel belly-tanks. (made by Ford)

Charlie raced the car in the 1948 AGP at Point Cook, an ex-RAAF base in Melbournes’ inner West. He retired on lap 12 from magneto failure in a race of attrition in searing heat, victory going to Frank Pratt’s BMW 328. (in those days the AGP was Formule Libre and handicaps were applied)

Maybach Rob Roy

Charlie Dean with Jack Joyce as ballast competing at Rob Roy Hillclimb, Christmas Hills, outer Melbourne in March 1949. Maybach 1 ‘evolution B’ in the cars never ending developmental cycle. (Dacre Stubbs Collection)

The development of Maybach was constant and ongoing, the ‘program’ having strong Repco support due to its promotional value and the development of its engineers. In 1950 Dean was appointed to head up a Research centre for the Repco Group, located at the ex-Replex premises at 50 Sydney Road, Brunswick…from acorns do great oaks grow.

In June 1951 Jones, looking for an outright class winning car, bought the car for a nominal sum, the Repco involvement continued with the cars preparation, development and use by Repco for product development and testing. The car was engineered at Repco Research. Deans business and family commitments had made ongoing motor sport participation difficult. Jones lived in the Melbourne eastern suburb of Balwyn, in Yongala Road, not far from Dean’s home in Kew so communication was easy despite the lack of email and iphones.

By the time Stan bought ‘Maybach 1 Series 3’ the body was still a two-seater. Three feet of rear chassis rails had been removed from the original, it had rear axle mounted trailing quarter elliptics with radius rods. The engine was 4.2 litres and used three 2 3/16 inch SU carbs, had a compression ratio of 9:1 and a reliable (sic) Lucas magneto. After the SU’s were fitted the engine developed 200bhp @ 5000rpm. Tyres were 16×6.50 touring type.

A 1922 American truck ‘Power Lock’ ‘slippery diff’ was adapted in the Lancia housing which was modified to suit. The brakes had also been changed substantially using 16 inch/ 14 inch drums front/rear.

Racing Maybach…

southport 1954

Doug Whiteford, Lago Talbot leads Jones in Maybach  onto the main straight at Woodside in October 1951, Whiteford won the race, Stan second. Just look at the nature of this road circuit; telephone poles, fence posts, railway crossing etc. A tragic accident in a motor-cycle handicap race where an early starter completed his first lap before the scratchmen had gotten away, killing 2 people in the starting area caused the ban on racing on public roads in South Australia (Clem Smith via Ray Bell)

Stan’s first race in the car was at Gawler, South Australia, the main scratch race setting the pattern for the season with Jones and Doug Whiteford in the Lago Talbot fierce rivals, the two cars passing and repassing before Whiteford won the event.

Jones then raced the car at Bathurst in October 1951, winning a 3 lap scratch race but finishing second to Whiteford’s Talbot-Lago in the 50 lap handicap. The following week Jones again finished second to Whiteford at Woodside, a road circuit in the Onkaparinga Valley of the Adelaide Hills.

ralt and mybach

Stan’s Maybach chasing Ron Tauranac’s Ralt Jap through Parramatta Park, Sydney on 28 January 1952. You can see the energy being expended by the drivers in getting everything from the two, dissimilar cars. (Unattributed)

He adapted to the car quickly and well having progressed from a low powered road going TC to one of the fastest cars in the country in less than 3 years, his money allowed it but he still had to extract all the car had to offer, which he did from the start.

He next raced the car at the Ballarat Airstrip in rural Victoria, winning both the Victorian and Ballarat Trophies from Lex Davison’s aristocratic pre-war Grand Prix Alfa Romeo P3.

Maybach Rob Roy

Maybach 1 at rest. Rob Roy Hillclimb early 50’s. (unattributed)

As Stan became used to the car he became quicker and quicker, it was a considerable step up for him in terms of the performance of his preceding cars- he was the favourite to win the AGP at Bathurst in 1952 but excessive tyre wear resulted in a victory for Whitefords’ Lago. Stan finished second having stopped six times to replace rear tyres, the 6-ply touring tyres used on the 16 inch wheels, running hotter than 4-ply racing tyres.

The racing Pirellis on order had failed to arrive on time, it’s interesting to reflect on ‘supply-lines’ in those far off days between Australia and Europe.

Stan Jones Bathurst 1951

Maybach at Bathurst, October 1951, exiting Hell Corner and heading up Mountain Straight (Malcolm Preston)

The car won three Victorian Trophies, the big race on the Victorian calendar, two at Fishermans Bend, another airfield circuit in Melbournes’ inner West, the first was in 1952 at Ballarat Airfield, the car beating Whiteford with specially made 4-ply tyres for Maybach.

In 1952 Stan also raced a newly acquired Cooper Mk 4 Jap 1100, successful on both the circuits and the hills.

On New Years weekend 1953 the new Port Wakefield circuit opened with Jones taking another win, he had been unbeaten in all but a couple of minor handicap races since the 1952 AGP, the sensation of the weekend was the blowout of a tyre on Davison’s Alfa and the multiple rollover which followed.

Lex was a lucky boy as only days later Davo, Jones and Tony Gaze set off to Europe to compete in the 1953 Monte Carlo Rally.

The racers were competitive, finishing sixty-fourth, at one stage having been in the top ten amongst much faster cars in a field of 440 far more experienced teams, in a Repco prepared Holden FX or ’48-215′.

Graham Howard describes this as ‘one of the great feats of Australian motoring, this trio clean-sheeted from Glasgow to Monaco and then finished 64th after minimal reconnaissance, in the final elimination, with Jones working stopwatches while sitting sideways across the front bench seat so he could use his feet to brace Davison behind the wheel’.

Stan Jones Monte Carlo Rally 1953

Jones/Davison/Gaze Holden FX,somewhere in Europe…Monte Carlo Rally 1953 (unattributed)

Stan led the 1953 AGP at Albert Park…

Its inaugural meeting, by lap ten he was ahead of Whiteford by thirty seconds, by lap fourteen he and Whiteford had lapped the field, indicative of both their pace and dearth of outright contenders in Australian racing at the time.

The Maybach needed fuel and a replacement water pump drive belt. Jones then had to vacate the cockpit when he was splashed by methanol. Sluiced with water he rejoined the race, only for clutch failure to end a brave run, Doug Whiteford won in his Lago Talbot.

