Posts Tagged ‘Australian Motor Racing History’

(B Dunstan)

Derek Jolly racing past the Country Club Hotel, Longford on his way to winning the 1960 Australian Tourist Trophy, 7 March 1960, Lotus 15 Climax FPF…

I wrote an article a while back about Derek and his career inclusive of a snippet about this win, but I had a swag of wonderful photos of the Longford meeting, too many for the earlier piece. So here they are courtesy of Kevin Drage, John Ellacott and Ellis French. Some of Ellis’ shots are his own, some from the Walkem Family Collection and Brian Dunstan, hopefully I have the attributions correct.

Sportscar racing has waxed and waned in this country, I guess everything other than touring car racing has really. Mind you, GT racing is a strong class at present, interesting too such is its variety.

The Australian Tourist Trophy has some great names inscribed upon it including Stirling Moss, who won the classic aboard a works Maserati 300S in 1956, Bib Stillwell in 1961/2, Cooper Monaco, Pete Geoghegan drove a Lotus 23 Ford in 1963/5 and in 1977 won with Laurie O’Neill’s much more brutal Porsche 935. Frank Matich had a mortgage on the race for a while, he won in 1964, Lotus 19B Climax, 1966 with an Elfin 400 Olds and in 1967 in his self constructed Matich SR3 Olds and then again the following year in an SR3 this time Repco ‘620’ V8 powered. I saw Paul Gibson’s Rennmax Repco ‘740’ 5 litre V8 win at Winton in 1979, that too a memorable machine. After a period in which the title was not contested the ATT was reinstated in 2007 and usually awarded to the winner of designated events rather than a one-off race as in its earliest days.

Doug Whiteford’s attention to preparation and presentation detail was legendary with all of his cars. Here his Maser 300S during the ATT weekend. Rice transporter of Austin Miller’s Cooper in the background, and a Morris Major- don’t road cars of a period provide wonderful context for a racer of the same era? (J Ellacott)

In the distant past sportscar racing was up there with single-seaters, indeed in the days when the Australian Grand Prix was held to Formula Libre prior to 1964, but especially in the AGP’s handicap days and then before 1960 it was common for sportscars to contest the AGP.

One of the 1960 ATT strongest contenders, Doug Whiteford fitted into that category. The former thrice winner of the AGP entered his ex-works Maserati 300S in the AGP at Longford in 1959- he knew the tricky, demanding place like the back of his hand. Doug was a formidable competitor of vast experience. Even though the Maser was not the latest bit of kit, with his driving skill and car preparation the combination could be expected to be there at the finish- at the front.

Matich D Type and Ampt, beside his Decca Mk2 Climax, #92 Finch D Type, light car to his right the Jack Cooper, dark coloured car nose of Jolly’s Lotus 15. Tall fella in blue driving suit with his back to us in silver helmet is Jolly. Darker red car the Wright Aston DB3S (K Drage)

Frank Matich and Derek Jolly were both coming-men.

Matich was aboard the Leaton Motors Jaguar XKD ‘526’ first owned by the Anderson Family in Brisbane and raced with much success by Bill Pitt. Matich had progressed thru Healey’s then the Leaton Motors C and D Type Jaguars, proving his pace in all of them. The Sydneysider’s career as a professional of elite world class would extend all the way to early 1974. Let’s not forget the race winning cars he and his team built either from 1966 to 1974 either.

Jolly, Lotus 15 in Longford’s pit straight (E French)

Derek’s Lotus speed was proven in his earlier Lotus 15 despite it toting only an FPF Coventry Climax engine of 1475cc- this car met its maker at Albert Park in late 1958, probably due to component attachment failure. Derek raced his replacement Series 3 15 as a works entry at Le Mans in 1959 with Graham Hill, the engine blew with Derek at the wheel when the infamous Lotus ‘Queerbox’ jumped out of gear. The revs went sky high, an errant rod then comprehensively carved the alloy block in half.

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Jolly at left and Kevin Drage discuss the Lotus in the Longford paddock. Note the 1960cc Coventry Climax FPF fed by twin-throat SU carburettors (E French)

Jolly’s Lotus had only just arrived in Australia, equipped with a 1960cc Coventry Climax four-cylinder FPF engine was the latest bit of 15 kit. In fact it was the most modern car in the field. Derek took a debut win in its first Australian race meeting at Gnoo Blas, Orange, New South Wales in early February winning the ‘South Pacific Sportscar Championship’ from David Finch in a Jaguar D Type.

Finch also entered the Jag at Longford. ‘XKD520’ was first owned by Melbourne car dealer/racer Bib Stillwell and was a car through which Frank Gardner progressed before his departure to Europe. When Frank decamped to the Old Dart Finch raced it with skill, mainly in New South Wales and Queensland. The car left Australia in 1967, the purchaser none other than Grand Prix driver and later Le Mans winner Richard Attwood.

These panoramic shots give a sense of perspective about this part of Tasmania and the exacting nature of the circuit. Here Alan Jack Cooper T39 Climax, David Finch D Type and Geoff McHugh Allard J2 are coming off Long Bridge. McHugh was not entered in the ATT so this is either practice or the Monday LCC Tas Trophy race (E French)

Tom Sulman, by then one of racings senior citizens, entered his Aston Martin DB3S, a car he had raced since its inclusion as a member of the three Aston ‘The Kangaroo Stable’ team in Europe in 1955. Sulman was a driver of vast experience in all kinds of cars and surfaces going back to his mid-twenties speedway days in both Australia and the United Kingdom. But his car was a winner only in the event of mechanical misfortune at the front of the field. Jim Wright entered another ex-Kangaroo Stable DB3S. He was stepping up from the Buchanan TR2 he had raced at Lowood in the ATT in mid 1959.

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Ellis French Collection

The other outright contender was Wangaratta’s Ron Phillips in a Cooper T33 Jaguar. Reg Parnell raced the attractive beast in the New Zealand Grand Prix in 1955, the car was then acquired by Stan Jones who sold it on quite quickly having raced it at Fishermans Bend and Albert Park. John Aldis raced it without much success. Its return to competitiveness was as a result of the combination of Phillip’s driving skill and the racers preparation by Melbourne driver/engineer Ern Seeliger.

Seeliger had looked after Phillips Healey 100S and was the fellow who created Maybach 4- the final iteration of that great series of Charlie Dean designed and built, (Repco Research team duly acknowledged) Stan Jones driven cars. Maybach 3 was modified by Ern by the fitment of a Chev Corvette V8 where six-cylinder Maybach motors previously existed. And some other mods by that clever chap too.

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Ron Phillips enters The Viaduct, Cooper T33 Jaguar (HRCCT)

The Cooper Jag was a real chance with a mix of handling and grunt well suited to Longford’s nature, Ron had raced it at Longford the year before so knew his way around the place. Phillips was also ‘in form’ having won the ATT at Lowood, Queensland in June 1959 from Bill Pitt’s Jag D and Bob Jane’s Maser 300S- the sister works car to Whiteford’s which came to Oz during the 1956 Australian Grand Prix carnival. Phillips and Jolly had jousted regularly when Derek raced his Decca Mk2 Climax FWA in 1956-58 with Ron then racing a very quick Austin Healey 100S. Both drivers had stepped up to more powerful ‘outright’ cars.

Ron Ward MGA from Tony Basile Porsche Carrera (oldracephotos.com.au)

The 22 car field was rounded out by smaller cars of which the John Ampt Decca Mk2 Climax, ex-Jolly, the Eddie Perkins (father of Larry) Porsche Super, Owen Basile Porsche Carrera and Alan Jack’s ex-Bill Patterson Cooper T39 Climax ‘Bobtail’ were the strongest.

Whiteford and Jolly were generally considered favourites for the race, but the ‘Australian Motor Racing Review’ report of the event states that there was confusion over practice lap times and as a consequence that pair and others were placed well back on the grid.

The start: Phillips, away quickly from pole #87 Matich, to his left, partially  obscured is Ampt, arrowed is Jolly,  behind Derek in the Porsche is Eddie Perkins, #92 is Finch, #8 Jack, well back is #10 Whiteford, #16 is T Cleary Austin Healey 100S (K Thompson)

The Phillips Cooper Jag and the Matich D Type were on the front row. Behind them were Alan Jack’s Cooper Climax 1.5 and David Finch’s D Type, then John Ampt in Decca Mk2. Tom Sulman’s Aston DB3S was on the next row with Jolly, then Whiteford’s Maser and one of the Porsche’s- and the rest of the field.

Phillips, Cooper Jag, #32 Ampt Decca Climax, #92 Finch Jag D, #8 Jack Cooper Climax- with the two Aston DB3S of #99 Sulman and #126 Wright in line astern behind Jack. Tail of Jolly Lotus 15 is behind Finch, the red of Whiteford’s Maser back a bit centre, Porsche Carrera Coupe is Eddie Perkins and the rest (B Dunstan)

Race…

 The ‘Australian Motor Racing Review’ report of the event follows.

‘With terrific acceleration at the start Derek Jolly moved through the field to the front and soon showed that the other 22 cars in the field would have a hard job trying to catch him.

Moments after the start: Jack, Cooper and Finch D Type. Look closely to the right of Finch’s helmet and you can spot the silver Jolly helmet- he has jumped away at the start. You can see the red of Whiteford’s Maser further back. Porsche is #46 Porsche Eddie Perkins, #16 John Cleary Austin Healey 100S (oldracephotos.com.au)

Ron Phillips in second place, was fighting hard to keep ahead of Matich’s D Type and Whiteford was well behind in fourth place. On the sixth lap of the 24 lap race Whiteford began to increase his speed and on the seventh lap passed Matich to move into third place’.

Matich at speed in the Leaton D Type. He hit his straps and proved equal to the ‘Big Car Challenge’ as Frank Gardner called it during the Leaton phase of his career- Jag C, Jag D and the Lotus 15 to follow the D Type proved his sheer pace (oldracephotos.com.au)

‘On the ninth lap, Phillips, who was experiencing brake trouble, slowed and allowed Whiteford into second position 11 seconds behind Jolly. In the next lap Whiteford put in an amazing burst to reduce this lead by a further 2.5 seconds’.

Whiteford turns his Maser into Mountford Corner during practice. Sex on wheels- few fifties sporties prettier than this. 3 litres wasn’t enough to be an outright contender when they were first built in Europe, but plenty quick in Australia. Such a shame he didn’t buy a 250F when Maserati returned back to Europe at the end of the ’56 AGP carnival, rather than the 300S raced in that carnival by Jean Behra- to see him mixing it with Davison, Hunt, Jones and Gray in that 1956-58 period in a single-seater would have been mega (K Drage)

‘Jolly, having been notified of this by his pit crew, increased his speed. On the fifteenth lap Phillips retired from the race with smoke steaming from his car. By the seventeenth lap Whiteford had closed to within 5 seconds of Jolly but the speed of the Lotus was again increased until, on lap 26, Whiteford had dropped back to 13 seconds behind.’

Cruisin’ @ high speed through the Tasmanian countryside, perils of the formidable Longford circuit readily apparent. Jolly, Lotus 15 Climax ‘608/626’ (J Ellacott)

‘In the closing stages Whiteford seemed to have lost one or more of his lower gears and Jolly went on to win from him with Matich a long way behind in third place’. Another report has it that Whiteford’s problem was a slipping clutch. John Ampt was fourth in the 1100cc Climax FWA engined Decca Mk2- this little car had a wonderful track record in Australian Tourist Trophy races despite its modest capacity, it was 5th in 1958, 4th in 1959 as well as its 4th in March 1960. Tom Sulman was fifth in his Aston DB3S and then David Finch sixth in his Jaguar D Type.

An elated winner. Jolly, Series 3 Lotus 15 Climax FPF 1960cc. Works entered @ Le Mans 1959, it was a trick, schmick car. Jack Cooper T39 and the Matich D Type further back (Walkem)

Winners Are Grinners…

To the victor the spoils of success. Well warranted and well deserved.

Derek had completed his apprenticeship, having first started racing Austin 7’s in his native South Australia in 1948 and progressed through his Decca Climax FWA powered specials in the mid-fifties into the outright Lotus 15. The best if not the most powerful car in the field, and one he drove with great skill.

Lets not forget his winning Lotus 15 was a Team Lotus works entry at Le Mans in 1959, the drive shared with Graham Hill. He was no slouch. In many ways it is a shame business pressures forced Derek out of racing, he had not peaked, there was still more to come I think.

(Walkem)

A great mighta-been is how he would have fared aboard a single-seater Lotus 18 or 21 FPF engined ‘Tasman’ car in the early sixties- he was the Australian Lotus distributor after all. His battles with Frank Matich, seen below congratulating Jolly from the cockpit of the Leaton Motors Jag, would been great to behold. So too those with other top-liners of the period such as Lex Davison, Stan Jones, Bib Stillwell and David McKay.

(B Dunstan)

Etcetera: Other Longford ATT Photographs…

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Doug Whiteford and Maserati yet again, on the grid for the Monday Light Car Club of Tas race- #120 is the very neat Zephyr Special of Jim Barrie (E French)

Kevin Drage doing a plug change on the Jolly Lotus 15 in the Longford paddock (K Drage)

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Doug Whiteford again, the photographers are drawn to these wonderful red cars! Maser 300S near the start line

Pre start vista with the Ampt Decca Climax, Jolly Lotus and Finch D Type in view(oldracephotos.com.au)

Refuelling Whiteford’s Maser 300S and the Ern Tadgell owned Lotus 12 Climax FWB ‘351’ aka ‘Sabakat’. Ern, unclassified, contested the F Libre Longford Trophy won by Brabham’s Cooper T51 Climax. Recreation of Sabakat still extant (K Drage)

Related Articles…

 Lotus 15

https://primotipo.com/2017/11/09/dereks-deccas-and-lotus-15s/

 Aston Martin DB3S

https://primotipo.com/2017/09/28/david-mckays-aston-martin-db3ss/

 Jaguar XKD

https://primotipo.com/2015/01/17/le-mans-1957-d-type-jaguar-rout-ron-flockhart-racer-and-aviator/

 Maserati 300S

https://primotipo.com/2015/05/15/bob-jane-maserati-300s-albert-park-1958/

Longford 1960

https://primotipo.com/2015/01/20/jack-brabham-cooper-t51-climax-pub-corner-longford-tasmania-australia-1960/

Bibliography…

‘History of The Australian Grand Prix’ G Howard and Ors, Australian Motor Racing Review 1959/1960, Ellis French Collection

Photo Credits…

 John Ellacott, Kevin Drage, Ellis French, Walkem Family, Brian Dunstan, Keverall Thompson, oldracephotos.com.au, Ken Devine Collection

(K Devine)

Arcane and Irrelevant: The Last Sportscar To Enter an Australian Grand Prix?…

I think it was Jeff Dunkerton’s Lotus Super 7 Ford 1.5 pushrod, above, which contested the ’62 AGP at Caversham- he was classified 9th having completed 46 of the 60 laps covered by the winner, Bruce McLaren’s Cooper T62 Climax 2.7 FPF.

In the days when full 2.5 litre Coventry Climax FPF’s were as rare as hens teeth in Australia- they were in the hands of F1 teams, Frank Matich’s Lotus 15 Climax 2.5 FPF was the last ‘competitive’ sportscar AGP contender, i reckon. His ex-Team Lotus car was delivered with a 2.5 FPF, much to the annoyance of the locals running single-seater Cooper T51’s who couldn’t get their hands on one.

FM failed to finish the 1960 Lowood AGP only completing 9 laps. The race was won by Alec Mildren’s Cooper T51 Maserati 2.5 by a ‘bees dick’ from Lex Davison’s glorious front engined 3 litre Aston Martin DBR4 GP car. I’m not saying Matich would have knocked off Alec and Lex but the 15 had the pace to finish 4th– in behind Bib Stillwell’s Cooper T51 Climax 2.2 FPF. He would have given Bib a run for his money too!

