Australian Motor Racing History | primotipo...

Posts Tagged ‘Australian Motor Racing History’

Gerringong Beach…

Posted: February 15, 2019 in Fotos, Obscurities
Tags: Anzac Rolls Royve, Australian Motor Racing History, Charles Kingsford-Smith, Don Harkness, ERA R10B, Fokker Trimotor, Gerringong Beach, Gerringong Speedway, Peter Whitehead, Wizard Smith

(Kiama)

I wrote an article about beach racing at Gerringong Beach near Kiama on the New South Wales Illawarra Coast a while back…

The article focused on a race meeting in May 1930, I had too many photos for that piece, the purpose of this article is to share them here.

They cover a diversity of Gerringong related topics- the May 1930 meeting, three land speed record attempts and Sir Charles Kingsford-Smith. The history of Gerringong Beach aka Gerringong Speedway is in that earlier article, click here to read it; https://primotipo.com/2018/10/26/gerringong-beach-races-1930-bill-thompson/

I’ve no idea who the driver or car above is but just love the silhouette of machine and driver against the backdrop of the Pacific Ocean. Its taken during the May 1930 meeting as the ‘track’ fights a losing battle with the tide.

(Kiama)

The photo above is of Seven Mile Beach and the little Gerroa settlement, it gives a sense of just how relatively quiet a place Gerringong was at the time. Gerroa River mouth at Gerringong.

Don Harkness and ‘Wizard’ Smith on Gerringong Beach in December 1929 (Fairfax)

Don Harkness: Minerva Hispano Suiza Australian LSR October 1925…

Upon leaving school Don Harkness became an apprentice in general engineering, aged 20 he was employed by JC Hilliers at Drummonye Sydney, by 1922 Harkness and Hillier Pty. Ltd. was formed.

Don developed an interest in motor racing and imported a Willys Overland which was highly modified- ‘Whitey’ as the car was nicknamed won over 50 races at venues as diverse as the Maroubra concrete saucer speedway, the Penrith dirt speedway and on the beach at Gerringong.

Harkness aboard the Overland ‘Whitey’ date and place unknown (DHA)

An offer of a fifty pound trophy to the first person to exceed 100 mph in Australia over the measured mile by the Daily Guardian newspaper led to Harkness’ use of FR Colbert’s Minerva chassis powered by a Hispano aero V8 engine- the car below won the trophy on 17 October 1925 at a speed of 108 mph.

(unattributed)

Anzac Rolls Royce: Wizard Smith and Don Harkness, Australian Land Speed Record December 1929…

‘The run was made under the worst of conditions seen for years with danger hidden in every sand hole. The car at one stage reached a speed of 142 mph and with such ease as make both Smith and Harkness confident of an ultimate speed of 175 mph’ the Sunday Times reported.

Don Harkness was approached by Norman Leslie ‘Wizard’ Smith and the former Lord Mayor of Sydney, Jack Mostyn to design and build a car to attempt the Australasian one mile and ten mile records.

The proud Harkness & Hiller workforce of artisans with the Anzac Rolls Royce, Parramatta Road, Five Dock, Sydney in November 1929 (DHA)

Smith and Harkness in an early test of the Anzac Rolls Royce with one and a bit wheels off the deck. Mention is made of a test run at Richmond, NSW, I wonder if that is the place, late 1929 (unattributed)

The result was the ‘Anzac’, a Cadillac chassis into which was inserted a Rolls Royce aero engine- as one does.

The liaison between Australian Speed Ace Smith- of intercity and circuit racing fame and financier Mostyn came about by chance when Smith came to Mostyn’s aid with a car breakdown. A series of discussions resulted in a determination to initially take Australasian Records and then with a second, more powerful machine, to take on the world.

Harkness was well known for his engineering and driving prowess to Wizard- Harkness had an amazing track record by then in both automotive and aero engineering which is a great story in itself, so it was a natural he turn to the Harkness and Hillier concern to design and build the first car, christened ‘Anzac’ in memory of the Australians and New Zealanders who lost their lives in the Great War.

The basis of Harkness’ design was a modified and strengthened Cadillac chassis- ‘Harkness chose a Cadillac and found the stock material so good, that he retained the frame, the (3 speed) gearbox assembly, the wheels, final drive, radiator and strengthened the steering by fitting a special chrome steel drag link in one piece’.