Some compensation for Jones was fastest lap at 2 mins 03 seconds, an average of 91.46MPH, imagine that Victorians who can remember the ‘circuit’ in its pre-modern era format?

image

L>R front row: Davison HWM Jag, Jones Maybach, Whiteford Lago Talbot, start of the 1953 AGP at Albert Park, its first meeting. Cec Warren #6 Maser 4CLT, Frank Kleinig #7 Kleinig Hudson, W Hayes #10 Ford V8 Spl and a smoking Ted Gray #11 Alta Ford V8. (Peter D’Abbs)

 

Stan Jones AGP 1953 Albert Park Maybach 2

Profile of Maybach 2 during the ’53 race (unattributed)

New Zealand Grand Prix Victory 1954…

rebuild

The tension on the faces of his team is palpable as Jones fires up the engine after the monumental job in rebuilding it onernight. 10.30AM Sunday January 9 1954, Shorter Bros workshop in Auckland. Team is Don Busche, Dean in tie!, Bib Stillwell and Jack Joyce (Malcolm Preston)

Stan was said to be hard on his cars, but he also had poor luck- everything finally came together for Jones and Maybach with a win in the first NZGP at Ardmore in 1954.

He beat a class field which included Ken Wharton in the BRM P15 V16, Peter Whitehead’s Ferrari 125, Horace Gould and Jack Brabham in Cooper Bristols and Lex Davison and Tony Gaze, both driving HWM’s.

It was a triumph over adversity as the car threw a rod in practice punching a sizable hole in the crankcase and damaging a cylinder bore. Dean ‘phoned Australia for spares which could not be delivered in time. Undeterred, the team comprising Dean, Otto Stone, Jack Joyce, Bib Stillwell and Don Busch scoured town, patched the crankcase and machined both a GMC rod whose weight was carefully matched to the originals and a new cylinder liner.

The engine was running by 10.30AM on Sunday morning. Stan catching some ‘beauty sleep’ to be race-ready, the race’s duration 2 hours and 45 minutes, the patched Maybach and Jones doing justice to the ingenuity and resilience of their small team.

stan nz

The spoils of victory for Jones, winner of the 1954 NZGP. Close up shot showing the quality of fabrication and build of the car . ‘Maybach 1’ in its ultimate form (KE Niven & Co)

Maybach 2…

stan 4

Stan, Maybach 2 and Charlie Dean, venue unrecorded, but early 1954. Big drums by Patons Brakes a Repco Subsidiary, big ‘Lago’ SU’s, exhaust not fitted in this shot (Unattributed)

When they returned from NZ the team began work on a new monoposto, the chassis was similar in layout to Maybach 1 but adapted for the narrower and lower body.

The rear axle was of ‘speedway type’ which allowed a lower propshaft and the easier change of gear ratios. Front suspension used Chev upper control arms. The new rear axle was attached to quarter elliptic springs but with revised control arms, a Panhard rod with Monroe Wylie tubular shocks used. Les Tepper built the chassis, Brian Burnett and Bob Baker the body.

Great attention was paid to reducing weight, aluminium was used for the body, as a consequence  the cars’ weight was reduced from 19.5 to 16cwt.

The engine was rebuilt with a capacity increase to 4250cc by increasing the bore to 91mm. Power was 257bhp @ 5200rpm and torque 288lb ft @ 3000rpm. The compression ratio was 11:1 and the 110 octane fuel was an intoxicating brew of 60% methanol, 20% benzol and 20% av-gas. The fuel tank fabricated by Burnett held 25 gallons.

The same brakes were used with the addition of air scoops to the front backing plates and a dual master cylinder supplied by Repco subsidiary, Patons Brakes.

Peugeot rack and pinion steering replaced the earlier Jeep cam and roller setup.

The first race for Maybach 2 was the Victorian Trophy at Fishermans Bend in March 1954 which Jones duly won, lapping the entire field with Brabham’s Cooper T23 Bristol 3 miles behind!

stan 2

Jones victorious Maybach 2 in the Victorian Trophy at Fishermans Bend, an airfield circuit in Melbournes’ inner industrial west. March 1954. (VHRR Archive)

Further preparation for the AGP was the ‘Bathurst 100’ at Easter.

18,000 spectators attended the event, one of the ‘most successful meetings ever stage at the circuit’ according to ‘The Sydney Morning Herald’. Jones won a preliminary race on the Saturday but broke the gearbox in a handicap event late in the day. W Clark’s HRG won the handicap ‘100’ from Brabham’s Cooper Bristol and Stan. Jones won a 3 lap scratch race in the morning during which Maybach was timed at 132.6 mph over the flying quarter-mile. Not a bad reward for the mechanic who drove back to Melbourne overnight to collect a spare ‘box!

Maybach 2 was also raced at Altona twice and again at Fishermans Bend in October in the lead up to the AGP, achieving success in the first of the two Altona meetings in May. He lost to Brabham’s Cooper T23 Bristol in the handicap at Altona in June and had gearbox failure at Fishermans Bend in October.

Demonstrating his versatility as a driver, Stan competed in the 1954 Redex Round Australia Trial in the Repco ‘prepped Holden FJ navigated by CAMS co-founder Don Thomson, finishing equal fifth.

He also continued to compete in the Cooper with at least three wins on the circuits and again success in the hills, including lowering the Rob Roy record which had stood for 3 years.

1954 AGP…

Stan Jones Maybach 3, AGP Southport 1954

Stan Jones drives Maybach 2 onto the main straight at Southport 1954 AGP, early in the race. A road course and a very rough one at that. These now well paved roads can still be driven. (Malcolm Preston)

The 1954 AGP was held on public roads at Southport on the Gold Coast not far from Surfers Paradise.

The roads were bumpy, were recently sealed, having loose gravel shoulders some humps and two defined ‘no-passing’! sections. The crcuit was 5.7 miles long with a race distance of 155 miles or 27 laps. It promised to be a tough event.

Jones lead from the start, initially from Davison’s HWM Jag and Brabham’s Cooper , Malcolm Preston in his fantastic book ‘From Maybach to Holden’ records ‘…Jones was reportedly maintaining a furious pace and consistently lifting all four wheels off the ground over one of the humps…On lap 14, whilst negotiating the S bends the Maybach ran onto the gravel. As Jones endeavoured to steer the car back onto the road it spun and careered backwards into the roadside trees at an estimated 100mph…passing between two large trees, one tree caught the side of the engine, ripping the carburettors and front suspension from the car, whilst the body containing Jones continued a little further on its side. Jones emerged uninjured from the wreckage apart from a small cut on his lip’.