Anyway, its interesting how long sportscars were a part of our great race…

Tailpiece: Kevin Drage’s Longford paddock panorama in March 1960…

Kevin was Derek Jolly’s mechanic/crew, the Lotus 15 is centre stage with the Geoff Smedley built Kenley Vincent Special alongside (K Drage)

Finito…

The Vauxhall 30/98 was an iconic high performance, light touring car despite the relatively small number, circa 596, built.

Such was the build quality and the fact that ’old car people’ saw the intrinsic merit of the Laurence Pomeroy design a large proportion of those constructed between 1923 to 1927 still exist. They were popular in Australia, we have a lot of 30/98’s in Oz in relative terms, the cars are a very welcome and admired part of the historic car scene. This short article is about two Velox bodied fast tourers shipped to Australia in 1924, chassis numbers OE86 and OE100.

In some of my history of Australian motor racing articles i’ve mentioned the grip on the publics imagination transcontinental or city to city record breaking had in the formative motoring years of this great sun-bleached land. Vauxhalls featured heavily in these achievements in the hands of Boyd Edkins and others.

30/98 at the Queensland/Northern Territory border fence (unattributed)

John Balmer was the scion of a well to do Victorian family, his mother acquired 30/98 chassis number OE100 as a gift for him. He competed in various motorsport events with it, and together with co-driver Eddie Scott set the transcontinental Darwin to Adelaide, Fremantle (Perth) to Adelaide, and Adelaide to Melbourne records during 1936 in the car.

OE100 was somewhat bruised by this experience so its core components- 4224cc 112 bhp four cylinder engine, gearbox and front end wheel to wheel were fitted into OE86, another 30/98 owned by RS Robinson, a friend of Balmer’s from their Melbourne University and Citizen Air Force training days.

With sponsorship provided by Shell, Dunlop and Repco, Balmer and Richard Kent established a new 9326 mile circumnavigation of Australia record of 24 days, 11 hours and 58 minutes in 1938. The Repco advertisement at this articles outset recognises that remarkable achievement of grit and endurance.

Crossing the Katherine River in the Northern Territory (unattributed)

John Balmer was killed on a bombing mission over Berlin in 1944 but left his share of the car to Robinson’s wife Janet. The car was retained by the Robinson family in Victoria’s Warrnambool area, little used other than in occasional VSCC events until sold in 2016- and restored by Paul Chaleyer in Blackburn, Victoria.

Bibliography…

ausauto.com, MossGreen auctions

Tailpiece: The transcontinental adventurers, John Balmer and Richard Kent, ‘Boys Own’ stuff isn’t it? Blackall is in central Queensland…

 

 

(unattributed)

Peter Brock in his Birrana 272 Ford at Winton in 1973…

Brocky was very hot property in 1973 having seized the public spotlight with the last solo Bathurst win aboard his Holden Dealer Team Torana GTR XU1 in October 1972. Every young bloke in Australia wanted to emulate him, and many women wanted to shag him including Miss Australia as it transpired!

Brock, on the way to winning the 1972 Bathurst 500, Holden LJ Torana GTR-XU1, Murray’s Corner (Getty)

Purists were delighted when he bought 272-002, Tony Alcock’s first monocoque Birrana, to contest the Australian F2 Championship, but sadly he didn’t race the car for long, soon returning to the touring car ranks.

John Goss in Birrana #1- the F71 Formula Ford at Oran Park in September 1971. JG gave McLeod Ford value- he raced an HO, his self-built Tornado Ford sports racer and the Birrana that year! (L Hemer)

Tony Alcock’s first Birrana, the F71 Formula Ford was built in Sydney and initially raced by one of Brock’s touring car sparring partners, John Goss. Then Tony returned to his Adelaide home town and started to build Birrana’s in numbers in partnership with Malcolm Ramsay- in 1972 building two F72 Formula Fords and 272-002. Their first ANF2 car was raced by Ramsay, dual Australian F2 champion Henk Woelders and Gold Star champion Leo Geoghegan before being sold to Brock.

Brock Birrana 272 Ford, Oran Park 1973, note the ‘Isuzu-GM’ decal. Car powered by an injected Lotus-Ford twin-cam but not the ‘ducks guts’ 205 bhp Hart 416B twin-cam which came into F2 in big numbers from that year (unattributed)

Brock, Birrana 272 Ford, Hume Weir, 22 April 1973 (R Davies)

PB raced it at Hume Weir, Winton and Oran Park to get his hand in prior to the start of the 1973 F2 Championship which commenced at Hume Weir in June.

Brock was 2nd to that years champion Leo Geoghegan at Oran Park on 5 August and then 6th at Amaroo on 19 August, in a Birrana 273, chassis 273-008. He updated to the best car of the season, Geoghegan galloping to the title with wins in every round but one. Its not clear exactly how many meetings Brock did in the two cars but he certainly raced the 272 at Hume Weir, Winton, Calder and Oran Park and the 273 at Oran Park and Amaroo Park.

Brock, Birrana 273 Ford, Oran Park 5 August 1973- he was 2nd in the AF2 championship round that day to Geoghegan’s ‘works’ 273 (autopics)

Running the Lotus Ford twin-cam engine was said to be a commercial barrier to the continuation of Brock’s F2 program given his Holden Dealer Team contract, but perhaps the reality of running his own car again with the assistance of his dad was just all too hard compared with being a works driver with all of its benefits. It was such a shame, Brock’s sublime skills deserved to be deployed in racing cars as well as the tourers of all sorts in which he excelled.

Brock in the famous self built with mates Austin A30 Holden sports sedan with which he started racing and wowed everyone, Hume Weir circa 1969 (unattributed)

Brock’s talent was clear from the start aboard his Holden engined Austin A30- his aptitude very quickly accepted once others drove that car, none of those who raced it or track-tested it could work out how he did the times he did- not Ross Bond, Peter Wherrett or Rob Luck. The little rocket was a mix of lightweight Austin stripped shell, highly modified Holden 179 6 cylinder ‘red motor’ giving circa 200 bhp using triple 2 inch SU carbs, Holden three, and later four speed ‘box, rear axle assembly wheel to wheel with a Holden front end and Triumph Herald steering rack with disc front brakes and drum rears.

In the crude but fast HDT Torana XU1 Repco Holden F5000 V8 engined ‘The Beast’ sports sedan, Calder circa 1975 (unattributed)

During the early-mid seventies glory F5000 years it always seemed to me the union between Holden and Repco would see him aboard a big, powerful single-seater car at some point, but the closest that ever came to fruition was the Repco Holden F5000 V8 engined Torana sports-sedan ‘The Beast’, which was not exactly what I had in mind at all. Still, what was in that for Holden or Repco I guess? Holden sold sedans not racing cars, so they hardly needed PB racing one of those dangerous things and Repco’s works F5000 driver was Frank Matich. A guest drive in a Matich would have been nice all the same…

In the Bill Patterson Group 5 BMW CSL 3.5 litre at Le Mans in 1976 with Brian Muir. Q48 and DNF with gearbox problems, the race won by the Ickx/Van Lennep Porsche 936 prototype, the best placed Group 5 entry was the 4th placed Schurti/Stommelen Porsche 935  (unattributed)

Marshall/Brock first in class and second overall in the 1977 Spa 24 Hour, Vauxhall Firenza Magnum 2300, 23 July 1977. The Joosen/Andruet BMW 530i won (unattributed)

Steps in the right direction were his international drives at Le Mans in 1976 aboard a Bill Patterson supported BMW 3.5 CSL Group 5 machine paired with Aussie International Brian Muir. Now that would have been a career to emulate in terms of a mix of sedans and sportscars based in the UK?

Spa in a works Vauxhall Firenza Magnum 2300 paired with Gerry Marshall yielded an amazing second outright in the 24 Hour classic in 1977.

Brock’s status as one of the best Touring Car Drivers of them all was confirmed by MotorSport in 2005 who rated him the greatest in an article contributed to by an array of global commentators of the top-20 of all time.

Brock in the Bob Jane Porsche 956 during the Silverstone 1000 Km on 13 May 1984, 21st sharing with Larry Perkins from Q11. Mass/Ickx won in a works 956. The team did Silverstone as a warm-up event pre Le Mans (unattributed)

The Bob Jane supported attempt on the 1984 24 Hours of Le Mans, with Brock partnered by Larry Perkins in a customer Porsche 956 captured all of our imaginations and to me was exactly where that pair belonged and deserved to be. Sadly the warm-up Silverstone 1000 Km and Le Mans was as far as it went. At Le Mans they retired after an LP mistake during the night.

Rallycross at Calder circa 1971- HDT supercharged ‘LC’ GTR XU1- this car earlier in its life doubled as a sports sedan on the circuits as well as in the dirt and mud (autopics)

1979 round Australia Repco Reliability Trial- winner with Matt Philip and Noel Richards in an HDT 6-cylinder Commodore (unattributed)

If only Brock had raced the 1974 Australian F2 Championship in a good car amidst one of the best grids of any single-seater championship in Australia ever- with success his career direction may have encompassed racing cars as well as tourers, rallycross, rallies.

Not half versatile was he?

About to clip the Dandy Road grass at Sandown, HDT Torana SLR5000 V8, Sandown 250 enduro 1974. He was 10th in the race won by Moffat’s Ford Falcon XB GT Hardtop (unattributed)

Birrana Cars Feature…

https://primotipo.com/2016/04/29/birrana-cars-and-the-1973-singapore-gp/

Photo and Other Credits…

autopics.com.au, Robert Davies, Lynton Hemer, Getty Images, tentenths.com

Tailpiece: Outta my way big guy. Sydney during the PR build up to Le Mans 1984, Porsche 956 chassis ‘110’…

Finito…

 

Repco Holden F5000 engine fitted to an Elfin MR5, date and place unknown, I suspect the wing has been airbrushed blue to obliterate the white/red Ansett logo which would have been there (Repco)

The progressive conclusion of the very successful business relationship between Repco and Jack Brabham throughout 1969 lead to another race winning Repco program with General Motors Holden, an F5000 V8 which first raced in 1970…

Common elements of both programs were the Tasman 2.5 litre Formula and engineer Phil Irving.

Jack Brabham’s brainchild for a cost effective competitive engine to replace the ageing Coventry Climax FPF in 2.5 Tasman Formula racing- the General Motors F85 Oldsmobile based Repco Brabham RB620 V8 was designed and drawn by Phil Irving and then adapted for rather successful 3 litre F1 use.

The end of the Tasman 2.5 Formula, the need for Repco to replace the Repco Brabham Engines Pty. Ltd. engine program with another promotional tool, the selection of Formula 5000 as the new Australian National Formula 1 and Phil Irving’s talents led to the design of a very successful race engine using Holden’s then new, designed and made in Australia ‘308’ 5 litre V8.

But it’s not as simple as all that of course! Australia’s change of our premier class over time- Australian National Formula One has usually been vexed in the extreme as those committed to and with an investment in the prevailing category hang on for grim death whilst those with an objective perspective can readily see the need for change.

Tasman ANF2.5 to F5000, F5000 to Formula Atlantic/Pacific, Formula Pacific to Formula Holden, Formula Holden to Formula 3 and the current push to modern F5000 ‘Thunder 5000’ cases in point. In fact the only agreeable change of ANF1 down the decades was the shift from Formula Libre, which had served us remarkably well since the dawn of time, to Tasman 2.5…

Pre-Tasman F Libre Longford 1961. Stan Jones looks our way from his Cooper T51 Climax whilst Bib Stillwell settles into his Aston Martin DBR4/250 (R Lambert)

Frank Matich’s Brabham BT7A Climax chases Graham Hill’s BT11A through Longford during the 1965 AGP, 2.5 FPF powered both. A local competing with the best in the world- a world class local BTW!  (HAGP)

Frank Hallam and Michael Gasking testing Weber carb jets on a Coventry Climax FPF engine at Repco, Richmond in the early sixties. Repco developed pistons, rings and bearings for these motors- which they eventually had a licence to build in full. RBE were still carrying and selling CC parts right thru the sixties (M Gasking)

The Tasman 2.5 Formula was immensely successful for Australasia…

The Formula neatly embraced the 2.5 litre Coventry Climax FPF engine, F1’s champion engine in 1959/60 and in so doing allowed the locals access to a cost-effective competitive engine. New chassis were available, particularly from Motor Racing Developments (Brabham) so drivers could buy a car and go head to head on more or less equal terms with the best drivers in the world.

Both aspirants and world champions came here every summer for some competitive racing and to escape the European winter. That started to change when the F1 season became longer, winter testing more common and driver deals became more lucrative as a consequence of advertising on cars from 1968- sponsorship increased. Driver contracts themselves became more restrictive of competition outside F1 as sponsors had investments in drivers to protect. In short if you didn’t need to do the series to make the money and your contract precluded it anyway you didn’t make the long trip south, better to spend the winter in Zurs with a pretty lady of choice.

The first five helmets and their cars- Attwood, BRM 126 V12, Gardner Brabham T23D Alfa V8, Piers Courage McLaren M4A Ford FVA 4 cylinder, then Brabham’s Brabham BT23E Repco V8 and then a BRM P261 V8 belonging to Pedro Rodriguez. Warwick Farm Tasman 1968 (B McInerney)

Arguably the high-water mark of Tasman 2.5 racing was the 1968 Series which provided a truly mouth watering mix of cars- Lotus 49 Ford DFW V8, Lotus 39 Repco V8, BRM P261 V8, BRM P126 V12, Ferrari Dino 246T V6, Brabham BT23D Alfa Romeo V8, Brabham BT23E Repco V8 various Ford FVA 1.6 four-cylinder F2’s and a good number of Repco V8 and Coventry Climax FPF engined Brabhams. Who needed an F1 GP when you had Clark, Hill, Rodriguez, McLaren, Amon, Brabham, Gardner and Attwood plus all the local hotshots ‘in town’ for eight consecutive weeks!?

The 2.5 Tasman Series provided the best motor racing Australasia has ever had. Full stop. But the domestic 2.5 championships, here the Australian Gold Star series was a different thing entirely.

To cut to the chase, the Australian motor racing economy, which banned other than trade support advertising on cars until 1968 simply could not or would not support enough 2.5 litre cars to create a grid of critical mass.

Why is this? It’s still the case now mind you, that is the inability to support an elite level single-seater category in this country. As much as we ‘purists’ dislike it, Australians like, make that love, touring car racing.

The tourers ascent started in the late fifties, accelerated in the sixties with an economy bubbling along well enough for drivers to be able to acquire and race interesting cars built in Europe and especially the US from the mid-sixties- and then we started building some sexy stuff ourselves. Throw in some charismatic characters and yerv gotta a pretty good show for both enthusiasts and ‘fringe people’ who could rock up to one of the short circuits popping up all over the place, take the babe, chomp on a burger and chips (they were chips pre-Maccas, not fries) and see how the blokes in ‘your’ Holden were going against the enemy in a Ford or Valiant.

Allan Moffat’s winning works Ford Falcon ‘XW’ GTHO Phase 2 leads a Holden Torana GTR XU1 and Ford Escort Twin-Cam through Murray’s Corner Bathurst during the 1970 500 (unattributed)

In comparison racing cars exited stage left.

Sweet spots were the teams of ex-drivers David McKay and Alec Mildren, Lex Davison’s death in early 1965 ended the Ecurie Australie team he was assembling after his intended retirement as a driver. And remember at this stage sponsorship was not allowed so the much higher costs of the cars relative to tourers could not be ameliorated or recovered.

So where did the available dollars and promoters go? With the touring car spectacle of course. It’s not quite that simple but it’s not much more complex either.