The Cadillac chassis details are unclear, but in 1928/9 they were made in two wheelbases- 140 and 152 inches, the former the standard and the latter the ‘semi-commercial’ lenghth for hearses and ambulance use, both had the same track of 56/58 inches front/rear. The standard engine was a 341cid side-valve, cast iron V8, the gearbox was a 3 speeder, brakes mechanical and rear axle fully floating with spiral bevel drive.

The frame was reinforced where necessary with special supports carrying the longer, lighter Rolls engine. New gears were cut from higher grade steel, then finished in the Harkness shop. ‘An overdrive gearbox was used to step up the revolutions of the wheels- the final drive ratio was 1.5:1. A new flywheel housing (bellhousing) was designed, patterned and cast, together with a new gearbox assembly. (this of course contradicts the earlier sentence- I suspect what happened is that new, stronger gears were cut and fitted to both the Cadillac ‘box and diff)

Wheels were ‘ordinary stock 33 by 5 inch high pressure cords’, ‘on the trial run at Richmond they stood up to 121 mph’ with race tyres to be used in New Zealand with its higher expected speeds.

The Wizard of Anzac (Fairfax)

The beast was about 20 feet long, had a wheelbase of 11 feet and a track of 4 feet 8 inches.

The motor (variously described as both an Eagle series 8 and 9) was the last in a line which first saw use in 1915- the 320-360 bhp, SOHC, twin-plug, 20 litre, 60 degree, twin Claudel-Hobson carbed V12 engine was acquired as war surplus from the RAAF.

Harkness modified it to be able to run at higher revs of 3000 rpm rather than the usual 1800-2200 rpm. The engine had a bore / stroke of 4 1/2 / 6 1/2 inches – 1239 CID or 20.32 litres.

The car was constructed in the Harkness and Hillier, Parramatta Road, Five Dock, Sydney workshops with local firm Prophets making the ‘streamlined’ body, which no doubt in style was a nod in the direction of other LSR cars in existence at the time.

The LSR in 1929 was held by Henry Segrave’s 930 hp Napier Lion engined ‘Golden Arrow’ at 231.362 mph- well out of reach of Anzac’s maxima of circa 175 mph- but the machine was still good for local record hunting and as a ‘proof of concept’ to build the next car designed to achieve the world record.

The radiator was at the front, the cockpit cowled around the driver ‘who was insulated from engine heat, flames and fumes’ by steel bulkheads and flooring. The mechanic was left well in the breeze, the body then tapered in towards the rear and had a neat stabilising tail at the very back. The fuel tank was aft of the driver and the oil tank behind the rear axle. The car no doubt looked stunning in its gold, lacquer paint.

The Australasian Record attempt was to take place at the Ninety Mile Beach in New Zealand in early 1930, but first the car had an Australian Record to set, and needed to prove it was fit for purpose before being shipped ‘across the ditch’ (Tasman Sea) from Australia to New Zealand.

Anzac was taken by trailer from Five Dock to Gerringong where the team set up camp in late November 1929.

‘Conditions were so bad on the Saturday that Smith postponed his attempt but were even worse on Sunday. Heavy seas had pounded the beach for days and water rose as far back as the trees, 200 yards from the normal waterline. This had the effect of bringing thousands of tons of loosely, badly-knit sand on to the part of the beach used for racing. The line was covered with seaweed and ruts and hollows along the course and made the driving dangerous.

On the Sunday, the Wizard and Harkness looked over the beach at dead low tide and decided to give the car a trial. There was but a tiny stretch of the surface good enough for racing, just about three quarters of a mile long’.

All set- Don Harkness has one last check of the engine- hard plugs now fitted to the Rolls V12- time for the off, Gerringong Beach December 1929 (Fairfax)

After being carefully made ready the Rolls engine was fitted with soft plugs for a warm-up run of the engine after which 24 race, or hard plugs were fitted. The car was fuelled, checked over for the umpteenth time and then Smith and Harkness jumped aboard.

‘The final quarter mile was marked off, and the car took a run of only 800 yards before entering the timing strip. “From the start we accelerated to 110 mph where we hit the starting line” said Wizard. “Just before we did nearly 3000 revs in second gear, and I changed a few yards in front of the line. We were doing just about 110 mph then, and in the next few yards I could feel her winding up. She surprised me. I’m convinced Don has built me the fastest car in Australia. The old bus will beat all the Wapitis that overflew. I’ll guarantee that she has more speed than anything else in Australia, or a plane”.