Their are mixed accounts as to the cause of the accident, those sympathetic to Repco suggest that failure of a front suspension frame weld did not occur and that Stan made a driving error. Graham Howard in his book, ‘The History of The Australian Grand Prix’ concludes, drawing on contemporary sources, that a weld failure caused the accident.

Brian Burnett who built the chassis at Repco ‘explained that the two main chassis rails, of 4 inch 16g chrome molybdenum alloy steel, passed through holes in the diaphragm-type front crossmember and were completely electrically welded into 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 a problem as simple, as enormous, as unfamiliarity with new materials and techniques’ Howards book says.

Jones was tight lipped at the time, and it was a gentler age when journalism did not go hard at a large corporate such as Repco. From Stan’s perspective it made no sense to bite the hand which fed him and be forthcoming in a manner damaging to Repco.

The race continued and was won by Davison’s HWM, the first of his four AGP wins, from Curly Brydon and Ken Richardson in MG Spl and Ford V8 Spl respectively.

Brian Burnett, Maybach’s body builder, Preston records, told Jones at the team debrief at the Chevron Hotel that ‘he had driven too fast and recklessly’, Jones responded by flooring him with one punch! Out of character for a bloke who was generally the life of the party and a favourite with the ‘babes’, but perhaps reflecting Jones view that the destroyed car was not his fault.

Jones was awarded the ‘Australian Driver of The Year’ in 1954 for his NZGP, Victorian Trophy, Bathurst 100 and Victorian Hillclimb Championship wins.

prang

Maybach 2 on the trailer for the trip back to Melbourne. Car was destroyed by the voyage backwards through the Southport trees at high speed Main frame members clear, front suspension torn from the car. Mechanical failure or driver error? (‘History of  The AGP’ G Howard)

Maybach 3…

Shortly after returning from Southport Charlie Dean hired Phil Irving, already a famous engineer for his work on Vincent motorcycles and later the designer of the Repco ‘RB620 Series’ V8 which won Jack Brabhams 1966 World Drivers/Manufacturers Championships.

Whilst Maybach 3 was being built Stan bought Jack Brabham’s ‘Redex Special’ Cooper T23 Bristol when Jack left for the UK, his businesses continuing to prosper and funding some wonderful cars.

superior cars

At Fishermans Bend in February he qualified the Cooper on pole but finished third behind Davison’s HWM and Hunt’s Maserati. He ran the car again in the Argus Trophy at Albert Park in March finishing second to the Hunts’ Maser and Whiteford Lago.

He also raced the Cooper 1100 and a Cooper T38 Jaguar in sports car events, winning in the latter at Fishermans Bend in February and also racing it on the hills.

Jones Cooper Jag

Jones added a Cooper T38 Jag to his stable winning in it on both the circuits and in hillclimbs. (motorsportarchive.com)

Early in 1955 construction of the new Maybach commenced.

To lower the bodywork the engine was canted at 60 degrees, offsetting the engine and driveshaft to the right allowing a driving position left of centre. New rear axle housings and steel gearbox housings were built to Irving’s design.

The remaining stock of 110mm stroke cranks were cracked, so a 100 mm one was used, with a 90mm bore the engine capacity was 3800cc. The special SU carbs could not be readily replaced so six Stromberg side-draft carbs were used, the engine developing 240bhp @ 5000rpm.

A similar suspension layout to Maybach 2 was used. Brakes were made from flat plate steel rolled into circles and then welded at the ends, the drums were machined internally and externally for attachment to the hubs. Brian Burnett again built the body which was inspired by the contemporary Mercedes Benz W196 GP car.

The car was finished in April 1955 and entered for the ‘Bathurst 100’ at Easter.

It was timed at 145mph but had severe handling problems causing a spectacular spin and finished second to Hunt’s Maserati A6GCM. The car also had a severe flat spot so was not run in the ‘100’, Stan winning the Group B Scratch race in his Cooper 1100.

It was found that the front cross member was flexing under braking, affecting the steering. Irving rectified the flatspot by devising a fuel injection system using the Stromberg throttle bodies, part throttle flow was regulated by a Lucas ignition distributor with fuel delivered by an aircraft fuel pump- when dynoed the engine produced 250bhp.

Dean tested the car at Templestowe Hillclimb and Jones won the A.M.R.C Trophy at Altona, Melbourne in May from Ern Seeliger’s Cooper Bristol.

Jones raced the Cooper Bristol at Mount Druitt, western Sydney in August, losing a wheel in practice but winning the preliminary race only to have the cars chassis snap in the 50 mile main race, fortunately bringing it to a halt without hurting himself.

1955 Australian Grand Prix, Port Wakefield, South Australia…

AGP 1955 Port Wakefield

Start of the race with Hunts Maser A6GCM and Stan in Maybach 3 alongside, front row. Jack Brabham and Doug Whiteford on the second row in Cooper T40 Bristol ‘Bobtail’ and Lago-Talbot (Malcolm Preston)

The car was fully rebuilt prior to the October 10 race and run in a preliminary event at Fishermans Bend the week before, Jones, whilst second to Hunt was happy with the cars performance.

Jack Brabham was racing a Cooper Bristol T40 he built himself (to race in the 1955 British GP) and hitherto fairly unreliable, won the race from Hunt, who had led in his Maser A6GCM before breaking a rocker, and Jones whose clutch failed. Doug Whiteford was third in his Lago.

gnoo-blas-stan-jones-website

Stan competing at Gnoo Blas, Orange in the ‘South Pacific Championship’. Maybach DNF with a broken conrod in the race won by Hunt’s Maser 250F from the Brabham and Neal Cooper Bristols. (Gnoo Blas Classic Car Club)

Maybach was next raced at Gnoo Blas, Orange, in January 1956 in the South Pacific Road Racing Championship meeting. Hunt took the lead by a small margin, Jones was second having lapped the field then Brabham a distant third. On lap 23 the Maybach broke a conrod, locking the wheels and sending the car spinning down the road- Hunt won from Brabham.

Upon examination, the block and crank were badly damaged, there was little of Dean’s original cache of spares left and in any event the more modern cars from Europe, readily available at a price, meant it was increasingly difficult to develop the Maybach to the required levels of competitiveness.

After all those years Dean and Stan decided the cars ‘elite’ racing days were over.

Maserati 250F…

caversham 2

Stan Jones applying some gentle correction to his Maserati 250F ‘2520’ , AGP Caversham WA 1957 (David Van Dal)

Maybach 3 was never really competitive and Reg Hunt ‘upped the local ante’ when he imported an ex-works Maserati A6GCM in late 1954. Lex Davison followed suit with his ex Ascari/Gaze Ferrari Tipo 500/625 3 litre, Stan having the resources, invested 10,000 pounds to acquire a Maserati 250F- chassis #2520 and a spare 3 litre 300S engine.