Hill, Amon, Clark, Lotus 49 Ford DFW, Ferrari Dino 246T and Lotus 49 Ford DFW. Front row of the grid for Saturday’s dry preliminary race Longford 1968, sadly the last. It rained cats and dogs on Monday, Piers Courage taking an historic win in his F2 McLaren M4A FVA (HRCCT)

Early in 1968 the Tasman 2.5 Formula was extended by the Confederation of Australian Motor Sport (CAMS) to the end of 1970 whilst a new formula was worked out- the battle for the new ANF1 was on in earnest.

The mathematical average grid size of a Gold Star event in 1968 was 16.8 cars, the average number of 2.5 litre cars on those grids was 3.83 cars, the balance was made up of ANF1.5 or ANF2 cars- the speed of which sometimes put the 2.5’s in less than desirable light. It was tragic really, until the 3 litre F1 of 1966 we were racing the fastest single-seater road racers on the planet- that period from 1961 to the end of 1965 when F1 was a 1.5 litre formula.

So, something had to change, our illustrious and much maligned (usually rightly) organising body, the CAMS led by long serving chief John Keefe and founder Donald Thomson started to consider the alternatives.

Formulae openly canvassed were Euro F2, a 2 litre racing engine category, F5000 or Formula A as it then was in the US and the extension of the ANF 2.5 formula, not that many thought the latter would be the case.

In June 1968 ‘Racing Car News’ (RCN), then Australia’s national monthly magazine bible of racing ran a feature article about the creation of Formula A in the US. The magazine played a great role of dissemination of information throughout the period in question.

Formula A started in the US in 1967 where the 5 litre machines ran with Formula B, a class for 1.6 litre twin-cams. Even into 1968 these cars were clunkers really- the spaceframe ‘ex-T70 parts bin special’ Lola T140 and monocoque Eagle Mk5’s etc were noisy, spectacular cars in a way but hardly cars to lust about compared with our sophisticated beloved ANF 2.5’s. 5 litre numbers advanced again in 1968, but I wouldn’t have bet on FA/F5000 in early 1968 as our new ANF1.

Both cutaway and program cover are John Cannon and his Eagle Mk5 Chev- a man who was to become an Australasian F5000 regular

The RCN July 1968 issue ran an article entitled ‘Tasman: Death of a Series’ written by Rob Luck. The (I’m truncating heavily) article pronounced the series dead as a consequence of;

.Longford’s cessation as a circuit, the organisers simply could not afford to continue without a significant increase in the level of Tasmanian State Government investment- and the granting of ‘Longford’s first weekend in March’ by the FIA to the South African GP.

.The poor financial state of Lakeside and Sandown which limited Warwick Farm’s ability to fund drivers ‘on its own’.

Pro-actively RCN proposed a package of changes it saw as an attractive one to promoters and the punters- going alone from the Kiwis, with four meetings and a $100k prize pool with a bill comprising an international sportscar race of 100-200 miles, ANF1 and two 50 mile races, an event of the promoters choice and a 50 mile Formula Vee race.

The article says that Can Am may have been limited to 5 litres at the time, which didn’t happen- but that 5 litre Formula A was growing and that ultimately ‘we would have to fall in line with an international formula’ – which of course we eventually did.

The article predicted only 2/3 top drivers for the 1969 Tasman and questioned ‘Do we stop it now or PROCEED WITH THE DISASTER’ (RCN’s bolds)

Hengkie Iriawan testing his Euro F2 Elfin 600C Ford FVA upon delivery to the Indonesian international at Mallala, South Australia in early 1969. She is literally brand new (R Lambert)

European F2, 1.6 litres from 1967 was going gang-busters (and going 2 litres from 1972- not that that had been determined in 1968). We had seen some of these cars in Oz- Hulme’s Brabham BT23, Hill’s Lotus 48 and Piers Courage’s McLaren M4A spring to mind, the speed of the cars and ready availability of engines and chassis was clear to all.

Pure racing engines of 2 litres had appeal with the speed of the 1.6 litre Euro F2’s indicative of likely pace of more powerful 2 litre engines.

So it’s interesting to look back at the way things moved in both Australia and globally in that short two years to see how CAMS landed on 2 litres, then recanted and admitted F5000 and 2 litres but only for a while whence ANF1 became F5000 alone…

I don’t purport to cover all of the ‘realpolitic’, much of that happened behind closed doors but all of the moving parts at this time are germane to the outcome.

Merv Waggott changes plugs in his 2 litre motor- its Alec Mildren’s Kevin Bartlett driven Mildren Waggott at Teretonga in early 1970. KB gave the F5000’s plenty to think about during that series which included a win at home at Warwick Farm (Bill Pottinger)

Merv Waggott built a simply brilliant engine in his small Sydney workshop during 1968.

This operation at Greenacre in Sydney’s south-west was a mecca for racers and had ‘bread and butter’ work which included camshafts and general machining but Merv had a very comprehensive workshop and small foundry onsite and in the late-fifties built a chain driven, DOHC, 2 valve aluminium head to suit the Holden six-cylinder pushrod OHV ‘grey motor’- the engine which motorised the masses in Oz post-war.

The Waggott Holden engines raced successfully in sedans and small sportscars before CAMS changed the sedan racing rules, rendering the motor ineligible at the stroke of a pen. So, Merv was not unaware of the sometimes capricious nature of the Confederation’s decision making processes. Its a digression, but the corporate governance processes of CAMS- witness the obscene ‘process’ (its obscene to describe the process as a process!) which resulted in more recent times in the choice of Formula 4 in this country- and fucking over Formula Ford and the businesses which supported the FF class in F4’s introduction show CAMS decision making processes are no more advanced now than they were in the organisations infancy.

Waggott Holden engine in John French’s Australian GT Championship winning Centaur Waggott in 1962 (unattributed)

Nice Waggott Engineering collage focussed around the Waggott Holden motor- in car is the Centaur Waggott (Waggott Engenieering)

 

Nonetheless, Merv could see the commercial opportunity of building an engine to take on the Ford FVA 1.6 litre motor, and did just that with the intention of supplying it locally and regionally. Waggott first put design pen to paper in June 1968, the engine was announced circa October 1968 with feature articles in both RCN and Australian Autosportman magazines at the time. It first raced in early 1969.

His 1.6 litre Waggott TC-4V, Lucas fuel injected motor was based on the good ole Ford Cortina block, as was the Cosworth FVA- initially found success in one of Alec Mildren’s chassis but was soon being built in 2 litre form with a bespoke block. It still blows my tiny mind to think of what Merv achieved with the resources he had, there has never been a more successful series of motors produced in Australia with so little money. The CAMS were well aware of what was going on in Sydney of course.

At the ‘big end of town’, and there is a bit of the usual Melbourne/Sydney rivalry in all of this, (CAMS were and are Melbourne based) Holden and Ford, both based in Melbourne were pushing their new V8 engines.

Whilst Australian’s talked V8’s they still bought what they could afford- 6 cylinder engines, but yer dad was ‘the big swingin dick’ in the local ‘hood if he drove a V8- the first local pony car and 1967 Bathurst winner was Ford’s Falcon XR GT four-door sedan, powered by FoMoCo’s 289 cid Windsor V8. So, Holden and Ford wanted F5000, it dovetailed in with their racing programs and marketing ends.

Barry Cassidy’s Ford Falcon GT ‘XR’ at Longford in 1968. XR GT the first in a long line of great road and racing cars (HRCCT)

The V8 Fever taking hold in Oz accelerated hard (sic) in 1968 with the build of the Ford Falcon XT GT 302 V8- and the release of the General Motors Holden Monaro, the 2 door coupe variant of Australia’s best selling four-door 6 cylinder car. The range topping Munro was powered by the Chev small-block 327 V8, there was also a 307 V8 version. Bang for buck these cars, and those which followed them over the next decade or so were phenomenal cars globally.

The GTS 327 won the Bathurst 500 in 1968 and Group E Series Production racing exploded with the availability of fast, locally built cars for which a driver had a halfway decent chance of attracting a bit of sponsorship from the local dealer to go racing.

The point here is that the promoters were getting plenty of bums on seats to see Series Production and Improved Production V8’s- the single-seater boys almost needed to compete on equal V8 terms to maintain their relevance. In the eyes of many, especially the promoters, a sophisticated, small, light, four-cylinder high revving engine simply wasn’t going to cut the mustard with the punters.

Repco Brabham RB860 3 litre V8 aboard a Brabham BT26 during the 1968 GP season. Cars were quick but unreliable, Rindt was on the front 2 rows on 3 occasions amongst all the DFV’s- 6 that year (Sutton)

Meanwhile over in Europe Repco were having a shocker of a season in Formula Uno.

There was nothing wrong with Ron Tauranac’s BT26 Brabham chassis but Repco’s new, complex, gear driven, four-valve, DOHC 3 litre ‘860’ V8 was late arriving as Repco persevered with the ‘850’ radial-valve engine for way too long- a call made by Frank Hallam well after his engineers pronounced the thing a dog, and an engine which would have been almost impossible to fit into a car in any event, given its exhaust system. Repco should not be criticised for pursuing an innovative approach, BMW were amongst others trying this cylinder head design at the time- but Repco’s hitherto pattern of building its new season engines early enough to test them in race conditions during the Tasman before the F1 season commenced had served them well in 1966 and 1967, and was to its cost in 1968.

I’ve not written about the 860 engine or ’68 F1 season yet, the point here is that Repco were enduring a season which would cause them, and Jack Brabham, to call time on their very successful partnership which stretched back to the dawn of the sixties development of Jack’s Coventry Climax FPF engines in Repco’s Richmond, Melbourne workshops.

Repco would soon be looking for a cost-effective promotional race program for 1969 and beyond, and a means to keep its highly experienced race engineers gainfully employed building and maintaining race engines.

I love this shot of two great mates- car owner Glynn Scott and his Bowin P3 Ford FVA with Leo Geoghegan loaded up for a race in Glynn’s new car, Oran Park 1968/9 (Bowin)

Throughout 1968 Sydney’s John Joyce, back from a several year stint at Lotus, was building the first Bowin- the P3 was an advanced monocoque chassis to which was fitted a Ford Cosworth FVA 1.6 engine owner/driver Glynn Scott acquired from Piers Courage at the end of of the ’68 Tasman. By the end of the year Scotty had a somewhat lucky Sandown Gold Star victory in the P3’s debut season.

Also on the Australian chassis front Garrie Cooper built the first of his Elfin 600 spaceframe cars in early 1968 and promptly won the Singapore Grand Prix in it- this series of cars raced and won in FF, F3, F2 and ANF2.5 V8 from 1968-71 and beyond. The 600 was another local car which was designed for 1.6-2 litre racing engines- the point that Australia’s Adelaide based ‘volume producer’ of racing cars had such a design in production was probably not lost on the Confederation.

Bob Britton’s Rennmax BN3 design, built on his Brabham BT23 jig, was another car to which 1.6-2.5 litre engines were suited.

Jochen Rindt on the way to a soggy, stunning ‘Warwick Farm 100’ Tasman win in 1969, Lotus 49 Ford DFW (D Simpson)

Despite the predictions of disaster about the 1969 Tasman Series by many, it ended up being a beauty!

Chris Amon brought back his factory Dino’s with Derek Bell this time driving a second car albeit running it  to a tighter rev-limit than Chris. Team Lotus entered Lotus 49 DFW’s for ’68 World Champ and new-signing Jochen Rindt who was a man on an awesome mission to prove he was the fastest fella on the planet. Piers Courage returned but this time with a Frank William’s owned Brabham BT24 Ford DFW, his performances in the Pacific that summer were a portent of speed in Williams ex-works Brabham BT26 Ford DFV that F1 season. Alec Mildren rose to the challenge with a new monocoque Alan Mann Racing built Mildren Alfa- it used the same Tipo 33 2.5 V8’s from the year before- perhaps the cars only shortfall was the lack of a wing package from the start of the series. Together with all of the locals it was a great Tasman- Amon was victorious in his Dino 246T with logistics taken care of by David McKay’s Scuderia Veloce.

At the start of 1969 Formula 5000 had been adopted in the UK and South Africa, it was also of course going ahead in leaps and bounds in the land of its birth. By way of example twelve 5 litre cars were entered at Laguna Seca’s October 1968 meeting with twenty-six cars at Mont-Tremblant, roughly 12 months later, in early September 1969.

Blonde haired George Eaton checks out the progress of his new McLaren M10A ‘300-02’, the first Trojan built customer car together with Paul Cooke in Toronto just before the first American FA championship round at Riverside in early 1969. Note the lovely ‘full’ monocoque chassis and beautiful quality of build and fabrication. First M10A was the McLaren built works car Peter Gethin drove to the first British Championship win that year (unattributed)

Bruce McLaren saw the commercial opportunity and adapted his M7 F1 design into the M10A F5000- the first 5 litre car that was the ‘real deal’- John Surtees’ Len Terry designed Surtees TS5 was another worthy F5000 of that year- the class very much had momentum.

In Melbourne motorsport entrepreneur Jim Abbott- he of Melbourne Motor Show, Lakeland Hillclimb and AutoSportsman magazine fame bought Alec Mildren’s Brabham BT23D- the car in which Kevin Bartlett had won the 1968 Gold Star and fitted a Trac0-Olds V8 and ZF gearbox so creating Australia’s first F5000 to give we locals an eyeful of what such machines looked like. Its another digression but Australia’s first F5000 was arguably Austin Miller’s Geoff Smedley modified Cooper T51 Chev Oz Land Speed Record holder but that too is a story for another time.

Pretty as a picture and just as fast. Max Stewart’s Mildren Waggott during the Sandown Tasman round, Pit Straight, in 1970 (D Simpson)

Over in Greenacre Merv Waggott had put the finishing touches to the first of his Waggott TC-4V 1.6 litre engines and supervised its installation into Alec Mildren’s Bob Britton built Mildren spaceframe machine which had originally been fitted with an Alfa Romeo F2 1.6 litre, four valve, injected motor in mid-1968.

Max raced the Waggott engined car in the opening round of the 1969 Gold Star championship at Symmons Plains in March- he qualified 5th amongst the 2.5’s and raced strongly until fuel metering unit problems intervened.

Throughout 1969 Waggott developed the 1.6 litre prototype engine, an 1850cc variant using the Ford block- it first competed at Surfers Paradise in October as well as a jewel of a 2 litre engine which was built around Waggott’s own bespoke aluminium block/cast iron crankcase- the first of these engines won the Gold Star season ending Hordern Trophy race at Warwick Farm in the hands of Kevin Bartlett. The then circa 260 bhp engine was fitted to the Mildren ‘Yellow Submarine’ monocoque racer originally built with the Alfa 2.5 V8 raced by Gardner in the ’69 Tasman.

 

In early 1969- March, we had four 1.6 litre 4 valve cars racing in Oz- the Stewart Mildren, Scott Bowin P3 and McLaren M4A’s raced by Niel Allen and Alf Costanzo (Tony Osborne’s car) with plenty of Waggott engines to come.

Whilst 5 litre momentum gathered, the 4 cylinder motors could not be denied- they were not ‘maybes’- they were out there racing and impressing with their speed. The pressure was well and truly on CAMS. Australia now had a local engine and plenty of alternative chassis into which it could be installed.

In April the much respected Peter Wherrett penned an RCN article ‘F5000: The Sound and Fury’ in which he revealed the views of many from within the sport- there was support by most interviewed, reservations generally were about the purported lower cost of F5000, which few saw as being likely.

Much respected Warwick Farm promoter Geoff Sykes saw F5000 as ‘…no real alternative anyway’ with Scuderia Veloce/journalist David McKay and the Holden Dealer Team’s Harry Firth all in the 5 litre push. Mind you, Firth was hardly independent of thought- he was paid to think as Holden thought.