Don Harkness is more than pleased. He is delighted for the car has done more than he expected, and that more with so little effort that he doesn’t think of what it will ultimately achieve.’

Harkness said ‘After Sunday’s run…I’ll guarantee 150 mph in New Zealand and we’ll get her moving at 175 mph when we will have the very best of conditions and the car has the power, Norman will do the rest’

The team created an Australian record at Gerringong of 128.571 mph (206.909 kph). Harkness reported that with the gear ratios fitted the car was capable of the following speeds/rpm;

1000 rpm 63 mph, 1500 rpm 94.5 mph, 1800 rpm 113.4 mph, 2100 rpm 151.2 mph, 3000 rpm 188 mph, 3200 rpm 200.6 mph

Harkness on this side of the car is leaning well forward- I wonder if that is due to his seat or trying to get a better fix on the perilous nature of the beach?

Both set back in their seats in this shot, quite a functional handsome weapon

Suppliers cited as providing components for the car were AH Prophet, the body, Vacuum Oil Co the fuel and lubricant- ‘Plume Spirit’ and Mobiloil B.

EA Marr provided the Firestone tyres with Harry Taylor of Advanx Ltd having them ‘treated and scientifically trimmed and balanced for speed’. WT Adams of Motor Ignition Ltd supplied an ‘Ajax’ battery to start the giant motor and F Reed supplied Personne-Reed double-acting hydraulic shock absorbers.

‘The beautiful finish in gold’, was supplied by Bergers Ltd, using the famous ‘Opex’ lacquer. John McGrath Ltd, agents for Cadillac provided the chassis.

Taken to the Ninety Mile (Kaitaia) Beach Smith and Harkness achieved a two-way average of 144.037 mph on 11 January 1930. Days later they attempted the 10 Mile Average achieving a one way speed of 148.637 mph- better than the record then held by Leon Duray’s Voisin of 135.333 mph and were told that because of the distance a return run was not necessary. This was subsequently established to be not the case with the record being unrecognised given the lack of a return run and the antiquated equipment used to time it.

Anzac never ran again- Smith became preoccupied with the Fred H Stewart Enterprise, a new Harkness/Smith 1450 hp LSR machine, which is a sad story of the breakdown in the relationship of the two men for another time…

(Fairfax)

May 1930 ‘Fifty Mile Championship’ Race Meeting…

It was a very soggy raceday for both the racers and the specators, only about 300 hardy well rugged up spectators turned up to see Bill Thompson win the ‘Fifty Mile Handicap’ feature race in his Bugatti T37A, a car he had used to win the Australian Grand Prix not so long before.

The grid above comprises two Chryslers to the left- the #72 E Patterson and HJ Beith Chrysler Sports with Charlie East’s Bugatti T37 on the right.

(SMH)

E Patterson’s 4 litre Chrysler on the turn around the flags which mark out each end of the course. Fine touring cars in their day.

(Kiama)

The light weight of this Austin 7 Gordon England Brooklands Super Sport made rescue from the rising waters a good deal easier than more conventional and heavier machines!

Young filly aboard one of the Bugatti T37’s, Thomson’s T37A I suspect (SMH)

The race meetings were as much social, society occasions as they were motor racing so there were never any shortage of ladies about. The May meeting is well served by photographs given the presence of a staff photographer from the Fairfax/Sydney Morning Herald.

(SMH)

Lea-Francis was entered by Mrs JAS Jones and raced by RG Potts in the 50 Mile Handicap.

(SMH)

Speaking of Mrs Jones, here she is with riding mechanic aboard her rather peachy Alfa Romeo 6C1750 Zagato, one of Vittorio Jano’s finest, I wrote a feature about this wonderful machine a while back.

Mrs JAS Jones Alfa 6C 1750 SS Zagato…

She didn’t have a great meeting after winging’ a mechanic who strayed into her path having crossed the finishing line in one of the events- breaking his leg.

(SMH)

In amongst all the fun there was some serious motor racing for the top-liners of the day.