Stan despatched Charlie to Modena to do the deal, ‘2520’ was built in late 1955 to 1956 spec and used by Frolian Gonzalez and Pablo Gulle in the 1956 Argentinian and Buenos Aires GP’s respectively, (DNF and 8th) before being shipped to Melbourne arriving on the ‘SS Neptunia’ on April 22 1956.

In a 1981 issue of ‘MotorSport’ magazine Alan Jones describes his joy in ‘unwrapping the car’ at Port Melbourne but also his disappointment as a 9 year old that the car was a Maserati, real Italian racing cars being Ferrari’s…

In any event Stan had the ‘ducks guts’, the most competitive customer Grand Prix car of the period, a tool with which he would demonstate his mastery over the following three years.

Australian Grand Prix, Albert Park 1956…

Jones raced the car for the first time at Port Wakefield, coming second in the wet to Stillwells’ D Type in the ‘SA Trophy’. He raced the car again in September at Bathurst winning both the 3 lap curtain raiser and ‘NSW Road Racing Championship’ later in the day setting a lap record in the process.

Stan Jones & Owen Baileys cars AGP 1956

Jones’ 250F in the foreground and Owen Baileys’ ex-Whiteford/Chiron 6 plug Lago-Talbot @ rear of the Albert Park Paddock, AGP 1956. Young mechanic in the brown overalls is noted Australian engineer/fettler Ian Tate (Rob Bailey Collection)

Melbourne hosted the Olympic Games in 1956, the AGP at Albert Park that November is still regarded as one of the greatest ever, certainly the best to that point in the races long history. It is the event which changed the face of motorsport in Australia, such was the calibre and competitiveness of the entry and scale of the event.

The meeting was a ‘double-header’ featuring the ‘Australian Tourist Trophy’ for sportscars on the first weekend and the AGP the following one, with support races of course, the AGP is still famous for those!

The overseas entry was headed by the factory Maserati team which brought five cars, three 250F’s and two 300S sports cars for Stirling Moss and Jean Behra. They based themselves at the Esplanade Hotel nearby in St Kilda, (still there, the ‘Espy’a great pub and band venue) the cars themselves housed in Maserati driver and local Holden dealer Reg Hunt’s premises on the Nepean Highway in Elsternwick, close to the circuit.

Moss Maser AGP 1956

Moss heads out to practice the spare 250F…3 chassis came to Oz, 2 of the latest spec cars with offset driveline, lower seating position and revised bodywork, and this earlier car. Hunt tested it in practice and Brabham was entered to race it but ran his Cooper T39 Climax instead (unattributed)

So close that the 300S were driven to and from the track, adding to the cosmopolitan atmosphere. The large local Italian community, many of whom migrated post-war turned out in force to support the big red cars.

Other Maserati 250F’s were entered by Ken Wharton, Stan and Reg Hunt with Kevin Neal in Hunt’s old A6GCM. Ferraris were entered for Peter Whitehead and Reg Parnell- 555 Super Squalos’ with 860 Monza 3.5 litre 4 cylinder engines.

The strong field would test the local talent who were in cars in more or less equal performance to the vistors- Jones and Hunt in their 250F’s, Davison in his venerable 3 litre Ferrari Tipo 500. By that stage Whiteford’s Lago was long in the tooth but he ran his 12 plug T26C as did Owen Bailey in Doug’s old, successful car.

Behra and Moss AGP 1956

Jean Behra, Stirling Moss and cuppa tea! Albert Park pits AGP 1956 (unattributed)

Moss disappeared into the distance from Behra with local interest centred on the battle of the ‘Melbourne drivers’ Jones, Hunt and Davison. Moss initially lead Behra, Whitehead, Parnell, Davison, Hunt, Neal and Jones. Bailey’s half shaft failed on the line. Jones was fast early, passing Hunt with Wharton, Parnell and Davison dropping back.

Rain started to fall with the Jones/ Hunt dice continuing until Jones eased with smoke coming from under the Masers long bonnet, post race this was found to be a broken crankcase breather pipe leaking onto the exhaust. Rain started to fall heavily with 10 laps to go Neal crashing the A6GCM into a tree breaking both of his legs and those of the official he collected in the process. Moss won by nearly a lap from Behra, Whitehead, Hunt, Jones, Parnell and Davison.

The duel between Hunt and Jones was the first and last in similar cars, Hunt shortly thereafter retired from racing, neither Stillwell nor Glass were as competitive in the car subsequently.

Jones continued to also compete in Rallies finishing second in the ‘Experts Trial’ and getting hopelessly bogged in the wastes of North Queensland in the ‘Mobilgas Trial’ co-driven by Lou Molina, legendary Melbourne racer, restauranteur and raconteur.

Jones and Hunt AGP 1956

Jones and Hunt during their spirited early AGP race 250F dice. Such a shame Hunt retired shortly thereafter, the battles between Jones, Hunt, Davison and Ted Gray in the Tornado Chev would have been megga. The other ‘maybe’ would have been Doug Whiteford in an ex-factory 250F rather than the ex-factory 300S he bought from the Maserati Team immediately after the meeting…Bob Jane bought the other 300S and sadly all 3 250F’s left the country. (unattributed)

1957 Australian Gold Star Series…

Stan shipped the Maserati to NZ for the Grand Prix at Ardmore in January hoping to repeat his earlier success, the race included internationals Reg Parnell, Peter Whitehead and Jack Brabham. Stan qualified well and in a tough 240 mile race of 3 hours 7 minutes, finished third in a typically gritty drive from Parnell and Whitehead in their Ferrari Super Squalo 555’s.

The Maserati also gave Stan a lot of unreliability grief, his fortunes in it changing when Otto Stone took over its preaparation after the 1957 AGP held in searing 104 degree heat at Caversham in WA.

Jones was initially awarded victory after a stunning drive- on a lap count back two days later, Davison got the win albeit with Bill Patterson as his co-driver, tough-nut Stan drove the distance on his own…Alec Mildren also thought he (Mildren) had won the race.

caversham

Stan Jones in practice , AGP Caversham WA 1957. Superb David Van Dal shot…makes the car look very long and low. Maserati 250F. Davisons year 1957, winning the AGP, Gold Star and Victorian Trophy in his Ferrari Tipo 500 (David Van Dal)

Lex Davison won five rounds of the championship that year winning the Gold Star from Tom Hawkes’ Cooper T23 Holden and Stan. Jones only Gold Star win for the year was in Queensland winning the ‘Lowood Trophy’ in August. At Bathurst a UJ broke, at Lowood a spur gear and back at Bathurst the clutch failed.