Drivers Kevin Bartlett, Leo Geoghegan ‘expressed their reservations about F5000’…Geoghegan doubting it would be as relatively inexpensive as it’s promoters claimed….Garrie Cooper thought it a good thing but with the rider that it would be just as expensive as the 2.5 litre formula.

So, at this stage I know which way I would have been jumping had I been CAMS. With Ford, Holden, Repco, spectacle and local chassis manufacturers capable of building either class of car, and locals being able to take their cars and compete overseas I would have announced F5000 as the new ANF1.

But no!

In July 1969 the CAMS National Council (Board) met in Melbourne and announced 2 litre as the new ANF1. RCN got in behind the decision and proclaimed ‘…the 2 litre formula is here- and here to stay, and it will be the greatest success Formula ever in Australian motor racing history’.

The reaction to the decision was immense both from fans across the country and within the industry- it was a sport but even by that stage a business which employed thousands both directly and indirectly.

Frank Matich wanted- and bought an F5000! The speedy Sydneysider was back in a single-seater for the first time since early 1966, when he commenced his very successful sportscar period.

His McLaren M10A Chev arrived in early August 1969 just after CAMS made their 2 litre decision and first raced in Australia in September 1969. Frank knew just how the Americans rolled having competed in the ’67 Can Am with his SR3 Repco V8. He could see- and did compete in US F5000 with his own cars powered by the Repco Holden F5000 V8’s, his clarity of vision for what F5000 could mean for local competitors was 100% clear. That is, the ability to race at home and overseas in a global category on equal terms.

Frank Matich’s new McLaren M10A Chev before it’s first race at Warwick Farm in 1969. At this stage the car is powered by a Traco prepped Chevy on carbs (D Kneller)

In September RCN ran a ‘Formula Forum’ in which letters from interested parties put their view, the push for F5000 was strident both in RCN and across the sport talking to those who were around at the time.

Also at the big end of town, in St Kilda Road Melbourne to be precise were Repco. By that stage Repco Ltd Director, former AGP competitor and Maybach builder Charlie Dean was in full control of Repco Brabham Engines Pty Ltd. Dean was keen to both promote Repco’s engineering expertise and products and give the RBE boys something to do as the RBE V8 build and maintenance program progressively wound down.

Malcolm Preston wrote of Repco’s representations to adopt F5000 as follows, note that at what stage of the CAMS decision making deliberations the Repco Boardroom lunch described below took place is not stated.

‘CAMS were fence sitting. Charlie Dean hosted a private lunch with CAMS executive Donald Thomson and myself in the Repco directors dining room of the Repco Ltd head office, a magnificent period building situated at 630 St Kilda Road…Don Thomson was a co-founder of CAMS and a somewhat rebellious individual, who firmly believed that mototsport should be freely accessible to all competitors at all levels. He was opposed in principle to corporate bodies such as Repco and GMH gaining a controlling interest, or exercising undue influence on any sphere of motor sport. As a long time fellow participant with Charlie in ground level motor sport during the early post-war period, Donald eventually yielded to him in not opposing the introduction of F5000.’

Within two months of its initial 2 litre ANF1 announcement, in response to the punters and more powerful forces, CAMS rolled over and announced the new ANF1 would now include F5000 and free design 2 litre cars.

CAMS saw this as a compromise to keep all the factions happy, but it was rather a complete mess, the rollout in particular. It went like this;

.The 1970 Tasman Series was run to Tasman 2.5 (allowing 2 litre engines of course) and F5000

.The 1970 Gold Star was run to Tasman 2.5 regs (again allowing 2 litre engines) which meant those who owned an F5000 left it on the sidelines for a year, they were ineligible to race in Oz championship events. However, the November 1970 Australian Grand Prix- the AGP was normally part of the Gold Star admitted F5000 as well as ANF2.5’s. The AGP that year was not a Gold Star round. Confused?

.The 1971 Tasman and Gold Star were both run to F5000 and 2 litre categories, 2.5 Tasman cars were Tasman legal but not Gold Star eligible

.From 1 January 1972 F5000 was the Tasman and Gold Star formula albeit 2 litre cars did also score points

As is often the case compromises keep no-one really happy. That was the case-in which case the compromise could be said to be equally fair on everyone- all were pissed off!

Merv Waggott and his 2 litre engine, annoyed though he was, was a big winner. His engines were eligible and as it transpired won both the 1970 and 1971 Gold Star’s and made some of the F5000’s look like slugs in the 1970 Tasman Series. He built at least eleven of his TC-4V motors, many of which are still around with several running in historic racing. Had 2 litre not been allowed CAMS would have ‘hung Merv out to dry’, but they did not.

Its important to note that the Waggott 2 litre engines, with their bespoke block were not Euro F2 legal from 1972 to 1976, when, finally, ‘racing engines’ were admitted by the FIA. Renault wanted it, so the FIA, of course agreed. Ford solved its Euro F2 block problem by homologating the 2 litre BDG aluminium block by fitting enough of them into RS Escorts- the Ford cast-iron blocked BDA wouldn’t stretch happily beyond about 1850-1860cc as Merv knew so well. Waggott could not solve his homologation problems quite so easily as Ford. Merv’s 1.6 litre TC-4V was Euro F2 legal, using the homologated production Cortina block until the end of the 1971 season when the formula changed from 1.6 to 2 litres, but sadly no one ever raced one of the engines against the Europeans on their own turf.

The F5000 supporters were happy of course but in some ways the pickup of the category in Australia was slower than it might have been had F5000 been mandated on its own from 1 January 1971.

For example, Leo Geoghegan and Max Stewart went down the 2 litre Waggott route rather successfully- winners of the Gold Star in 1970 and 1971 (Lotus 59 and Mildren) whereas they would have to have gone down the F5000 route otherwise. As Australian enthusiasts know, Max did go F5000 in 1972 and Leo retired from open-wheelers- but only for a bit coming back to win two ANF2 titles with Birrana 272/3/4’s in 1973/4. The point is our competitors had a choice of alternatives rather than being forced down one path at the time of the change.

Into 1972 there was some momentum in F5000 numbers with FM’s Matich A50 Repco, Bartlett, Muir and Campbell in Lola T300’s and Cooper, McCormack, Stewart and Walker in Elfin MR5’s plus ‘occasionals’ like Don O’Sullivan and Stan Keen after he bought Walker’s MR5 when he jumped across to a Matich.

Politics and power is never pretty is it?!

With the category decision finally made, the race amongst competitors was on to find the money, chassis and engine to be competitive in the new class.

Holden and Repco F5000 Partnership…

Both Phil Irving and Malcolm Preston, Designer of the engine and General Manager of Redco Pty. Ltd. the Repco subsidiary which built them have sections of their books devoted to the design and development of the engine, much of the balance of this article comprises quotes from those books with some in-fill from me.

Irving’s material is in normal font and Preston’s in italics. Hopefully this is not too confusing, but it seems to me worthwhile- with such great firsthand information i am keen to use it verbatim rather than the dilution inevitable when one interprets others words.

The extensive race success of the engine will be a separate article, the focus here is on its design, construction and development.

As written earlier, I’ve not yet written about the 1968 F1 season and Repco’s windup of their Grand Prix program with Brabham. But in brief, in 1969 Repco competed at Indy with Brabham- Don Halpin looked after Jack at Indy together with Brabham mechanic Ian Lees. Repco continued to support Repco 2.5’s V8’s in Tasman and Gold Star competition- including an appearance by Brabham at Bathurst that Easter, and sponsored Frank Matich’s Matich SR4 5 litre ‘760’ V8 in the Australian Sportscar Championship- John Mepstead was given the task of looking after the engine and was based in the Matich Sydney north-shore workshops during the season.

There was also a race engine project for Pontiac, more of that another time and the build of a 5 litre ‘740’ V8 for Queensland sportscar racer Lionel Ayers, so there was more than enough to do to keep the RBE Maidstone team busy.

Charlie Dean put a proposal to the Repco Board that some of the RBE facilities and staff be retained to service existing customers. In essence the Repco Engine Development Company (Redco) was formed and inherited some of the existing RBE team, Maidstone space and facilities- which it shared with Repco Dynamics, a company also under Dean’s control which made wheel balancing equipment.

RBE and Redco was in the powerful, motor racing very friendly hands of Charlie Dean…

Dean appointed RBE Chief Engineer Norm Wilson to run Redco with Brian Heard as design draftsman, David Nash as workshop foreman and CNC programmer/machinist. Don Halpin was leading hand/fitter, John McVeigh machinist/fitter, John Mepstead machinist/fitter, John Brookfield machinist, David McCulloch apprentice and Rod Wolfe storeman. The balance of the RBE team were redeployed throughout the Repco Group or left the organisation.

At the same time as the ANF1 debate was proceeding Norm Wilson declined the opportunity to run Redco with Dean then offering the role to Malcolm Preston who had been employed by Holden and therefore ‘understood’ their ways- he accepted the position of General Manager in July 1969.

I had the opportunity to speak with Malcolm a number of times during the last 12 months of his life- John McCormack introduced me to him for input into the article I wrote on Mac’s McLaren M23 Repco Leyland. A delightfully understated, modest man he spoke of his inexperience in the design and build of racing engines, and that he saw his role was to get the best out of a team of people who had done it before. A role he did admirably!

‘Soon after my appointment Charlie Dean and I met with Holden’s Chief Engineer George Roberts and Fred James, who, together with Designer Ed Silins (known as ‘cylinder-ed’) had been largely responsible for the design of the new Holden V8 engine.’

‘Fred James proposed that if Repco undertook to use the Australian designed and manufactured Holden V8 engine as a basis for development in accordance with proposed Formula 5000 regulations, then Holden would supply engines and parts at cost price. Holden further agreed that they would give consideration to modification of parts supplied in line with requests by Repco, and in accordance with minor variants which might be feasible without disrupting production tooling. This was in the form of a gentleman’s agreement with no formal contract’.

Charlie Dean engaged Phil Irving as a consultant to lead the design of the new engine.

Repco aficionados will appreciate the irony of this- the return of the prodigal son who was banished, or walked out of Maidstone after the progressive breakdown in the relationship between he and his RBE Pty Ltd boss, General Manager Frank Hallam in early 1966.

With Charlie Dean in control of Redco and Frank Hallam a long way away on the other side of Melbourne at Repco Research in Dandenong the way was clear for Irving- who had first collaborated with Dean on Maybach 3 in the mid-fifties, then designed the Repco Hi-Power cylinder head for the Holden six-cylinder ‘Grey Motor’ and of course later still the 1966 World Championship winning ‘RBE620’ V8 to return to the fold.

Phil Irving at Adelaide International in 1974- he was there that weekend to oversee John McCormack’s Repco Leyland F5000 engine Elfin MR6- a story for another time (J Lemm)

Malcolm Preston wryly and affectionately observed in relation to P.E Irving, OBE’s return;

‘…With a degree of grumbling Phil eventually adjusted a drawing board and frame to his liking, and reviewed the drawings and components which GMH had supplied to Redco…Irving’s contract with Redco was on a relatively informal basis. He was expected to attend on most days, Monday to Friday, for as many hours as was convenient for him between the hours of 8 am and as late as he wished. At this time he had a new partner Edith Neilson, who managed to introduce a degree of orderly timing into his life, such that we generally had a good idea as to when and how long we could rely on his attendance, with a fair degree of probability. When he wasn’t about, work proceeded unabated, whilst when present his valuable advice was often sought by both design and workshop staff.’

I rather suspect Frank Hallam would have appreciated Edith Neilson’s presence in Phil’s life in 1965/6 in order that he also had a greater degree of predictabilty as to the great designers whereabouts!

The Formula 5000 regulations mandated that the block and cylinder head castings of the base engine must be used as well as push-rod valve actuation. Metal could be removed freely but ‘the addition of metal’ was not allowed.

Phil Irving on the process of design and construction of the motor- ‘We had a lot of Holden’s engine drawings and production V8 components to study while we worked out how to turn a mass-produced engine into some sort of a racer’.

Holden’s new family of Australian V8’s comprised 253 and 308 cid engines, both were considered as the base engine for the project.

‘The Holden 308 engine had a capacity of 5047cc, with a bore of 4 inches and stroke of 3.062 inches, whilst the smaller 253 cubic inch version (4146cc) had a bore of 3.625 inches with the same stroke. The 253 block could not be bored out further on account of its larger water passages. The options were thereby to retain the 4 inch bore and machine new crankshafts or retain the crankshaft size and alter the bore size.’

‘In order to achieve the specified engine capacity of less than 5 litres, it was initially planned to machine the nodular iron crankshaft castings, provided by GMH to a reduced stroke of 3 inches. This option proved to be prohibitively costly so it was decided to use a smaller bore size of 3.960 inches. To this end, part machined 308 cid cylinder blocks were obtained from GMH and machined at the Repco city (Melbourne) machine shop to a bore size of 3.960 inches, to achieve a capacity of 4990 cc. Technically this might have been seen as ‘adding material’, however since the castings were fairly generous in dimensions, no concerns were raised.’

Repco motor in Dave Powell’s Matich A50 ‘001/2’ in the mid-seventies, note the raised inlet ports (A Trowbridge)

(A Trowbridge)

‘The cast-iron block appeared to be reasonably rigid, and although it was not possible to cross-bolt the main bearing caps there was enough material in the main bearing panels to allow the intermediate main bearing caps  to be converted from two-bolt location to four-bolt.

For the racing engines we obtained blocks from Holden with the bores unmachined. This enabled us to reduce the bore by 1 mm from the production 101.6 mm, which then brought  the capacity to the 5 litre ceiling and allowed us to get the required finish on the bore surfaces.’

‘Repco workshop manager Tom Jarvis personally supervised the line boring and other operations on F5000 engine components which always met Redco’s exacting specifications.’

Irving wrote that ‘The only major change made to the Holden block was early in its racing life, after some problems with the rear main bearing oil seal. Holden told us the alteration would cost us the staggering sum of 1200 pounds, which Repco would have to pay. I replied that if they cared to actually examine their patterns they would find that the proposed changes would cost virtually nothing. They did look at the patterns and realised it was a simple thing to change and all the production Holden V8’s used the revised block after that’.

A case of racing improves the breed!

‘The crankshaft needed a lot of work. A specially manufactured racing crankshaft was ruled out as being too expensive, and we had to adapt the production Holden crank. I did not feel happy about its oilways and modified the big-end oil supply to be similar to that used on the Repco-Brabham V8’s. The basic Holden item was a nodular iron casting and quite high quality for a production engine. We arranged to have the finish grinding done at Repco, where we could apply racing standards of finish, and this also allowed us to use a larger fillet radius. Combined with careful balancing  and special heat-treating we were eventually able to get a racing life of around 16 hours from the essentially standard crankshaft- which was handling nearly double it’s production power and revs’.

Derek’s shot of Irving’s Repco valve gear on the move, technical details as per the text (D Kneller)

‘The rules for Formula 5000 obliged us to retain pushrod valve operation, but individual components could be redesigned or replaced. I drew new cam followers, with a curved contact surface, to replace the standard flat Holden follower, and designed new rockers which pivoted on needle-rollers and used eccentric bushes for valve clearance adjustment without needing the extra weight of the usual ball and locknut method. The pushrods were made up in the usual way using silver steel tubing, but we had some inexplicable breakages. I decided that if the pushrods were determined to break I might as well decide where the break was to take place. Accordingly, I redesigned them as two-piece pushrods, using an intermediate slider which in turn operated a short pushrod which worked the rocker.’

‘The sliders were made from mild steel, case hardened, and ran in the cylinder head pushrod tunnels, suitably bored out. This two-piece pushrod system never caused any problems and usefully increased the stiffness of the valve train.’