Three time Australian Grand Prix winner- and just back from Phillip Island having won the 1930 race, Bill Thomson raced the same Bugatti T37A and won the feature event of the weekend, the Fifty Mile Handicap.

In the photo below his mechanic is readying his mount- that is a Light Car Club of Victoria badge on the radiator.

(SMH)

Thomson was every schoolboys idol of the day as this photograph below shows- the look of adoration and joy on the little, capped dudes face is priceless. No doubt Bill has just won the feature event.

(SMH)

Simply amazing shot below of Bill’s T37A passing a Chrysler at speed- this photograph is the cover shot of Kent Patrick’s biography on the great man, a work I must acquire.

(SMH)

The impressive line up of cars before the Fifty Mile Handicap race includes, from the left, the Percy Hunter driven JAS Jones owned Alfa 6C1750 Zagato, the obscured Bill Thomson Bugatti T37A and two Chrysler 4 litre machines of E Patterson and #72/14 Herb Beith.

Any idea what the car below is folks, I thought for a bit it might have been Charlie East’s Bugatti T37 ‘37104’ in the paddock, or more specifically, on the beach- but it isn’t! Any clues?

You can see from the gaggle of cars below going around one of the markers which defines one of the extremities of the ‘track’ that the tide is rapidly marching in. No idea of the cars, assistance invited.

(SMH)

The masked avenger below appears to be another lady racer but I’ve no idea as to name or mount. Evocative shot, the mask is protection from the sea gales and sand but reminds me of the first use of Nomex masks circa 1967.

And I thought wet Winton in May can be a pain in the arse!

(SMH)

Definitely time for a few bevvies by this stage of the day. Car make and model?

(SMH)

(Kiama)

Kingsford-Smith: Australia-New Zealand Flight 1933…

Charles Kingsford-Smith used the beach at Gerringong to fly to New Zealand, above the ‘Southern Cross’ has just landed.

Seven Mile Beach was used as the runway for the first commercial flight between Australia and New Zealand.

The historic journey by legendary pilot Air Commodore (and later) Sir Charles Kingsford Smith took place in the early hours of January 11 1933, he landed more than fourteen hours later at New Plymouth on New Zealand’s North Island.

Gerringong Beach was chosen, for this, his second flight across the Tasman, because of its length which allowed plenty of distance to get the heavily laden plane off the deck- on board was 660 gallons of fuel and 30 gallons of oil as well as a crew of four.

Look at that crowd! (SMH)

Hauling the plane clear of the rising tide (SMH)

In position, being fuelled and made ready (SMH)

(unattributed)

‘The Daily News’ Perth 11 January 1933

The famous aviators flight log describes the trip as a joyriding tour, his crew comprised co-piot and navigator PG ‘Bill’ Taylor, wireless operator John Stannery and SE Nelson, secretary of the New Zealand and New Plymouth Aero Clubs.

The aircraft was flown down from Mascot Airfield, Sydney on January 10 averaging 115 mph for the trip. Once on the ground the plane was pronounced fit and the engines were covered to prevent ingestion of air blown sand, it was refuelled with chamois leather providing the filter!

Flares were lit early on the beach to mark a runway with several thousand people making the trip from Sydney to witness the historic 2.50 am takeoff- turning on their headlights to provide the aviators with extra illumination. The motorists were requested to keep their headlights on for 15 minutes after departure with Smith firing some rockets or flares to signal all was well once the ‘Old Bus’- the Fokker Trimotor VH-USU ‘Southern Cross’ was aloft.

‘Smithy’s last flight was aboard a Lockheed Altair which disappeared in the dark, tropical heat off Burma in November 1935.

Australian Minister of Defence handing over the ‘Southern Cross’ to Kingsford-Smith at Richmond RAAF base, New South Wales in 1935 (MAAS)

Peter Whitehead ERA R10B: LSR attempt 10 November 1938…

Peter Whitehead raced his ERA R10B extensively around Australia in 1938 most notably winning the Australian Grand Prix at Bathurst over the Easter long weekend and the Australian Hillclimb Championship at Rob Roy in outer Melbourne’s Christmas Hills later in the year.

Peter Whitehead in Australia : ERA R10B : 1938…

(The Sun)

He found time for a little record-breaking though- his attempt on the Australian Mile started with a 133 mph pass at Gerringong but on the return leg a piston failed bringing an early end to his day. \

Here ‘the boys’ are hauling the car off the beach through thick sand.