Stan entered the Maser in the Victorian Trophy meetings, over two consecutive weekends in at Albert Park in March, winning a preliminary event from the Davison Ferrari 500/625 and Brabham’s F2 Cooper T41 Climax, but his engine let go in a big way in the 100 mile ‘Trophy’ race whilst chasing and catching Davison in the lead. A conrod broke carving the block in half after setting fastest race lap on this ‘big balls’ circuit. Davison won from Brabham and Hawkes.

Stans businesses continued to expand, he was awarded a Holden franchise, ‘Stan Jones Motors’ was located at 408 Victoria Street, Richmond/Abbotsford. Many of his fellow ‘elite racers’ were also motor-traders including Bib Stillwell, Lex Davison, Bill Patterson, Alec Mildren, Arnold Glass, Stan Coffey and Reg Hunt.

Stan Jones 'Victorian Trophy' Albert Park 1957

Wet practice session for the Maser, ‘Victorian Trophy’ at Albert Park in March 1957. (Rodway Wolfe Collection)

 

AGP pit entry

Australian Gold Star Champion 1958…

Stan won at the Victorian Tourist Trophy meeting at Fishermas Bend in February 1958 from Arnold Glass in a Ferrari Super Squalo and Doug Whiteford in an ex-works Maserati 300S sports car acquired from the Maserati team after the 1956 AGP.

In a consistent year with the now well prepared and reliable Maserati Stan also won the final round of the championship, the Phillip Island Trophy race and scored second places at Gnoo-Blas, (Orange NSW), Longford and Lowood, Queensland and won the title from Alec Mildren and Len Lukey in Coopers T43 Climax and T23 Bristol respectively.

Jones and Gray AGP 1958

Jones leads Ted Gray across the top of Mount Panorama, AGP 1958. Maser 250F from Tornado Chev. (Alan Stewart Collection)

Davo took the AGP at Bathurst in October 1958 in a thriller of a race, Jones led for the first 17 laps with Davo in close company until the 250F clutch failed, and several laps later the engine. Ern Seeliger finished second in Maybach 4 (see below for specifications) with Tom Hawkes third in his Cooper T23 Bristol.

AGP Bathurst 1958

Start of the ’58 GPs’ preliminary race: Ted Grays’ Tornado from Davison # 12 Ferrari Tipo 500/625 and Stan. (Bernie Rubens)

In a year of relative consistency Stan amassed enough points to win CAMS coveted ‘Gold Star’ for Australian Champion driver of the year.

It was a fitting reward for one who had contributed so much to the sport and been a drawcard from the moment he first stepped into Maybach 1.

agp 1958

Grid of the 1958 AGP Mount Panorama, Bathurst. Front row L>R Davison #12 Ferrari Tipo 500/625, Tom Clark Ferrari 555 Super Squalo, Ted Gray blue Tornado, row 2 L>R, Alec Mildren Cooper T43 Climax, Merv Neil Cooper T45 Climax and Curley Brydon Ferrari Chev, Tornado red clad crew well to the fore. (David Van Dal)

 

Jones AGP 1958

Jones, Hell Corner, Bathurst AGP 1958, this shot taken from the inside of the corner the following one from the outside. These shots show the truly challenging nature of the place in the 50’s in 250bhp plus GP cars (Ed Holly Collection)

 

Jones Maserati Bathurst 1958

Jones wheels his 250F into Hell Corner Bathurst 1958 AGP (Bernie Rubens)

The Australian Grand Prix win he had strived for for so long was finally his with a victory on the power circuit of Longford in Tasmania 1959.

Stan’s 250F was at its peak, lovingly and skilfully prepared by Otto Stone, Stan beat Len Lukey’s Cooper T43 Climax at just the right moment. The day of the front engined GP car was over in Australia, a bit later than in Europe.

Stan was fortunate their were no 2.5 litre Coventry Climax engined Coopers in Australia at that stage, Lukey’s little 2 litre did not quite have the ‘mumbo’ to do the job on Longfords long straights, but if anyone deserved some luck Stan certainly did!

Stan Jones AGP Longford 1959

Stan being pushed to the start in front of Arnold Glass in the ex Hunt/Stillwell 250F. Otto Stone beside Stan, fair haired Sawyer pushing Masers’ pert rear…(Walkem Family/Ellis French)

Jones led from the start followed by Lukey and Whiteford, Whiteford’s Maser 300S did not survive the landing off the railway line spraying copious amounts of oil over Lukey.

Start, Longford AGP 1959

Ellis French shot as the flag has dropped catches all the ‘fun of the fair’ of country Tasmania in much simpler times…Jones from Lukey, Glass and Whiteford in the 300S. Blue colored sports car at rear is Ron Phillips’ Cooper T38 Jag…F Libre event (Ellis French)

The lap record was taken by Jones, Lukey and Glass. Lukey lead for 6 laps, Jones regained the lead, tapping Lukeys’ Cooper up the chuff whilst going past the Prince of Wales Hotel. Glass made a bid for the lead, getting right up to Jones, but had to use the escape road at Mountford Corner, his brakes locking. He recovered, joining the circuit still in third in front of Mildren’s Cooper.

Jones worked his away back to the front again, and built a small lead over Lukey, winning by 2.2 seconds from Lukey, with Glass 2.5 minutes behind them and Mildren 39 seconds behind Glass.

Ted Gray’s Tornado, the other outright contender had troubles in the qualifying heats, he ran a bearing in the fabulous Lou Abrahams built Chev V8 engined Australian special on lap 4.

Jones jumping at Longford 1959

Amazing shot of Jones and Lukey ‘yumping’ their cars over the railway line towards Tannery Corner on the outskirts of Longford township (Charles Rice)

 

stan and len

Stan Jones and Len Lukey in their epic 1959 AGP Longford dice, the cars touched here on lap 9 (oldracephotos-ed steet)

Stan contested the Gold Star Series again in 1959 winning at Port Wakefield in Maybach 4, the car, still owned by Jones, was modified by Stan’s friend Ern Seeliger by fitment of a Chev Corvette 283cid V8, de Dion rear suspension, a 30 gallon fuel tank and less weight.

The dry sumped Chev was fitted with 2 four barrel Carter carbs and developed 274bhp at 6000rpm and 300ft.lbs of torque.