The Repco Holden engine, like all previous Repco racing engines, used cast pistons manufactured by Repco itself. Forged pistons were considered essential by many people who specialised in American-style V8’s, but my view was that Repco had the capacity to make a very good cast piston and, on average, I would say our cast pistons were more reliable than any of the forged ones’.

Malcolm Preston is also sanguine about forged pistons.

‘In practice many of the readily available forged pistons are a compromised design with deep, heavy crowns and extended gudgeon bosses, to suit a range of applications, without being optimum for any.’

‘The piston ring package was designated by Nigel Tait to provide good combustion sealing per the Dykes type top ring, together with minimum friction of the oil control rings through reduced spring loading on the scraper segments. The rings were chrome faced which necessitated particular care with cylinder honing to ensure bedding of the rings.’

‘Nigel also assisted in specification of the gudgeon pins along with engine bearings and sintered bushes, all of which were manufactured by (Repco subsidiaries) Russell Manufacturing and Repco Bearing Company’.

‘Phil designed fully machined connecting rods which were extremely expensive to manufacture. Rods were also machined from forgings supplied by Repco Forge Company which, whilst of adequate strength, were heavy and difficult to balance into sets especially when a replacement was required. The availability of suitable connecting rods remained a critical item throughout the F5000 engine project’ Preston notes.

Don Halpin in this Repco PR shot (Repco)

 

Irving- ‘The Holden V8 was broadly similar to the Chevrolet V8 which was the most popular alternative Formula 5000 engine, but the Holden engine was slightly more compact and slightly lighter. During the development of the engine for racing we took the opportunity to redesign some components, such as the valley cover, the slide-throttle housings and the elbows for the intake trumpets from magnesium. The special drive housing for the distributor and the fuel injection was made in aluminium, as were the drive pulleys at the front of the engine for the water pump  and the belt-driven dry-sump pumps.’ Malcolm Preston notes that Brian Heard designed the slide throttle (later replaced by butterflies) inlet manifolds and the auxiliary drive assembly on which to mount the Lucas fuel metering unit, high pressure fuel pump and distributor.

‘Ready for installation in a car, the Repco-Holden weighed 490 lbs’ Irving said.

Early slide injection Repco Holden V8, with these exhausts, its  probably destined for a boat (Repco)

The RCN February 1970 issue reported that ‘The Repco modified 253 (sic) Holden engine to be used by Frank Matich in the M10A McLaren went on the engine dyno on Saturday January 24. If everything checks out alright the engine will go straight into the car for the Australian rounds of the Tasman…Matich may have to resort to the so far very reliable Chev’ the report says which was always the plan, that is, to run the Chev that Tasman.

Irving- ‘The cast iron Holden heads were not ideal for maximum power, because the inlet ports were difficult to reshape and were laid out to suit the production inlet manifold. However, using about 11:1 compression ratio and a camshaft with 100 degrees of overlap, we obtained around 440 bhp at 6800 rpm by mid-1970’.

In fact the first engine was not tested in January but in February 1970 when ‘RGM1’ for ‘Repco General Motors’ burst into life on the GB490EH dyno cell in Maidstone.

‘The ignition timing and fuel had been set fairly conservatively, that is slightly retarded and rich…The engine was cranked over for a minute of two with the plugs removed…With plugs installed the engine eventually staggered, rather than sprang to life.’

‘The engine was run for an hour or so at around 4000 rpm, with a high loading to bed in the piston rings and also the cam followers to the camshaft…Variations of ignition timing and fuel metering settings were evaluated, along with alternative plug types and heat range. Valve lash clearances were established by hot checks and stroboscopic light observation. The injection timing had very little effect on power. It was later found in subsequent tests that mounting the injectors high in the trumpets was beneficial to both power and drivability, despite the fuel mist visible above the trumpets.’

‘Once optimum settings of ignition and fuel had been established, maximum power checks were conducted at 500 rpm intervals between 4000 and 7000 rpm. A maximum figure of around 425 bhp was achieved at 6500 rpm. To be competitive a minimum of 450 would be necessary, whilst our short term goal was 475 bhp and ultimately 500 plus, so there was much development ahead’.

‘A Morse Test was conducted by operating the engine at full load whilst progressively disconnecting the high tension leads from one cylinder at a time. The power loss for each cylinder was indicative of its efficiency.

It was later confirmed that the end cylinders produced slightly less power than those located near the centre of the heads, which did not relate to gas flow through the ports. The shape of the inlet passages and their entry to the combustion chambers of the cylinder heads is a slightly different configuration for the inner and outer cylinders with the Holden heads.’

Early dyno tests included evaluation of alternative inlet passage lengths, by means of alternative trumpets attached to the slide throttle body passages. Variations of exhaust pipe primary length were tried. Later on different megaphone taper and dimensions were tried. As a result of the uneven firing pulses of the conventional V8 crankshaft, the Holden engine was not as responsive to exhaust tuning as the purpose built RBE V8’s which used single plane crankshafts, with which the firing phases of each cylinder head are evenly spaced.

‘After about four hours testing, whilst running at moderate speed and load the engine suddenly haemorrhaged…with a connecting rod projecting through the cylinder block, amidst a profusion of oil and water…A gudgeon pin had become displaced on account of a dislodged circlip…The engine was rebuilt as RGM 1A, the pistons of which were fitted with tangless circlips, together with minimum end clearance of the fully floating gudgeon pins’.

During further testing the engine was responsive to inlet passage length changes, slightly more power was shown with shorter trumpets at high rpm. Major changes to the exhaust had little effect, as noted above, at a later stage a cross-over exhaust was tried to little effect. Any of you who remember Garrie Cooper’s Elfin Chev running in that configuration will recall how wild it sounded. The adoption of a flat plane crankshaft was the solution to unlock a big chunk of power and was adopted later in 1973.

As the time approached to track test the first engine Frank Matich was given a mock-up of the engine, by that stage he had bought a new McLaren M10B to replace his M10A, albeit this car had been modified to all intents and purposes to M10B specifications.

The engine had a 10 mm aluminium plate interposed between the water pump and timing cover for attachment to the McLaren aluminium monocoque. Frank’s team provided Redco with framework representing the McLaren’s rear bodywork which the Maidstone lads attached to another engine mock up which was then sent to Lukey Exhausts for construction of a system to all the prescribed lengths of primary and secondary pipes to fit within the confines of the McLaren’s chassis.

‘…RGM 1C…was tested with the (M10B) car exhaust system and with further tuning produced an output of 470 bhp @ 7500 rpm following which it was forwarded to Matich…he conducted extensive testing on Warwick Farm’s short circuit, some of which I attended with a Redco technician’.

The Repco Holden F5000’s first race was at Warwick Farm on 12 July 1970.

Frank got a poor start in the feature race but led by lap 9 ahead of Niel Allen’s McLaren M10B Chev. On lap 12 the torsional vibration damper of Niels Chev engine broke- and cut the cars brake lines whereupon Niel ploughed into Frank at Creek Corner outing both cars. It was a promising debut all the same. At Calder on 16 October Frank won an open racing car event against little opposition and established a new lap record of 42.6 seconds.

Development of both car and engine continued, it’s first major appearance the November 1970, Australian Grand Prix.

Frank’s car was fitted with engine RGM2 and Don O’Sullivan in Frank’s M10A with RGM4.

Six other F5000 cars- five with Chevrolet power and Aussie International David Walker’s Lotus 70 powered by a Ford- ran in this race along with cars using 2.5 litre engines- Garrie Cooper and John McCormack Elfin 600 Repco’s, Graeme Lawrence’ Ferrari Dino 246T, and 2 litre overhead camshaft engines- Leo Geoghegan and Max Stewart Lotus 59 and Mildren Waggott engined cars.

The Repco Holden McLaren took pole position, set fastest lap and won the race- it was very much mission accomplished and a triumph of design and development by the Repco team.

Matich slices his McLaren M10B Repco through the Warwick Farm Esses during his historic win of the 1970 ANF2.5, ANF F5000 and 2 litre AGP (unattributed)

Repco engine with its neat engine cover made the M10B a distinctively flowing F5000 to look at. And fast. 1970 WF AGP (unattributed)

‘Against considerably stronger opposition Matich ran well in the 1971 Tasman Series and might have won won the series if he had not run out of fuel when leading the Sandown race. As he coasted to the finish he was passed by two cars, and with only one race remaining in the series he had insufficient points to win.

Later in 1971 he took his McLaren to the United States and won one round of their Formula 5000 series and finished second in another. Later that year he used a Repco Holden engine in a new car he built himself (Matich A50 Repco), he again won the Australian Grand Prix.’ Phil Irving recalled.

Matich on Warwick Farm’s Hume Straight during the 1971 AGP weekend- first on debut for the Matich A50 Repco (unattributed)

 

Matich and bi-winged Matich A50 ‘001/2’ Warwick Farm 1972 (T Glenn)

The development of the engine was relentless and ongoing…

Looking after the demands of works driver Matich was one thing but by late 1971 the engines were fitted to four Elfin MR5’s as well- the cars of Garrie Cooper, John McCormack, Max Stewart and John Walker. Customer needs had to be accommodated, and were. Before too long the cars of McCormack and Walker- his Repco engines fitted later to a Matich A50 and his Lola T330/2 were running at the front of the field in addition to Matich.

Matich A50 Repco ‘001/002’, Adelaide International 1972 (V Hughes)

 

 

 

 

 

 

 

 

 

Frank Matich as works driver had a float of engines which alternated between his Cremorne, Sydney base and Repco in Maidstone. Repco were very much a beneficiary of the relentless testing regime FM conducted for Goodyear- whilst he was the distributor of the company’s race products in Australia he was also a contracted driver, his testing abilities valued greatly by the Akron giant.

Interestingly the photo of FM’s A50 ‘001’ above at Adelaide International in 1972 shows Repco at the time were playing with injection inlet trumpet length. The very sharp shot also shows the three top mounting points for the top radius rod as well as the aluminium monocoque chassis. The ‘A-frame’ from the rear chassis bulkhead aft, which helps locates the engine/gearbox is also clear.

BP PR shot perhaps- Matich with the wonderful SR4 Repco RBE760 5 litre powered machine in 1969 (T Caldersmith)

 

Matich had been supported by Repco since 1967 when he first acquired a customer RB620 4.4 litre V8 for his Matich SR3, a car he raced in the US Can Am. Repco owned the SR4 he raced, Repco 760 5 litre powered to the 1969 Australian Sportscar Championship, his Repco sponsorship then extended right throughout the F5000 period till FM’s retirement at the end of the 1974 Tasman Series. The relationship as a continuum was very much in due to union of professionals of like mind.

The engines slide throttles were difficult to repair in the field, often clogged with circuit detritus as they were so Brian Heard was tasked to  design paired butterfly throttle manifolds in early 1972. These were initially 2 1/8 inch throat diameter, with testing a throat diameter of 2 3/8 inch was settled as optimal. The injectors were generally timed to fire at about 30 degrees before the inlet valve opened.

If Only…Bob Jane’s John Harvey driven Bowin P8 Repco during a ‘Repco Birthday Series’ round at Calder in 1972. John Joyce’s design, it first raced in 1971, bristled with currency and innovation most notably the machines variable or rising rate suspension. The small, beautifully built and concepted car needed development which didn’t happen as Janey focused on his ‘taxis’, as sponsor Castrol wanted (unattributed)

Bowin P8 rear suspension and Repco Holden F5000 installation, gearbox is Hewland DG300. Oh for Matich’s car development skills to have been applied to that design! (Bowin)

‘Redco were handicapped…by lack of alternative cam profiles compatible with the radius end cam followers, especially since Wade Camshafts experienced difficulties in grinding camshafts to the required profiles…Phil revised the design to flat face followers which were free to rotate, and thereby simplified their installation. It was then possible to evaluate a variety of profiles, which, together with an increase in lift and valve diameter, provided a significant gain in power, together with with a higher operating speed and wider torque band…These were in part due to the development for Redco of computer designed cam profiles by Dr Harry Watson and Erik Millikens at Melbourne University , who also conducted load deflection and inertia measurements of the Holden F5000 valve operating components…To Phil’s pleasure no significant discrepancies were found. He designed lighter and stiffer two-piece pushrods to further enhance the operation. Mike Webb, a very clever GMH engineer, also generated some effective profiles for the F5000, along with other engine variants developed by Redco. George Wade later utilised Mike’s skills to design cams for him’.

The changes above were fitted to engines provided to Matich during mid-1972 and then progressively to customer engines as they were rebuilt.

Three Repco engines and Matich cars in FM’s Military Road, Cremorne Sydney ‘shop during the build of the two A51’s bound for the US L&M Series in early 1973. The very successful first A50 ‘001/002’ is in the far corner (D Kneller)

During 1973 Frank Matich raced two cars in the US L&M F5000 series with John Walker also contesting some races with his A50- Matich took 4 engines and Walker 2. Click here for an account of that adventure;

https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/

In the ‘year of the Lola T330’ both drivers were competitive but neither achieved a podium with Matich experiencing lost power and oil pressure on long corners, on account of oil accumulating in the engine. Ken Symes, Redco’s technician looking after the engines in the US replaced the bearings in one of Matich’s engines due to excessive wear, fortunately the crankshaft itself was not damaged.

John Walker documented his L&M ‘on tour’ experience in a note to Malcolm- ‘The engine (RGM32) went ok for the races and the total miles were 1008. In that mileage we checked the bearings once and replaced the head gaskets once. The head gaskets were ok sealing perfectly, the bearings were not even marked, the engine power equal to most other chaps. The main thing with the cars was the front washing out all the time. I think the reason is the tracks over here are a lot faster and in Australia are more stop and go. The oil trouble with Frank’s car is the oil tank (smaller in the A51’s than Walker’s A50) but the trouble with oil staying in the engine should be fixed. Thanks for building me an A1 engine for the series’ the 1979 Gold Star and AGP winner concluded.

When Matich was back in Sydney Tony Wallis was despatched from Maidstone to Cremorne to investigate the oil-starvation Matich encountered on the long, high-G force corners of a type uncommon in Australasia.

To do so he jacked the car up on one side and ran the engine for a minute or so at 4000 rpm, after which the engine oil dry sump tank was empty.

‘When Tony came back to Melbourne an engine was mounted on the dynamometer, laid over at 45 degrees and run up to 7500 rpm, following which it was found that oil did not drain from the low side cylinder head back to the sump from where it was scavenged. Instead, it accumulated in the rocker cover, with a slight but measurable loss of power.’

‘The solution was to add an additional scavenge segment to the oil pump, which drew oil continuously from both cylinder heads for return to the oil reservoir. The oil pumps on all engines were from then on fitted with an additional scavenge segment’.

The great Garrie Cooper’s Elfin MR5 Repco at Surfers Paradise in 1972. All of the MR5’s were Repco powered as was his MS7 sportscar design (G Ruckert)

If Only 2: John McCormack’s Elfin MR6 was designed around the very light Leyland P76 V8, developed by Repco in partnership with Leyland Australia. Unfortunately the engine was unsuited to the rigours of racing – here Mac is at Teretonga in 1975 with Repco Holden engine fitted. He did eventually get the Leyland V8 to work, just, taking a Gold Star in his unique McLaren M23 Leyland (The Roaring Season)

In the constant quest for power, development on the engine continued with a new motor fitted with a flat plane crankshaft ground by Paul England’s Moonee Pond’s workshop- like George Wade, racer/constructor/engineer England had done his apprenticeship at Repco including time at Charlie Dean’s Repco Research ‘skunkworks’ in Sydney Road Brunswick. A lot of these fellas and their relationships went way back. With a specially tuned exhaust the engine produced 503 bhp at 7800 rpm. John McCormack had a similar crank made for him in England for his engine.