(The Sun)

Credits…

‘Kiama’ – kiama.nsw.gov, monumentsaustralia.org.au, ‘Sunday Times’ 8 December 1929 and various other newspapers via Trove, ‘MAAS’- Museum of Applied Arts and Sciences, ‘DHA’- Don Harkness Archive, The Sun, Fairfax/Sydney Morning Herald

Tailpiece That May 1930 meeting really was soggy…

(Kiama)

These dudes have well and truly lost the battle with the Pacific Ocean tide! It is a competitors car too, #18 in an earlier shot.

Finito…

Man of The Moment…

Posted: February 8, 2019 in F1, Features, Rodways Repco Recollections
Tags: 1966 Sandown Park Cup, 1966 Tasman Series, Australian Motor Racing History, Brabham BT19 Repco, Jack Brabham, Nigel Tait, Norman Wilson, Phil Irving, Repco Brabham Engines RB620 V8, Roy Billington

(M Williams)

Jack Brabham in his 1966 F1 Championship winning Brabham BT19 Repco during the Sandown Tasman weekend, 27 February 1966…

The pretty little poppet with the camera is far more attractive than the RBE crew from the factory in Richmond/Maidstone. I guess she has been dispatched from Repco HQ in St Kilda Road to catch all the action. Which rather begs the question, what became of the footage missy captured?

The car is powered by a new Repco Brabham Engines ‘620 Series’ 2.5 litre V8- the motor in 3 litre capacity made its race debut in South Africa on 1 January. BT19 was a very busy car in 1966 and well into 1967.

I’ve done this story to death of course, here on the engine; https://primotipo.com/2014/08/07/rb620-v8-building-the-1966-world-championship-winning-engine-rodways-repco-recollections-episode-2/

and here on Jack’s 1966 season; https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

but these two photos were too good not to share.

Jackie Stewart and Graham Hill created a BRM sandwich for Jim Clark that ‘Sandown Park Cup’ weekend- second in his Lotus 39 Coventry Climax FPF, the BRM lads were aboard 1.9 litre P60 V8 engined P261’s. Jack was out on lap 6 with a failed oil pump causing substantial engine destruction.

That is RBE620 ‘E2’ 2.5 in its engine bay. Over the next 12 months or so it would have no shortage of Repco RB620, 640 and 740 V8’s popped into and out of it (M Williams)

As is well known, the one and only Brabham BT19 ‘F1-1-65’ was built by Ron Tauranac in 1965 to suit the dimensions of the stillborn Coventry Climax FWMW 16 cylinder engine and lay unused until pressed into service as the first car into which the Repco RB620 V8, designed by Phil Irving, was installed.

Utterly conventional in design, Jack put the light, chuckable car to rather good use throughout 1966- see Werner Buhrer’s outline and drawing of the car below.

Etcetera…

I’d actually finished this piece and then cruised through my archive and noticed how many other photographs I had of this particular weekend.

Some are only of ‘proof quality’ recently posted by Repco-Brabham engineer/racer/historian Nigel Tait, but they are still valuable to share to document RBE history.

So here they are, in sort of chronological order…

(N Tait)

Mike Gasking giving an RBE620 2.5 a whirl in the Richmond test cells in late 1965- is it the engine in Jack’s car at Sandown?- more than likely it is ‘E2’ with those long inlet trumpets, yes.

Gasking was in on the ground floor- he was apprenticed at Repco and was involved in building and testing Jack’s Coventry Climax FPF engines and then throughout the Repco Brabham Engines period to its end.

Dyno is a Heenan & Froude GB4 which remained in Richmond for a while before being transported to RBE’s new digs at 87 Mitchell Street, Maidstone- this move took place in the early weeks of January 1966.

(N Tait)

Off she rolls from the truck, ‘Peters Corner’ and the start of the run up the back straight in the background.

BT19 has been a busy already. Fitted with a 3 litre RBE620 V8 the car was shipped to South Africa from the UK fitted with engine # ‘E3’ for the non-championship GP at Kyalami on 1 January.