The last victory for the car was that race at Port Wakefield, in March, in back to back wins with his AGP triumph.

port w

Stan in Maybach 4 Chev alongside Alec Mildrens’ Cooper T43 Climax. Stan won the Gold Star round at Port Wakefield in March 1959, mixing drives in the Maser and Maybach that year . Relative size of the ‘old and new’ apparent, Mildrens Cooper tiny in comparison! (Kaydee)

The 1959 Gold Star Series was very long at twelve rounds Len Lukey winning it in Coopers T23 and T43 Climax from Alec Mildren in Coopers T43 and T45 Climax and Stan.

stan and al 1959

Alan and Stan Jones, Phillip Island circa 1959. Car is Maybach 4 Chev, still owned by Stan but modified by fitment of the Corvette V8, fettled and mainly raced by Jones’ mate Ern Seeliger. PI track surface not quite what it is today…(Fan.one)

Coopers…

The Maserati 250F was advertised for sale at 4500 pounds (selling some years later for circa 2000 pounds), Maybach 4 was pressed into service at the AGP held in 1960 at Lowood, Queensland in June. The Chev engine failed after four laps, Alec Mildren took a fanastic win by less than a second after a race long dice with Lex Davison’s Aston DBR4/300.

Mildren’s car was a clever combination of Cooper T51 chassis and Maserati 250S engine taken out to 2.9 litres, deservedly, he finally won the Gold Star that year and then retired, forming a race team and over the following decade putting far more back into the sport than he ever took from it.

The mid-engined way forward was clear, Stan’s new Cooper T51 2.2 Climax arrived in time for the NZ Grand Prix at Ardmore in early January 1960. Stan’s practice times were fifth quickest of a grid which included Stirling Moss, David Piper, Denny Hulme and Len Lukey all driving Coopers.

Jones finished fourth behind Brabham and McLaren in works Cooper T51 and T45 Climax 2.5’s, and Stillwell, like Stan in a new Cooper T51 but 2.2 Climax engined.

Stan contested the ‘Craven A International’ at Bathurst in October 1960. He retired the car in a lap one accident, the race won by Jack Brabham’s T51.

Bathurst International 1960

Merv Bunyan photo

 

Bathurst Gold Star 1960

50000 people turned up to see Jack Brabham win the ‘Craven A International’ at Bathurst in 1960. Front row L>R Jones, Mildren, Brabham. The red car on row 2 is Stillwell, the yellow behind Austin Miller, the white behind him Patterson..all in Cooper T51 Climax’. The Glass 250F is clear, third row outside (Australian Motor Racing Museum)

Grand Prix Racing changed from a 2.5 to 1.5 litre Formula in 1961 but many internationals contested our summer races…bringing 2.5 litre ex-GP cars, the ‘Tasman Series’ was still 3 years away. Stirling Moss, Innes Ireland, Dan Gurney, Graham Hill, Ron Flockhart as well as our Jack raced in Australia that summer.

Stan missed the opening Gold Star round at Warwick Farm but was the fastest of the locals, making a particularly big impact on Dan Gurney at the ‘Victorian Trophy’ meeting held at Ballarat Airfield in mid February.

He was fourth, bested only by Gurney and Hill in their BRM P48’s and Ron Flockhart’s Cooper T51 Climax 2.5. Jones led home the locals Stillwell, Mildren, Glass and Miller all in Cooper T51’s.

The oldracingcars.com commentary of the 1961 season asserts that Jones was the quickest of the Australians at the start of ’61 but only won later in the year at Lakeside in July.

coopers

Stan in his Cooper T51 Climax alongside Bib Stillwell in Aston DBR4/300. Stans’ BRDC badge proudly displayed on the Coopers side. Longford practice, March 1961 (Ron Lambert Collection)

At the ‘Longford Trophy’ in March he had a DNF on lap 4, the race won by Roy Salvadori’s Cooper T51 Climax. At the ‘Queensland Centenary Road Racing Championships’ at Lowood in June he finished third behind Bill Patterson and Mildren, both Cooper T51 mounted.

In April he contested the ‘Craven A Gold Star’ event at Bathurst finishing second to Patterson’s winning Cooper T51, Pattos’ Cooper and the four cars behind Jones 2.3 Climax, all 2.5 litres in capacity or bigger.

But for Stan difficult times had begun…

In 1961 there was a credit squeeze in Australia as the Menzies Government tightened monetary policy to control inflation with the usual brutally fast consequences of an instant drop in consumer demand. Cars included.

Sales on Jones’ multiple sites dropped and continued to decrease as consumers kept their wallets in their pockets or could not obtain consumer credit, nowhere near as sophisticated or as common as it is today. Superior Motors was sold in 1960.

If you were highly geared, as Stans businesses were, you were in trouble, his assets were progressively sold as his cashflow could not keep up with creditors demands.

Jones initially raced on and won the ‘Lakeside Libre Race’ in the Cooper in July, ahead of Arnold Glass’ Cooper T51 Maser and the Lotus 18 Ford FJ of Bruce Coventry.

He didn’t start the 1961 AGP at Mallala, South Australia, the race won by Lex Davison in a Cooper borrowed from Bib Stillwell, David Mckay was penalised for a jumped start and lost a race many believe he should have won, Davos’ AGP luck was legendary!

The Gold Star was won by Patterson from Davison, Jones equal third with Bib Stillwell despite not competing at most rounds and having his mind on much bigger issues, his financial survival.

That unfortunately was the end of Jones’ racing career, he simply no longer had the financial means to compete, the fastest Australian at the start of 1961 was effectively retired twelve months later.

 

Stan Jones, Calder 1962

Stan Jones, John Sawyer and Otto Stone with the Cooper, Calder 1962. A drive of the car at this stage was no doubt some relief from the financial issues Jones was dealing with (autopics)

Jones retained the Cooper, racing it at local Calder, Victoria, events several times into 1962. Whilst for sale, the 250F had not sold, Stan ran the car in an historic demonstration event at Sandown in November 1963, which seems to have been his last competition outing. By 1965 the car was sold and running in historic events in the UK.

Stan was ‘a player’, his marriage to Alma ended in divorce, Stan gained custody of Alan and moved to The Boulevard in Ivanhoe, a more salubrious address than Yongala Street, Balwyn. By the mid-sixties all of Stan’s businesses had been sold and he was struggling to find an income, all of this tumultuous for Alan, by then in his late teens.