Matich fitted the flat-plane crank engine to his new, side radiator, chisel nosed A52 and disappeared into the distance with it in the Glynn Scott Memorial Trophy Gold Star round at Surfers Paradise in early September 1973.

In Surfers with the folks on holiday I well remember the Ford Cosworth DFV on steroids sound of the engine- wild, fantastic! and saw the cars withdrawal from the race- the intense high frequency vibrations caused by the crank literally shook the lightweight Varley racing battery internals to bits- McCormack won the race in his normal configuration Repco engined Elfin MR5. 

As we come towards this long articles conclusion it’s interesting to get the ‘users’ experience.

John McCormack recalls the Repco Holden engines with fondness

‘I used a customer engine in my first F5000 year in the MR5 but for the 1973 Tasman I leased a current spec Repco from Malcolm Preston and bought my Goodyears direct from the ‘States rather than via Matich in Sydney. We tested with the new tyres, and the engine, ‘RGM30′ at Adelaide International and thought we could do well in NZ.’

‘In the NZ GP at Pukekohe it was Matich, McRae, then me, Matich muffed the start, I lost 3rd gear on lap 7, Allan Rollinson in a McRae GM1 came up close but could not get ahead, I won from Rollinson, Thonpson and McRae.’

‘There is a lot of talk about power at the ‘horsepower hotel’ away from the track, in design terms the Chev had better ports but Repco persevered, it was never smooth and really angry to 5000 rpm with bags of torque the Chevs didn’t have. I was competitive at Wigram in the MR5 in 1974, going at it hammer and tongs with Warwick Brown’s new Lola T332- my car was the fastest on the straight, 185 mph at 8300 rpm. I used 7800 through the gears with maximum power @ 7600 rpm. The engine valve-gear would run to 9000 rpm although Repco did not tell us that!’

Derek Kneller’ s time as FM’s right-hand and senior/chief mechanic coincides with FM’s F5000 period completely-from the McLaren M10A’s arrival in Sydney in 1969 to the sale of the Matich cars and equipment in mid-1974, he has this to say about his close association with the Repco Holden V8’s.

‘The Repco engines were bloody good, extremely good, the engineering precision was excellent. Everything was made by Repco, the rockers were forged steel, it had articulated rockers to resist the bending motion which breaks them, it had cast magnesium rather than aluminium manifolds. It was just a beautifully engineered and built engine. We had about 460bhp at the start, that rose to about 480-490 by Tasman ’73 and the flat plane crank engines gave about 520bhp when they came on stream in the ‘States in early ’73. Other drivers didn’t believe the power we had such was the strength of the engines, they had strong torque characteristics.’

‘The problems with Repco were around fiddly things. For example, we were forever changing head gaskets in the field, gaskets lifed to 4 hours had 3 hours use on the dyno when an engine was delivered, meaning a change in the workshop or at a meeting. Checking of valve clearances with limited time before a session or race and then having them leak, that kind of thing.’

‘We always had a Repco engineer, often Ken Symes to look after the engines at race meetings. The engines were great, Repco’s ability to solve problems was excellent but some of their procedures were a bit nutty! Despite wanting dyno-sheets and they produced them of course, we were never given them but the engines had plenty of power and torque.’

John Walker’s unique Lola T330 was unique powered as it was by Repco Holden V8’s- this shot peering into the car from Torana Corner at Sandown gives us a glimpse of the engine installation. The shot below is of the car as a T332 after the cars original chassis was boofed and replaced by the later tub (R Davies)

If Only 3: If John Walker won the Sandown Tasman the following day! Walker and Repco would have won the Tasman Cup, instead JW’s beautiful car was destroyed but he cheated the grim reaper in a shocker of an accident, Lola T332 Repco (R Davies)

As Kneller notes above the flat-plane crank Repco V8’s gave circa 520 bhp, it was with one of these engines that John Walker came close to winning the 1975 Tasman Series fitted to his Lola T332- a title Warwick Brown won in his Chev engined T332. Click here for an article about the 1975 Tasman;

https://primotipo.com/2015/03/12/the-mother-and-father-of-lucky-escapes-john-walker-sandown-tasman-1975/

Repco Holden V8’s were successful right throughout the long (too long) F5000 ANF1 period in Australia long after the closure of Redco and the withdrawal from motor racing by Repco Ltd in early 1974.

The ‘perfect storm of events’ which resulted in this decision was;

.Charlie Dean’s retirement from Repco and his replacement by Bob Brown who was no fan of motor racing

.The extreme softness of the Australian economy at the time, decline of the automotive sector in particular and as a consequence the financial fortunes of Repco Ltd led to the usual cost reviews with Redco drawing a good portion of the Groups’s marketing budget in the firing line

.Frank Matich’s decision to retire after the 1974 Tasman Series to look after his biggest supporter and fan- his wife Joan who was ill.

John Goss won the 1976 Australian Grand Prix in a Matich A51/3 Repco- there was more success to come but the race record of these wonderful engines is a story for another time.

The King is Dead, Long Live The King: John Goss bought FM’s best car, the A53 ‘007’ and immediately did justice to it, here, still in FM’s Repco livery, he is testing it at Oran Park in mid 1974. Gossy had raced a fast self built mid-engine Ford 6 cylinder powered sports racer, his Tornado Ford in Tasmania and the mainland after he moved to Sydney, his transition from the Falcon GT Group C cars he was then racing to F5000 was very smooth (T Glenn)

Photo Credits…

Repco, Andrew Trowbridge, Sutton, Brian McInerney, Tony Glenn, Brett Ramsay, Vic Hughes, Derek Kneller, Dick Simpson, Robert Davies, Bowin Cars, Ron Lambert, Tony Caldersmith, Graham Ruckert, The Roaring Season, John Lemm

Etcetera…

Repco Holden Technical Specifications…

(Repco)

Repco F5000 engines were also sold for boat racing, here the Ramsay family Cheeta at Albert Park Lake, Melbourne in the mid-seventies…

During 1971 ski-boat manufacturer Les Ramsay bought a Repco F5000 engine- RGM3 which he fitted to his race boat ‘Cheeta.

(B Ramsay)

He had success immediately, winning the 300 cid open class race at Albert Park and other successes competing against boats fitted with much larger engines. As a result of the association Redco developed performance kits for the standard 308 for Ramsay Marine- the basic kit provided about 190 bhp and a higher performance one 320 bhp.

(B Ramsay)

(B Ramsay)

Bibliography…

‘Phil Irving- An Autobiography’, ‘From Maybach to Holden’ Malcolm Preston, ‘History of The Australian Grand Prix’ Graham Howard & Ors, various issues of Racing Car News magazine, Derek Kneller, John McCormack

Tailpiece: Repco’s ‘Veggie Cart’ F5000 …

The Repco lads mocked up their Maidstone chariot, an ex-Victoria Market veggie-cart as a ‘racer’- here an engine is on the way to the dyno house, out back of the main factory. Left > Right- uncertain, Ken Symes, John McVeigh, Don Halpin, Brian Slader.

Finito…

(Douglas Walker)

Quintessential Australian racer/engineer Tom Sulman loads his Maserati 4CM after the 2nd ‘Lady Wigram Trophy’, Wigram Airbase, New Zealand 23 February 1952…

 Tom Sulman was born in Sydney on 25 December 1899 and died in a tragic accident at Mount Panorama, Bathurst on 30 March 1970 aboard one of his Lotus 11 Climax’. He was the grand old, gently spoken man of Australian motor racing- a racer to the core, he competed all of his life inclusive of elite levels internationally.

Like most of my articles this one was stimulated by finding some photographs, and as is usually the case, doing so whilst looking for something else!

The shots of Tom and his Maserati 4CM in New Zealand in 1951 were simply too good- so evocative of the period not to do something with. The trouble is that his racing career was so long it’s a huge job to do it justice especially with information not readily available, so treat this as summary of his wonderful life with a bit of focus on the Maser, itself a car with an interesting provenance.

Sulman was the son of UK born and later immensely prominent and influential Sydney architect Sir John Sulman. Tom grew up in a rambling home at Turramurra, on Sydney’s upper North Shore. Unlike his formidable father, whose competitive spirit he undoubtedly had, he commenced a career in automotive engineering, very much an industry of growth at the time. In 1923 he built his first racer, the ‘Sulman Simplex’, a road-going cyclecar, which he raced at Sydney’s Victoria Park that year.

Tom Sulman and Fay Taylor with the Sulman Singer at West Ham, London in 1936

During the 1930’s depression Tom travelled to England looking for work and soon established a motor engineering business. His early motor sport endeavours began in 1931 and involved conversion of a Morgan 3 wheeler to a 4 wheeler! so that he could race ‘a car’ on dirt, which was very popular at the time. Later he built a car with a motor-cycle twin-cylinder engine and a ‘vaguely Salmson chassis’ which he raced at the early Crystal Palace meetings and at Greenford.

In fact Tom was right there at the start of organised car-only dirt track racing on motorcycle speedway lines. Outside the reach of the RAC, the first UK race of this type was held on Good Friday 30 March 1934, at Crystal Palace.

There were three teams of three riders and a reserve with ‘New South Wales Champion’ Tommy Sulman captaining the Wimbledon Park team driving a ‘Bitza Special’! During this period he raced at tracks such as Greenford, Crystal Palace, Hackney, Lea Bridge and Wimbledon. To provide some sense of the scale and level of interest in speedway racing at the time there were over 25 tracks in the London extended area alone. In addition to his motor engineering Tom was a professional driver earning money from his race competition.

He was approached by a Singer agent off the back of his performances and growing reputation to build a similar sprint and hillclimb special to his own car using Singer components. Core mechanicals were a Singer Le Mans engine and G.N. chain transmission. When the car was completed, it became the ‘Sulman Singer Special’ after the Singer agent went ‘bust’ leaving Sulman with the car! It soon became clear after the commencement of dirt track racing that the cut down sportscars predominantly used were unsuited to the tight, deep cindered UK tracks with short straights. Tom built the Sulman Singer as a dual purpose machine, but its very short wheelbase was a function of the development work by trial and error he and other leading racers had done to create a car ideal for the dirt.

Sulman raced it regularly in the UK and once in Holland in 1936. On 4 August 1936 Tom contested the very first Midget World Championships at Hackney, in inner London.

The winner with 7 points from his heats was Cordy Milne of the US- Tom was 6th with 3 points, he was 3rd, 2nd, and 2nd in his three heats. Another Australian, Dicky Case was 2nd with 6 points. An interesting sidebar is that Case, a star motorcycle solo-rider was invited into the competition as a fill-in driver due to a lack competitors- and came close to winning the thing! The program does not disclose the chassis the various competitors used.

Into 1937 the Sulman became obsolete, along with most of the rest of the fields with the advent of the ‘Skirrow Specials’. These revolutionary cars built by Harry Skirrow in Cumbria had chain drive to both front and rear axles harnessing the 80bhp produced by their bespoke 990cc twin-cylinder JAP engines rather effectively. As a consequence, Tom built a 4WD car of his own in an attempt to more effectively compete- he crashed badly at Coventry in August/September 1937 and elected then to end his midget racing career. The Sulman Singer, which had been put to one side, was then pressed back into service, Tom raced it at various hillclimbs.

Bathurst 1950, Hell Corner lap 1. Ron Ward MG TC from Sulman in the  #47 ‘Singer then Ron Edgerton #37 MG TC and Gordon Stewart #46 MG Magna (AussieHomestead)

At the end of World War 2 Sulman returned to Australia by signing on as a flight engineer on an aircraft, his very cost-effective way to take the long, expensive 12000 mile journey home was as a crew member of a Lancaster Bomber converted to carry people rather than a lethal payload. The Sulman Singer followed by ship, the car travelled sans bodywork to avoid import duty being imposed upon it by the Fiscal Fiend- the Australian Taxation Office!

Tom first raced the car in Australia at Nowra on the NSW south coast in June 1947, the combination took a win in the under 1100cc scratch race. As a road racer it competed in contemporary events up to and including the Australian Grand Prix, then a handicap event. He was 5th at Bathurst in 1947 and also contested the 1948 AGP race at Point Cook in Melbourne’s outer west, the little car succumbing to the extreme March summer heat like so many others on that day.

Sulman eventually sold the car when he acquired the Maserati, it raced regularly in various hands in the 1950’s but by the 1960’s was mainly used in historic events. The car was sold to AP North, then later to Monty South and finally Ron Reid on 6 November 1965 to start a long relationship of sympatico between driver and owner.

Moustachioed Ron Reid, red ‘kerchief flapping in the breeze with a big smile upon his face was an icon of Australian Historic Racing in the car which still races, after Ron’s demise in 1999, in the hands of Mal Reid, Rons son. Whenever I see this wonderful machine in the paddock it always brings a smile to my face. Drivers and cars come and go, but the Sulman Singer remains a constant in Australian motor racing and would be a finalist for the ‘longest continuously raced’ car on the planet.

Sulman competed in other cars as well though, including an 1100cc HRG sports car. By the late 1950’s, Tom, who had a workshop in the now very trendy inner-Sydney suburb of Surry Hills, had added to his stable the Maserati 4CM. This ex-Farina/Salvadori car, he bought from Australian resident Englishman David Chambers.

Sulman in the Maserati 4CM at Mt Druitt’s Hairpin, Sydney, date unknown (AussieHomestead)

Chassis # 1521, one of about twelve 1500cc 4CM’s, was first delivered to none other than Giuseppe Farina in August 1934, he won Voiturette races in it at Biella and Masaryk and then Modena and Turin. Gino Rovere, who probably owned the car when raced by Farina, raced it during 1935 and perhaps also Gigi Villoresi as part of Rovere’s ‘Scuderia Subalpina’. It then passed into the hands of several UK drivers including EK Rayson, Charles Mortimer and then formed an important part of the nascent racing career of Roy Salvadori post-war.

David Chambers acquired the car in England in 1949, raced it at Goodwood and then shipped it home and made his Australian debut at Rob Roy Hillclimb in outer Melbourne in 1950. Raced at Easter Bathurst 1950, the 500Kg, 1496cc, Roots-type supercharged, 4 cylinder 130bhp @ 6100 rpm car achieved 122mph through the traps on Conrod Straight in top- 4th gear in its Fiat derived gearbox.

New Zealand Hillclimb Championship 1951, winner in the Maser 4CM. Venue folks? (Walker)

Tom bought the car shortly after this meeting and campaigned it in both Australia and New Zealand over the next few years.

Among his New Zealand successes were the 1951 NZ Hillclimb Championship, on that tour he also contested circuit races- the Ohakea Trophy and Lady Wigram Trophy in March finishing 4th and taking fastest lap, and DNF at Wigram. NZ ‘heavy metal’ of the day included cars such as Les Moore’s Alfa Tipo B, Ronnie Moore’s Alfa 8C, Frank Shuter’s V8 Spl, Jack Tutton’s C Type, Ron Roycroft’s Jag XK120 and like Australia a swag of MG and Ford V8 powered specials as well as the early Coopers starting to appear.

Working on the engine of the Maser 4CM, NZ Hillclimb Championship 1951. Mechanical specifications as per text (Walker)

The Maser was period typical in having a channel section chassis, with rigid axle suspension at both ends and semi-elliptic springs front and rear. Sulman was unhappy with the cars handling so modified it by adding 3.5 inches into the front axle, increasing the front track from 3 foot 11.2 inches to about 4 feet 3.5 inches, widening the spring base and inverting the rear shackles. The rear track remained at 3 feet 11.2 inches. When completed he reported the car as extremely predictable and easier to handle.

During practice at Parramatta Park in January 1952 he nipped a brake coming into Rotunda Corner, spun, hit the kerb and rolled landing back on the Masers wheels. Damage was limited to a bent stub axle and minor body twisting. He repaired the car and returned to the Land of the Long White Cloud that summer of 1952, racing again at Wigram and Ohakea for 2nd off the front row and 4th.