Phil Irving describes the 3 litre engine as ‘…built up from scratch, with the cylinder heads as drawn for the original 2 1/2 litre, except that the inlet ports were enlarged and re-shaped to improve gas-flow and throttle-slides as developed for the 2 1/2 litre engine, were used. After assembly and short running-in, full power tests returned an output of 310 bhp (in his book Malcolm Preston quotes 280 bhp @ 7500 rpm with 310 bhp achieved several months later)…there was just time for an afternoon shake-down run (Goodwood) before the car was loaded onto the boat (to South Africa)…’

That SA GP was won by the works Lotus 33 Climax 2 litre FWMV of Mike Spence, Brabham retired when the fuel-injection pump seized having set pole and led for all but the last nine of the sixty laps.

BT19 was then air freighted to Melbourne’s Essendon Airport and trucked to Richmond where the 3 litre ‘E3’ was removed and the 2.5 litre ‘E2’ installed for the Sandown.

Many of you will recall Roy Billington, front and centre below, as a Brabham Racing Organisation mechanic for many years. All of Nigel Tait’s Christmases have come at once- he had just commenced at Repco as a graduate Cadet Engineer, his first assignment looking after Brabham’s new car- it does not get better than that at 22! Phil, leaning on the Lukey exhausts with ever-present fag in his mouth!

(N Tait)

Nigel Tait, Roy Billington and Phil Irving are fussing over ‘RBE620’ 2.5 ‘E2’ In the Sandown paddock on the Thursday or Friday prior to the meeting.

Plenty of pressure, it was the home teams first home race resulting in a massive crowd turnout of 55,000 people on raceday to see Brabham and his ‘all-Australian’ racing car make its local debut.

Irving quotes over 250 bhp was given by the 620 2.5 litre- not much greater than the FPF but the V8 had good mid-range torque and could be revved past it’s power-peak without self-destruction, unlike the short-stroke FPF’s which tended to be rather brittle if over-revved by even a smidge.

(N Tait)

Frank Hallam now joins in the fun between the exhausts- left to right Hallam, Billington, Tait, the very obscured Irving and Black Jack. On the pit counter beyond is lanky Norman Wilson, Peter Holinger, a nun identified fellow and Bob Brown, a Repco Ltd Director.

The sergent.com race report has it that the car was troublesome during practice, with 30 bhp being found overnight to put Jack right in amongst the front-running BRM’s of Stewart and Hill. Nigel recalls Phil getting cross with him on the race weekend , ‘We were working on the throttle slides on the BT19 the night before the Sandown meeting and it turned out to be a very long and late night. I went out to the all-night hamburger place and bought one for Phil but he spat it out. How was i to know he didnt like onions?- a great bloke and very clever’.

(I Nicholls)

Look at that crowd! Kidlets, Billington- who is the guy in the cap who always looked after Jack whilst he was in Oz and is in ‘all’ the shots?, Nigel Tait at right having cast aside his grotty lab-coat.

At Sandown Jack set a new lap record in his heat, the Exide Cup- the results of two heats determined grid positions.

The Tasman race engine seizure occurred in ‘…that the start of the race was delayed and everyone started with cold engines. The Repco V8’s oil-pump relief valve failed on the first lap (actually the sixth lap according to the various race reports) of the race the oil pressure went up to 160psi, the pump gears stripped and the engine locked up at about 7000 rpm’ according to Phil Irving.

Tait recalls ‘That night…I had the task of removing the pump and dismantling it. Frank Hallam and his wife Norma were there as was Phil’.

The oil pump gears were from a Fordson Major tractor out of an FM diesel model- they were amongst some components from proprietary vehicles used in RB620- which from that day were not sintered but machined from steel.

Rodway Wolfe noted that ‘I remember on the Monday after that Sandown race…when I arrived at the Maidstone factory at 8 am the drawing of the oil pump gear with new specifications was on Kevin Davies, the Admin Manager’s desk. Phil had made the modifications overnight. He (famously) didn’t keep the same hours as other management but he didn’t knock off at 5.30 pm like other management either!…’

‘Frank Hallam arranged for new steel gears to be made while Roy Billington helped me to remove and dismantle the engine. We found two crankpins were badly overheated and the crank was bent, so the crank and the main bearings were replaced, but fortunately the pistons, rings and cylinder liners were undamaged.