Stan Maybach early 60's

Stan and Jack McDonald in Maybach 1, mid 60’s in the Calder or Sandown paddocks. Fit and well at this point pre-strokes (Graham Thompson Collection)

Jones suffered two debilitating strokes in the mid-sixties. Alan, after an initial trip in 1967 moved to the UK to pursue a racing career in 1969, Stan moved there to live with Alan and Beverley, AJ’s first wife.

He died in a London hospital in March 1973 just short of his fiftieth birthday. He was a shadow of his former self but a family friend who visited the Jones family in London spoke on the ‘blogosphere’ of Stan using two walking sticks but still looking dapper and smart.

Sad as this was, he would have been proud of Alan as 1973 was his breakthrough year in the UK. He had been competing in F3 for several years, winning a lot of races in a GRD 373 in 1973 and finally broke free of F3, getting his first F1 drive in the Harry Stiller owned Hesketh in 1975…

Champion Racers both, Stan and Alan…and in elite company with Antonio and Alberto Ascari.

cooper bathurst

Stan Jones Cooper T51 Climax Bathurst Gold Star , March 1961 (John Ellacott)

Where Does Stan Jones rate in the pantheon of local Australian drivers of the period?…

It is much harder to rate the drivers of the period as they raced mainly cars of different performance. It isn’t like today when drivers come through controlled junior formulae and into controlled senior formulae including F1! telemetry and the like making the job of picking who is fastest easier.

The competitor set includes Doug Whiteford, Lex Davison, Jack Brabham, (whom i have excluded from this analysis given he went overseas) Reg Hunt, Ted Gray, Alec Mildren and Len Lukey. Guys like Bib Stillwell peaked later and David McKay wasn’t in single seaters until the very end of Stan’s career so lets say that is the ‘elite group’, based either on results or speed- Ted Gray an example of the latter.

Whilst their is some chatter about the merits of Jones on the ‘blogosphere’, of more relevance are contemporary reports of those there in the day, assessing the drivers of the day in the context of the day.

‘Australian Motorsport Yearbook 1958/9’  refers to Jones ‘two most important overseas appearances have done more to put Australia on the map than many other drivers’. His ‘finest achievement must still be driving an Australian Special against International drivers in works cars in the first NZ International GP.’ ‘On the results of these experiences (the other being the Monte Carlo Rally) Jones should then have spent one season overseas; his potential as a racing driver, was superior, at the time to Jack Brabham’.

This did not happen primarily due to his family and business commitments so ‘..it is therefore not surprising that when he has recently driven against overseas drivers, he has been unable to match their skill…’

‘It has been suggested Stan is a car killer. This is not true. Jones is the first to admit that when he began motor racing he had little knowledge of what went on under the bonnet, but on the credit side he has the ability to give the mechanics details of incorrect symptoms…’

‘It must be admitted Jones is a hard driver…This determination to win has been one of the most important factors contributing to Jones’ success…his record shows he has rarely been unplaced when completing a race.’

‘Jones has been a complete all rounder…He is not temperamental and like many similar drivers his easy friendliness off the track is only matched by his determination once a race has started.’

Stans adaptability is mentioned above, that was not unique at the time as circuit events were not as common as now so drivers with the means had to be prepared to travel interstate and to do trials, rallies and hillclimbs to get their ‘racing fix’.

Jones had the financial means to race, but so too did the ‘competitor set’ above, all sucessful businessmen/racers with the wherewithal to match their skill.

As the oldracingcars.com analysis earlier states, Stan was the quickest local driver in 1961…Dan Gurney stating after racing against him at Ballarat Airfield, ‘wow he is some driver that Stan Jones’. He successfully made the change from front to mid-engined cars, he was as adept in his Cooper Climax as Maybach 4, both entirely different beasts raced successfully in the same year.

Ray Bell, noted Australian motor racing journalist and ‘Racing Car News’ contributor talks about Jones on ‘The Nostalgia Forum’ as ‘..the dominant figure of his day. He probably won the 1957 AGP at Caversham denied by poor lap-charting by the organisers. He stood out amongst drivers of the fifties, Brabham shot off to the UK to really make an impact’. ‘At Albert Park in 1956 only two drivers took Golf Links Bend flat, Moss and Jones’

Was he our fastest of the period? Probably.

Its a pity Whiteford bought a 300S rather than a 250F from the visiting Maserati factory team post the 1956 Albert Park GP, equally its a shame Hunt retired- those battles would have been interesting and perhaps conclusive.

Was he the best in the period? Possibly.

Perhaps mechanical sympathy, important at the time was a slight negative.

Lex Davison is the other ‘best’ contender and an honorable mention should be made of Hunt who really wasn’t around long enough in outright cars to call it- he definitely had a car advantage when the A6GCM arrived, raising the bar and forcing others to buy ‘Red Cars’.

The final word goes to John Medley, another racer/enthusiast/historian of the period also writing on ‘TNForum’. He said of Stan, ‘He was an impressive operator, a determined and at times exuberant driver and usually with good equipment. Alan Jones was not the only goer in the Jones family. Stan was a serious goer full of fire and brimstone.’

Jones Maybach 4

Jones returns to the pits, final victory in Maybach 4 Chev, Port Wakefield, SA Gold Star round March 1959 (Kevin Drage)

 


 

Etcetera…

Charlie Dean…

Charlie Dean c 1972

Repco PR shot of Charlie Dean circa 1972 (Malcolm Preston)

The importance of the Research & Development ‘Skunkworks’ Dean created at Repco post-war is important to recognise.

Its existence and focus on development by racing attracted an incredible number of talented engineers who graduated from the ‘Repco University’ and achieved much within Repco or more often outside it.

Repco engineering alumnus include Ivan Tighe, Paul England, Peter Holinger, Nigel Tait, Michael Gasking, George Wade, Don Halpin, Frank Duggan, John Brookfield, John Judd, John Mepstead, David Nash, Ian Stockings, Ken Syme, Brian and Norm Wilson and many others. Phil Irving is not on this list as he was already of world renown when he joined Repco.

This unit within the company lead to the Coventry Climax FPF maintenance program in the early ’60’s, this and the capabilities of the engineers made possible taking on the Jack Brabham request to design and build the 1966/7 World Championship winning ‘RB620 and 740’ Series of engines, a program supported and sponsored by Dean, by that time a Repco Board member.

Board membership was a considerable achievement in Dean’s career as Repco were for many years an Australian Stock Exchange Top 200 company. Even though by then he wore a suit, by thought, word and deed he was a ‘racer’ to his core and a fine engineer to boot.