The car was shipped back to Australia in time for the April 1952 AGP at Mount Panorama- finishing 6th in the race won by Doug Whiteford’s Talbot Lago T26C taking the second of his three AGP wins.

Probably his best run in the thoroughbred single-seater was at Gnoo Blas, Orange, NSW in April 1953- his haul five race wins. Less happy was the car ‘chucking a rod’ through the block at Mount Druitt, Sydney in 1954.

Tom Sulman Aston DB3S, Doug Whiteford Maserati 300S and Bill Pitt Jaguar XKD on pole, Victorian Tourist Trophy, Albert Park 17 March 1957. Whiteford won the 100 mile racefrom Pitt, Tom DNF on lap 16 (unattributed)

Tom was invited to become a member of ‘The Kangaroo Stable’ which planned a long distance sportscar racing program in Europe in 1955 with three Aston Martin DB3S customer racers. At that point the Maser was sold, it remained in Australia into the mid-sixties but left the country many years ago, living on in historic racing.

He acquired DB3S ’103’ new from the Aston, Feltham factory, the car was registered in NSW as ‘OXE-473’ and raced it in England-the Goodwood 9 Hours and at Aintree during the British GP meeting sportscar events, Portugal- the Lisbon GP, France, with the best result a 2-3-4 finish for The Kangaroo Stable behind a Ferrari in the Hyeres 12 Hour in the Provence-Cote d’Azur region of France-Tom was third. His co-driver was none other than Jack Brabham, then in his first year of a long and rather successful racing career in Europe. The Kangaroo Stable’s racing plans were to a large extent scuttled by the ’55 Le Mans disaster and the cancellation of many events in Europe as a consequence that year.

Tom returned to Oz, with the Aston his mount for years. Sportscar racing was especially healthy in Australia at the time with a mix of XKC and XKD Jags, Maser 300S, Aston DB3S, Cooper Jaguar, the Ausca Holden Repco, a swag of Austin Healey 100S and various Climax engined Lotus 11 and 15’s thrilling large crowds. The customer Astons were front third of the field cars. When David McKay’s ex-works DB3S car- DB3S/9 arrived it was the class of the field. Other quicks of the time Bill Pitt’s D Type, Frank Gardner’s C and D Types, Doug Whiteford’s ex-works Maserati 300S and the Derek Jolly and Frank Matich Lotus 15 FPF’s when they appeared later in the decade. Tom’s best results aboard ‘103’ were 2nd , 4th and 4th in the South Pacific Sportscar Championship at Longford in 1958, 1959 and 1960. He was 5th in the hotly contested 1960 Australian Tourist Trophy at Longford won by Jolly’s Lotus 15.

Gnoo Blas Orange 1960. Derek Jolly Lotus 15, Frank Matich Jag XKC, David Finch Jag XKD and on row 2 the Aston DB3S’ of Warren Bloomfield and #58 Tom Sulman. Date and results folks? (Aussie Homestead)

Tom took the car to New Zealand for their summer races in 1956 commencing with the NZ GP held at Ardmore, then Wigram, Dunedin, Ryal Bush and Ohakea, his best results in the two month stay were 6th and 7th at Ryal Bush and Ohakea.

At a time the Australian Grand Prix was still a Formula Libre race, with ‘outright’ sportscars regular entrants. Tom the took the Aston on the long trip, 3920 kilometres for you Europeans- you have to be keen!, from Sydney to Western Australia to contest the 1957 race held at Caversham in outer Perth. It was a long way to travel for a DNF, but many cars did not survive another AGP held in scorching hot Australian summer heat. Lex Davison took a famous, and fortunate win in that race co-driven by Bill Patterson. Fortunate in the sense that lap-timing confusion awarded the race to Lex rather than Stan Jones.

In addition to Jack Brabham driving the car, the Aston’s provenance was further enhanced when Stirling Moss took the wheel and gave a journalist the ride of his life during several practice laps at the 1961 Warwick Farm opening meeting.

Sulman, Lotus 11 Climax, Silverdale Hillclimb, NSW (Bruce Wells)

In the early 1960’s he bought a locally built Lynx Ford Formula Junior and in 1961 the first of two Lotus 11 Climax’.

Chassis ‘343’ was an S2 Le Mans spec car powered by several Coventry Climax FWA engines. The Aston was sold to Ron Thorp, it remained in Australia for some years before it too made its way to the UK. In 1963 he bought his other 11, a Climax FPF engined car, chassis ‘305/552’ which had originally been raced by Ron Flockhart and Roy Salvadori in the UK. This period is confusing for historians as it is not clear which car he raced where- and he raced them everywhere! At sprints, hillclimbs and circuit races.

Remember, by 1960, he was 61 and had been racing for the best part of 40 years. Tom’s racing was diverse though, he contested rallies, hillclimbs and sprints as well as circuit racing. His rally/reliability trial experience included the famous, legendary RedeX Round Australia Trials of the 1950’s including the first one in 1953 as a member of the Humber Super Snipe team. He entered touring car races too- as that aspect of the sport grew including the Mount Druitt 24 Hour race and the 1962 Bathurst Six Hour aboard a new-fangled Datsun Bluebird.

Some of the cars he raced such as the ex-Alan Hamilton Ford Cobra powered Porsche 904 were very potent devices, he ran this car circa 1969. He contested the 1966 Surfers Paradise 12 Hour enduro as co-driver to Ron Thorp who by then was racing a booming AC Cobra, very much a crowd favourite, the duo won their class, that event won outright by Jackie Stewart and Andy Buchanan aboard the famous Scuderia Veloce Ferrari 250LM.

Lotus 11 Le Mans Climax FPF 1500, Lakeview Hillclimb, ACT date unknown (AussieHomestead)

In March 1970 Tom loaded the little Lotus 11 ‘343’ onto its trailer in Surry Hills and headed out of Sydney west towards the Bells Line of Road for the 200Km trip to Mount Panorama, goodness knows how many times he would have made that journey? He was off to the Easter Bathurst meeting, at that time there were two race meetings a year at the famous circuit, not just the annual touring car 500 miler.

Journalist Barry Lake recounts the events of Sulman’s final drive in the insignificant 6 lap ‘Sir Joseph Banks Trophy’ sportscar scratch race at Mount Panorama. ‘At the Easter Bathurst meeting on 30 March 1970 the quietly spoken Tom, now 70 years old and as keen to race as ever, moved slightly to the right and simultaneously slowed down between the two humps on Conrod Straight. Vincent Evans who was a short distance behind, could not avoid the impact of his left-front mudguard with the right rear bodywork of the Lotus 11 driven by Sulman. The Lotus 11 swerved to the left of the circuit (its inside) into the gravel on the verge and rolled into a locked (farmers) gateway, hitting the gatepost on the drivers side. Sulman’s head hit the post causing his instant death’.

‘Shortly before the accident there had been a ‘Tom Sulman Trophy’ race at Warwick Farm for historic cars to commemorate his very long racing career. At the age of 70, Sulman was one of the oldest racing drivers in activity at the time’ Lake’s tribute concludes.

It was a terrible case of being in the wrong place at the wrong time and hitting the fencepost when it could just as easily have been open space. Australian motor racing was rocked by another fatal accident at Bathurst twelve months after the last, Bevan Gibson’s Elfin 400 Repco became airborne on one of Bathurst’s humps at the same meeting a year before.

Sulman had lived a good life, a long full one despite its untimely end. He was one of those fellows who put more into the sport than he took out, and loved it to its core. A racer through and through right to the very end.

Tom Sulman at Lowood, circa 1959 (R Wittig)

Bibliography…

Obituary written by Barry Lake published on ‘Motorsport Memorial’, ‘Historic Racing Cars in Australia’ John Blanden, ‘Maserati: A Racing History’ Anthony Pritchard, Derek Bridgett on ‘Midget Car Panorama’. MotorSport magazine December 1936, ‘Bugattis Did It Too’ article in ‘Loose Fillings’ December 2015

Photo Credits…

Douglas Walker Collection, Aussie Homestead, Simon Lewis, Bruce Wells, Ron Wittig

Tailpiece: Sulman aboard his remarkably adaptable Sulman Singer at Kennel Corner, Shelsey Walsh in 1938. A rare UK shot of the car…

(Simon Lewis)

Colin Bond in the Holden Dealer Team’s ‘new’ LC Holden Torana GTR XU1 V8 during the Easter Bathurst meeting in 1972…

New in the sense that this ‘cleverly disguised’, pensioned off 1970/71 Series Production V8 re-engined car fitted with rear wing, wide wheels was a ‘sleeper’- the prototype of the General’s (General Motors Holden) proposed ‘308 V8’ powered 160 mph 1972 Series Production Bathurst contender, make that winner.

The machine also featured widened 6X13 inch steel wheels and a full-width front spoiler incorporating brake ducts intended for the road-going variant.

During the weekend the V8 bullet was demonstrably quicker than the normal LJ 202 cid Series Production XU1’s winning the 5 lap Touring & Sports Closed Scratch Race from Ron Gillard’s XU1 and Graham Ryan’s Charger.

Bondy was a bit lucky as Bob Jane’s ‘full blown’ Torana V8 4.4 Repco ‘620’ Sports Sedan blasted away to an early lead only to slow, pit and rejoin the race back in 11th. But a win is a win, the only one for the car. Bond did a best lap of 2:39.6 to win, in comparison, he did a 2:43.9 in his Series Production LJXU1 to win the ‘Better Brakes’ Series Production Touring Car 17 lapper earlier in the day.

Its hard for me to picture my parents as ‘rampant rooters’, but they are of that generation who, free from the pressures of the war years hit the bedroom and created us ‘Baby Boomers’- that statistically big post-war rump of the populace who are still grimly hanging onto power.

Critically, we are a huge mob worldwide who drove demand for all sorts of consumer products throughout the sixties and seventies buoyed by a strong global economy and the expansion of consumer credit. The latter in essence allowed us to live beyond our means doing so as the houses we bought gained capital values of almost obscene levels (in Australia) thereby taking care of our debt/equity ratios. None of us are complaining mind you, even if our kids are!

In the US the car manufacturers noticed we youngsters, particularly our  burgeoning wallets and therefore the potential to flog us stuff. They delved into their parts bins and packaged existing hardware- engines, gearboxes and chassis underpinnings into very attractive packages. Ford’s Mustang and Chev’s Camaro being ‘Pony Car’ cases in point.

By 1966/7 those components were finding their way to their Australian subsidiaries and were packaged into yummy stuff such as the 289 cid V8 powered 1967 XR Ford Falcon GT and 1968 HK Holden Monaro GTS327. They were mighty fine racing cars compared with the Morris Cooper S and Ford Cortina GT/GT500 which had been the top guns at Bathurst till then.

The inexorable rise in Australian touring car racing gathered apace in the sixties and had morphed into three classes. ‘Series Production’ were essentially showroom stock cars, the class to which the Bathurst 500 was run. ‘Improved Production’, as the name suggests allows greater modification- was the class to which the Australian Touring Car Championship was contested. The category allowing the wildest modifications was ‘Sports Racing Closed/Sports Sedans’.

Inevitably motor racing played it’s usual part in the corporate brand building of the manufacturers and ‘moving metal’ of these new machines or rather the more modestly specified brothers of the race intended cars. The ‘win on Sunday, promote the shit out of it on Monday, flog on Tuesday’ adage has been a good, fairly accurate one down the decades.

For enthusiasts the cars modified for intended race use were what we sought and could buy if one had the readies as sufficient numbers had to be built and sold for road use to allow ‘Group E’ Series Production homologation for racing eligibility.

Holden initially raced V8 engined Monaro’s very successfully in Series Production winning a Bathurst 500 or two, 1968 and 1969 to be precise. Mount Panorama pickings were decidedly slimmer once the marketing focus changed to the six-cylinder Holden Torana in 1970.

There was nothing to stop privateer teams running the ‘Top Gun’ Holden Monaro GTS 350, some did, but the ‘factory’ Holden Dealer Team had to run the cars Holden’s marketing needs demanded. There was not the budget/resources to, say, develop, prepare and race Monaro’s on tarmac and Torana’s on dirt, that choice would have been the optimal one.

Without going into all of the detail for international readers, Ford and Chrysler competed locally with factory teams. General Motors Holden, the local GM subsidiary was a bit more ‘prim and proper’ over observance of the supposed American Automobile Association ‘no motor racing ban’, did so via the back-door ‘Holden Dealer Team’, a small outfit operated by ‘The Fox’, Harry Firth, former racer, mechanic, engineer and Bathurst 500 winner out of premises in Queens Avenue, Auburn, a twee inner-eastern Melbourne suburb.

Mason/Mason Mazda R100 and Cooke/Mason Monaro GTS350 Bathurst 1969. Digby Cooke qualified the Monaro 2nd, DNF with Trevor and Neil Mason 21st in the race won by the Colin Bond/Tony Roberts HDT GTS350 (S Jek)

Cooke/Bowden Monaro 350GTS Bathurst 1970 Q2 and DNF gearbox, Bathurst below (S Jek)

In creating the first ‘race variant’ of the Torana- the 1970 LC , ohv, 186 cid six-cylinder engined GTR XU1 Harry Firth and his small team including long time mechanic, Ian Tate, driver Peter Brock and GMH created the first in a series of the best all round competition ‘taxis’ in Australia. The LC and later 202 cid LJ 1971-73 XU1’s were supreme road cars (the LC ‘praps not so much, it was way too choppy in spring/shock rates to take your babe to the drive-in) and winners in rallies, rallycross and on the circuits.

The problem was, whilst there was an Australian Manufacturers Championship, run over rounds at Sandown, Bathurst, Surfers Paradise, Adelaide, Phillip Island (depending upon the year) the only race that mattered to the punters watching the Teev at home was the Bathurst 500- and Ford had a mortgage on that classic with their mighty, four door, 351 cid V8 engined Falcon GTHO’s.

Colin Bond’s HDT Torana LC GTR XU1 in the Bathurst pitlane 1971, 4th in the race won by Moffat’s works Falcon GTHO Phase 3 (autopics)

Whilst the Torana’s were continually developed they simply lacked the mumbo to win at the Mountain. The solution was simple, build a V8 variant of the XU1. The prototype of the car is the beastie Bondie is wheeling around Bathurst in the opening photo, it was put together in late 1971 using a cast-off HDT Series Prod LC XU1 raced by the team in 1970/71.

Fitted with a 5 litre Holden ‘308’ V8, M21 4 speed gearbox, suspension tweaks and away they went, the car was driven by Brock, Bond and Larry Perkins.

Repco Holden F5000 V8. Phil Irving designed, with assistance from Brian Heard, engine produced circa 470-520 bhp throughout its life (Repco)

Lets not forget that the Holden 308 V8 parts competition bin was deep. Repco had built and been racing the F5000 variant of the engine for about two years by the time the HDT boys started playing with the 308, inclusive of two Australian Grand Prix wins in cars driven by Frank Matich- 1970 in a McLaren M10B and 1971 in his self-built Matich A50

Bond, Hell Corner, Bathurst Easter 1972, XU1 V8

The test-bed car was registered for road use and carried the Victorian number-plate KSN-116 and was first raced by Bond as shown here at Bathurst.

Brock then raced the car at Adelaide International with Larry Perkins given the task of driving it across on the Great Western Highway and also racing in one of the support events. Firth was starting to get an idea of how their Bathurst contender would fare later in the year.

Perkins in Gary Campbell’s Elfin 600B/E Ford during the 1972 Glynn Scott Memorial Trophy at Surfers Paradise, first F2 home (G Ruckert)

Larry drove and tested for the HDT in 1972, mainly competing in Rallycross, his primary race program that season was driving Garry Campbell’s Elfin 600 B/E Ford ANF2 car to the national Australian Formula 2 title. He was off to Snetterton for the Formula Ford Festival with Garrie Cooper’s first Elfin 620FF late in the year, he won the Australian FF ‘Driver to Europe Series’ in 1971 but took his prize a year later knowing he would be better prepared, the rest is history.

Larrikins in the HDT Rallycross LC XU1 supercharged ‘Beast’ at Catalina Park in Sydney’s Blue Mountains in 1972. What a career!- FV to F1, Rallycross to Le Mans, he did, raced, built and won in everything (autopics)

Brock raced the LC V8 car at Calder on 14 May in the ‘Marlboro Trophy Series’ minus spoilers but with the widened steel wheels shown in the Bathurst shots earlier in this article, in a combined sports Sedan and improved tourer race running as a support event for the ‘Repco Birthday Series’ event for F5000 cars.

He raced mid-field amongst much faster sports sedans including Norm Beechey’s Monaro, Bob Jane’s Camaro, Alan Hamilton’s 911S and John Harvey’s Torana Repco V8 and barely rated a mention in the race reports.

That the car was ‘slipping under the radar’ was perfect from the HDT’s perspective.

Ford Falcon XA GTHO Phase 4’s come together at FoMoCo’s Oz ‘Skunkworks’ at Lot 6 Mahoneys Road, Broadmeadows on Melbourne’s north-western fringe.  Note the 36 gallon tank beside the standard item. 4 cars built (unattributed)

Whilst Holden were beavering away on their 1972 Bathurst contender, out in Mahoneys Road, Broadmeadows on the other side of Melbourne Ford were working on the new XA Ford Falcon GTHO Phase 4 whilst in Tonsley Park, Adelaide Chrysler were working on a V8 engined RT Charger, the E55.

For enthusiasts and racers these were mouth watering machines with enormous performance potential and engineering integrity.

GMH were proceeding to develop the production version of Harry’s V8 prototype ordering three GTR (not XU1) V8’s, which were sent down the Elizabeth, South Australia plant production line on 13 April 1972 for use by the Experimental Engineering team at GM’s Port Melbourne plant in inner Melbourne.

And then along came the media hysteria ‘Supercar Scare’ which was a frenzy of journalists and politicians whipping themselves into a lather over ’18 up year olds driving around the streets of our cities at 160 mph’.

This topic has been well ventilated down the decades amongst enthusiasts in Australia, their is little point adding to it here. Not that there is any doubt of the performance capability of any of these cars. Arguably a drum braked, cross-ply tyre shod, terminal understeering six-cylinder, ‘poverty pack’ Holden Belmont was a more lethal weapon than a well engineered ‘Supercar’ which was fit for purpose. A Belmont wasn’t fit for anything other than as an inner city cab operated at less than 35 mph.

So, the cars were all ‘pulled’ (or considerably softened as a luxury cruiser in Chrysler’s case) by manufacturers keen to maintain the high tariff walls the pollies provided which enabled them to produce sub-standard crap, flog it to the punters and make a poultice.

‘Let’s not piss the pollies off’ was the main aim of GMH, Ford and Chrysler management, the price of not building a few hundred high-performance machines was a cheap one to pay to keep the self serving State Governments and Canberra dickheads at bay.

(carthrottle.com)

It’s a shame really as the spec of the XU1 V8 would have been sweet- slinky, small (floppy in race terms) body, 308cid 300 bhp’ish V8, M21 4 speed box, Detroit locker diff, 6×13 inch Globe Sprintmaster wheels, long-range fuel tanks and aerodynamic aids. The car would have been a great 160 plus mph package with the slightly heavier V8 sitting back a bit in the chassis relative to the venerable Holden ‘Red’ six.

Torana racer/engineer Lee Nicholle had this to say about the prospects/charcteristics of XU1 V8’s on ‘The Nostalgia Forum’.

‘They do flex-horrid little car but they were also a great race car! I suspect though that Harry, Brock and Larry probably would have done the things that help- take all the rubber from between the front crossmember and chassis rails, that stiffens up the front no end plus of course the roll cage helps too, even the basic alloy ones in vogue then. Plus maybe some basic seam welding, though the car was road registered’.

‘That car (the HDT prototype) as an experiment seemed to work ok. I have seen no end of 308 LJ’s over the decades and they are NOT an evil monster, whatever the newspapers of the day insinuated. They are nicer to drive than a standard XU1 as the engine (V8) is far smoother than the lumpy, grumpy 6’.

‘With the right bits it (the V8) it is nearly a bolt in. There were over 30 built by a nearby country Holden Dealer here in South Australia as well as a few others by dealers interstate. They would not have been a great deal faster than a 6 cylinder XU1, unless the engine was worked’. (note the Repco parts bin comment earlier in the article)

Lee continued ‘My XU1 Chev Sports Sedan highlighted that. A 300bhp Phil Irving head Holden 6 was as quick as my then 380bhp Chev, though my engine bill was a LOT less which was the reason originally (to change from the Holden 6 to Chevy V8). Later with over 500bhp I was considerably faster than the sixes of course’.

With their V8 plans scuttled the HDT gave the specifications of the LJ six a tickle, by use of a wild ‘HX’ camshaft and with engines balanced and blueprinted they gave circa 212bhp. Globemaster Sprint alloy wheels were used and some revisions to the suspension- they evolved a good package which gave Peter Brock his first Bathurst win- the last solo win as it happens in 1972. In truth the win was as much down to Brock as the car.

The later V8 L34 and A9X Torana’s incorporating lots of Repco goodies would of course come soon but the LJ V8 is a wonderful mighta-been with KSN-116 proof positive of just what a weapon the XU1 V8 was…

Brock on his way to LJ XU1 victory, Fiat 850 Coupe behind, Bathurst 500 1972 (unattributed)

What  Happened to the Cars…

Depending upon your source there are some differences, but here we go all the same, he says with trepidation, ‘taxi’ enthusiasts are far more rabid then we open-wheeler nutbags.

1.HDT’s LC GTR-XU1 V8 Prototype

The ex 1970/71 HDT team car, KSN-116 was converted back into a 6-cylinder XU1, sold and has never been seen again, amazing given its significance

2.The three GTR V8’s were built in GM’s Elizabeth factory on 13 April 1972…

They were painted three different colours, lets identify them in that manner

Its said that Holden Experimental Engineers- Ed Taylor’s crew, fitted 308 V8’s with full spec ‘XW7′ parts with Harry Firth given the Pink and White cars to finish off, and, when completed, then handed them back to GM

.’Sebring Orange’ LGN-307

Registered by GMH on 6 September 1972 with a V8. Referred to as the ‘Lockwood Special’ due to the bonnet pin locks so fitted! Brock drove it as a loan car but the 308 V8 had been replaced with the 202 LJ 6

GM’s Administrator of Motorsport and PR also used the car as his company vehicle for a while before it was finally retired to Holden’s Engineering section.

Tendered for sale by GM in February 1975. Stolen in Melbourne’s Bundoora, Victoria in 1985 and never recovered.

.’Strike Me Pink’ LDH-255

Initially registered by GMH on 28 April 1972 with a 6 cylinder engine, a V8 was fitted later by Experimental Engineering

Tested by Brock at Calder where it was a ‘bit of a pig’ and then taken back to Queens Avenue, Auburn for attention to the suspension- spring rates, shocks and suspension bushes. When tested again at Calder by Brock on 31 May 1972, running a 2.78:1 diff and Detroit Locker it was a second a lap quicker than a normal XU1 driven by Colin Bond at the same test.

Brock recalled the car gave 271 bhp on Jack Hunnam’s dyno

.’White’

Intrigued to know the story

Photo Credits…

Dick Simpson, autopics.com, plannerpower, Sharaz Jek, Graham Ruckert

References…

Various online Holden forums, The Nostalgia Forum comments by Lee Nicholle, HDT Club of Victoria magazine, shannons.com, strikemepink on shannons.com, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley

Afterthought: Bruce Hodgson in the only 1972 Australian Supercar that ‘got away’…

(plannerpower)

Bruce Hodgson with Fred Gocentas aboard their Ford Falcon GTHO Phase 4 during the Southern Cross Rally, Mount Faulk Road outside Port Macquarie in October 1973.

For all the plans by Chrysler, GMH and Ford for the Supercars of ’72 only one ever competed albeit as a rally car, hardly the function for which Howard Marsden and the boys at FoMoCo intended!

Of Ford’s four Phase 4’s constructed, the least built up racer, the spare was given to John Goss, it was sold via McLeod Ford, assembled for road use.

Hodgson and Gocentas, Phase 4, rally and date unknown (unattributed)

The first and most developed of the racers was sold to a chap in Toowoomba and is now in the Bowden Collection.

The second racer was given to Hodgson, a Ford works Escort rally exponent who rallied it for several years before the machine was involved in a head on accident with a Holden Commodore, the wreck exists.

The production model was sold, via a car yard to an astute Sydney dentist in 1978 who is believed to still own it.

Tailpiece: ‘The Beast’- HDT Sports Sedan, the ultimate V8 LJ Torana XU1, Colin Bond, Warwick Farm, May 1973…

This race meeting must have been one of the last open ones at Warwick Farm. Car built quickly by HDT with an old shell, the essential element of which was a 480bhp Lucas injected Repco Holden F5000 V8. Mawer alloy wheels clear, a crowd pleaser, the car was too basic in spec by then to be a winner even in the hands of Brock and Bond

Finito…

Front wishbone and lever arm shock and lower transverse leaf spring. Chev Corvette 283 cid V8 topped by 2 Carter 4 barrel carbs, note how the engine and drivetrain are offset to the right with the driver sitting nice and low to the left rather than above the prop-shaft. Bob Burnett built this body as he did the other Maybachs. Handsome brute (Q Miles)

Stan Jones, Maybach 4 Chev in the Lowood, Queensland paddock, June 1959…

I love Quentin Miles wonderful clear period photo of the fun of the fair and especially the business end of the last car built in the most famous range of Australian Specials- not that the ‘Special’ descriptor does justice to the quality of the design and construction of the Maybachs under Charlie Dean’s leadership at Repco Research in Sydney Road, Brunswick, in Melbourne’s inner north.

In essence my article about Stan Jones is also a piece about Maybach- it together with the 1954 Southport Australian Grand Prix feature provide plenty of background on the cars and their progressive evolution from Maybach 1- the 1954 NZ GP winner, the shortlived Maybach 2 which should have won the ’54 AGP but instead died a violent death during that race, and the replacement Mercedes Benz W154 inspired Maybach 3- the final iteration of the Maybach 6-cylinder engined machines. Maybach 3 became Maybach 4 when Ern Seeliger skilfully re-engineered aspects of the car to accept the new, lightish Chev, 283 cid ‘small-block’, cast-iron, pushrod OHV V8. Click here for Stan and Maybach;

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

and here for the ’54 AGP;

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

Jones’ forceful speed and the ongoing evolution of the Maybachs kept the cars at the forefront of Australian single-seater racing into 1955 but game-changers were the arrival of modern ‘red cars’- Lex Davison’s acquisition of Tony Gaze’ Ferrari 500/625, Reg Hunt’s Maser 250F powered A6GCM and his subsequent 250F to name two.

Stan gave up the unequal struggle and acquired a 250F, ultimately doing very well with it- winning the ’58 Gold Star and the ’59 AGP at Longford, thank goodness he finally won the race in which he had deserved to triumph for the best part of a decade.

Even though the Maser was his front line tool he was not averse to giving Maybach a gallop, as here on the Queensland airfield circuit.

Jones at speed on the Lowood airfield circuit, Maybach 4 Chev, June 1959 (Q Miles)

As Stanley focussed on the Maserati, Maybach 3 languished in a corner of Ern Seeliger’s workshop in Baker Street, Richmond. Ern was a successful racer, engineer/preparer and a close friend of Jones. With a view to selling it Stan handed Seeliger the car telling him to ‘do what he liked with it’.

The essential elements of Maybach 3 were a chassis built up from two 4 inch diameter steel tubes, the Maybach 3.8 litre, 260 bhp, SOHC 6 cylinder engine fitted with a Charlie Dean/Phil Irving designed and carefully cobbled together fuel injection system, the engine laid down at an angle of about 60 degrees to the left to lower the bonnet line, like the W196- the car was also styled along the lines of that Benz. The cars front suspension comprised upper wishbones and a lower transverse leaf spring and at the rear utilised quarter elliptic leaf springs and radius rods. Brakes were PBR drums and the gearbox a 4 speed manual.

Towards the end of its life the limiting factor of Maybach 3’s performance was the end of Charlie Dean’s supply of Maybach engines, no more power could be squeezed from them- and there were none left in any event!

In addition there were now plenty of competitive well sorted cars. The only locally built racer capable of running with Hunt, Davison and Jones was the Lou Abrahams owned and built, Ted Gray driven Tornado Ford V8- and from late September 1957, Tornado Chev V8. There is little doubt that Ern looked long and hard at a machine that was prepared only 1.5 Km from his own ‘shop for inspiration. Click here for the Tornado story;

https://primotipo.com/2015/11/27/the-longford-trophy-1958-the-tornados-ted-gray/

Pretty soon a 283 Chev was on its way to Australia, Seeliger modified the 4.6 litre V8 by fitment of two Carter 4-barrel carbs, the cylinder heads and valve gear were ported, polished and lightened, with the oilways modified and the unit dry-sumped. The motor produced about 274 bhp @ 6000 rpm and had a truckload of torque- around 300 lb feet of it at 3500 rpm. Ern and his band of merry men did not just plonk the engine into the space formerly occupied by the German straight-six however.

Seeliger thoroughly overhauled the machine, lengthening the chassis to accept the de Dion rear end he designed to better put the cars power and torque to the road. The W196 was of course fitted with such a setup. A transverse leaf spring was installed instead of the quarter elliptics and an anti-roll bar used at the front incorporating brake torque rods. The rear track was widened by an inch and a larger 30 gallon fuel tank fitted to feed the thirsty Chevy.

Seeliger designed and built a multi-plate clutch which used the existing Maybach 4 speed ‘box and diff albeit modified with shortened axles and cv joints to mate with the de Dion tube.

Stan Jones and Alec Mildren at Port Wakefield in 1959. Maybach 4 Chev and Cooper T45 Climax (K Drage)

Ern made the cars debut in this form at Fishermans Bend in March 1958, his bid for victory came to an end with stripped tyres- the car was quick right out of the box, Seeliger a mighty fine design and development engineer.

Whilst a very good driver he was not in Stan’s league- Jones was stiff not to win the ’58 AGP at Bathurst aboard his 250F- as was Ted Gray unlucky to dip out in Tornado 2 Chev, but Seeliger finished 2nd in the Maybach with Lex Davison, always a lucky AGP competitor, the winner. Be in no doubt my friends Maybach 4 Chev in Jones hands was a winning car- had he felt so inclined in 1958 but he was busy winning the Gold Star aboard the 250F in any event.

Into 1959 Maybach 4 was still competitive in Ern’s hands, and Stanley took a win in the Gold Star, South Australian Trophy event at Port Wakefield in late March and 3rd place in the Lowood Trophy race as pictured in this article behind the Cooper Climaxes of Alec Mildren and Bill Patterson. Before too long Stan would show his speed in a Cooper T51.

The reign of the ‘Red Cars’ was quickly coming to an end In Australia but lets never forget the dark blue Tornado 2 and silver/blue Maybach 4- Chev V8 engined locally engineered devices very much as quick as the more sophisticated, twin-cam, exotic, expensive factory cars from Italy’s north…

Photos/References…

Quentin Miles, Australian Motor Sports Review 1959 & 1960

Tailpiece: Winners are Grinners: Stan, Maybach 4, Port Wakefield 1959…

(K Drage)

Finito…