As a Repco Director he retired compulsorily at 60 in 1973, then doing a variety of engineering projects, and some property refurbishment work. He died suddenly in 1984 after suffering a fatal blood clot following surgery after a fall moving a concrete slab at his home.

To my knowledge his story has not been fully told but it is well covered in Malcolm Preston’s great book referred to in the bibliography.

c dean maybach 194 geo thomas

Charlie Dean, Maybach 1, Rob Roy 1948. (George Thomas)

Etcetera…

Gaze, Davison and Jones Monaco

Tony Gaze, Lex Davison and Stan Jones with their Holden, Monaco quayside, Monte Carlo Rally 1953 (unattributed)

 

1958 AGP Bathurst

1958 AGP, Mount Panorama, Bathurst…Stan in his 250F from Ted Grays Tornado Chev and Davison in the Ferrari 500/625, first lap. Hell Corner from the inside, beginning the run up the mountain…(Peter Wherrett Collection)

 

Jones and 250F at Phillip Island circa 1959 (Peter D’Abbs)

 

Ern Seeliger and Stan after the latter won the 1953 Victorian Trophy at Fishermans Band in Maybach 1 prepared by Ernie (The Age)

Bibliography…

Barry Green ‘Glory Days’, Malcolm Preston ‘Maybach to Holden’, Graham Howard ‘History of The Australian Grand Prix’, ‘Australian Motorsport Yearbook 1958/9’, ‘The Nostalgia Forum’

Photo Credits…

David Van Dal, John Ellacott, Ron Lambert, oldracephotos.com, Rodway Wolfe Collection, Merv Bunyan Collection, Bernie Rubens, John Ellacott, Charles Rice, Ellis French, B Dunstan, Ed Steet, Walkem Family, KE Niven & Co, Peter Wherrett Collection, Australian Motor Racing Museum, Rob Bailey Collection, Kevin Drage, Dacre Stubbs Collection, motorsportarchive.com, Graham Thompson Collection, Ray Eldershaw Collection, Alan Stewart Collection, Ed Holly Collection, fan.one, George Thomas, VHRR Archive, Pter D’Abbs, Historic Racing Car Club of Tasmania, The Age

Tailpiece: Happy Stan, no doubt a relieved Stan, in the Longford paddock post 1959 AGP win, Maserati 250F…

(HRCCTas)

Finito…

pirelli

Wonderful Pirelli Ad showing Ascari and Farina in their Ferrari 375’s at Valentino Park, Turin on April 6 1952…

Luigi Villoresi won the race in another 375 from Piero Taruffi and Rudolf Fischer both in Ferrari 500’s. Ascari #34 was fifth having lead strongly but running short of fuel with a leak, and Farina #20 crashed on lap 31 having pushed too hard keeping up with Ascari.

Ascari and Farina were in the latest long wheelbase ‘Indianapolis’ Models bound for Indy that May, whilst the winning car was a normal SWB 375.

In those far-off days there were many non-championship F1 races, 1952 was a strange year as Formula 2, for 2 litre cars counted for the World Championship, and Formula 1 races were run but were non championship events…Alfa Romeo withdrew from Grand Prix racing at the end of 1951, BRM were still struggling with their V16, the FIA believed only having Ferrari as a title contender was contrary to the interests of the sport, so F2 became F1 if you will, where fields were of greater depth!

Mind you, Ferrari had the game covered, the Ferrari 500, Lampredi designed 4 cylinder DOHC cars absolutely dominant in 1952 and 1953.

This non-championship race in Italy was well supported with entries from Maserati, Talbot-Lago, Osca and of course Ferrari who entered their 1950/51 F1 375 V12 engined cars, as well as their Ferrari 500 F2, but for 1952/3 cars contesting the world championship. Moss, Fangio, and Ken Wharton were entered in their BRM V16’s but the cars failed to appear, still not being race ready.

Valentino Park, located in Turin on the west bank of the Po River was used for motor racing from 1935 to 1954, different layouts were used varying in length from 2.92 to 4.8 kilometres.

farina

(www.ferraristuff.com)

Farinas’ abandoned, crashed Ferrari 375, Valentino Park, Turin 1952.

These ‘LWB’ cars were being developed for Indianapolis in May, this chassis didn’t make the trip, it was too badly damaged to be repaired in time for shipping to the ‘States.

The shot below is of Nello Ugolini, Team Manager, Aurelio Lampredi, the 375’s Designer, Luigi Villoresi, Enzo Ferrari and Alberto Ascari gathered around a Ferrari 375 in 1952. Nice shot of the 4.5 litre SOHC V12, 3 Weber carbs and cold airbox also clear.

fazz team

(Pinterest)

The Ferrari 375…

The 4.5 litre, normally aspirated, Aurelio Lampredi designed V12 finally broke the dominance of the Alfa Romeo 159, supercharged, straight-8, 1.5 litre ‘Alfettas’- Froilan Gonzalez famously won the 1951 British Grand Prix at Silverstone.

The chassis of the car was a conventional tubular steel frame fitted with drum brakes and a four speed ‘box. Suspension was independent at the front by upper and lower unequal length wishbones, a de Dion rear axle located by radius rods and using transverse leaf springs front and rear. Shocks were Houdaille hydraulic.

The engine was a 4493cc 60 degree V12 with SOHC per bank, two valves per cylinder and was fed by three Weber 42DCF carburettors- it developed circa 350bhp @ 7000rpm.

cutaway 375

Etcetera…

britsish gp

(Unattributed)

Ferrari’s first championship Grand Prix win, British GP Silverstone 1951.

This evocative shot shows Gonzalez Ferrari 375 # 12 on pole, alongside is Farina Alfa 159, Ascari in # 11 375 and Fangio in the Alfa # 2 alongside him. Then Sanesi in the other Alfa and Villoresi in the final Ferrari 375.

indy

Four ‘375s’were sold to American customers for Indy 1952, the only car which qualified and was classified was that driven by Alberto Ascari, here with his crew pre-race.

He was 25th of 33 starters, 19th fastest but put further back on the grid due to the peculiarities of Indy and the day on which you set your fastest qualifying time. He retired on the 40th lap, classified 31st in the event.

paddock

(Unattributed)

Alberto Ascari helps move a heavy looking Ferrari in the Indy Paddock. It appears as though some surgery has been applied to the airbox. In Indy spec the ‘375’ V12 had a capacity of 4382cc and a power output of 380bhp @ 7500rpm.

Photo Credits…

Pinterest, ferraristuff.com

Finito…