Although changing the crankshaft entailed almost completely dismantling the engine, the timing case and oil pump could be handled as units and we had the engine re-assembled with new pump gears and brake-tested by Tuesday afternoon. We stuck it in the car that night and it went off to Tasmania on the Wednesday (to Longford)…’ Phil wrote.

(T Brandt)

Jim Clark and Jack saunter through the Sandown paddock. Not the greatest of weekends for either!

In Jim’s case the 2.5 litre Coventry Climax FPF engine in his Lotus 39- which had been the motor of choice in the Tasman series since its inception in 1964 was now being found wanting by the V8’s of BRM and Repco.

Clark returned the following year with Lotus having taken a leaf out of BRM’s book- their 1967 weapon was a 1.5 litre F1 Lotus 33 fitted with a 2 litre Coventry Climax FWMV V8, with which Jim took the 1967 title convincingly from BRM and Repco Brabham.

(T Brandt)

And again above…meanwhile below the boys are about to pop the car into the truck for the drive back to Richmond and overnight checks before the start of official practice.

‘The start’ of a rather fruitful partnership wouldn’t you say…

Credits…

Max Williams & Nigel Tait Collections, Tony Brandt, Ian Nicholls, sergent.com, ‘Phil Irving: An Autobiography’

(N Tait)

Finito…

Mildren Chev…

Posted: February 5, 2019 in Fotos, Who,What,Where & When...?
Tags: Australian Motor Racing History, Erol Richardson, Kevin Bartlett, Mildren Chev, Wortmeyer SC5 Chev

Rod MacKenzie captures Kevin Bartlett shaving The Esses Armco during the 1971 Warwick Farm 100, Tasman round on 14 January 1971…

The car is the Franklen/Palliser/Mildren/Wortmeyer F5000- a car designed by Len Bailey and built by Frank Gardner’s business as detailed in Allen Brown’s oldracingcars.com article here; https://www.oldracingcars.com/f5000/franklen/

Alec bought the car off the back of the prodigious speed of the Mildren Alfa/Waggott ‘Yellow Submarine’ also designed by Bailey and raced initially by Frank Gardner in the 1969 Tasman Series and then with great success by Bartlett in 1969/70 Gold Star/Tasman Championships.

The thrust of Bartlett’s 1970 was racing in the US (which we should talk to him about)- he contested the Symmons and Lakeside Gold Star rounds for third and a DNF and then missed Oran Park, Warwick Farm, Sandown and Mallala.

When he returned to Oz his beautiful Mildren Yellow Submarine had been sold to Bob Muir, the F5000 Mildren Chev was his new mount for the November 1970 AGP at Warwick Farm and beyond.

KB decamps from the Mildren Chev during the 1970 AGP. Glenn Abbey hands on hips at left, not sure of the other crewman- Alec Mildren back to us at far right

In a performance which flattered to deceive KB popped the car fifth on the grid but failed to finish with electrics problems after completing 21 laps. Frank Matich triumphed that day in his McLaren M10B Repco from Niel Allen’s similar Chev engined car (the chassis KB bought after Allen’s retirement) with Graeme Lawrence third in the little Ferrari Dino 246T which had been so fast in his and Chris Amon’s hands since 1968.

KB didn’t have a great run in the Mildren, his best finishes in the seven 1971 Tasman rounds was third at Warwick Farm and fourth at Teretonga- niggles elsewhere included a broken wishbone at Levin, coil at Wigram, engine failure at Sandown and a crash which precluded the speedy Sydneysider starting the final round at Surfers.

That was pretty much the end of Mildren Racing, sadly. Bartlett bought one of Niel Allen’s McLaren M10B’s shortly thereafter and was immediately a front-runner in one of the great production F5000’s.

(R MacKenzie)

KB’ boots the Mildren out of Peters Corner at Sandown and unleashes 500 or so neddies up Sandowns longish back straight and the left-right high speed kink and plunge into Dandenong Road.

Upon the sale of the Mildren Racing assets the car was bought by Jack Wortmeyer and re-named Wortmeyer SC/SC5 Chev and driven by hillclimb ace Erol Richardson, he made two Tasman appearances at Warwick Farm in 1973 and Oran Park in 1974. The car never left Wortmeyer’s hands- it was acquired after his death by the ACT’s Matt Veal who has completed, almost, the machines restoration.

Erol Richardson, Wortmeyer SC5 Chev, aka Mildren Chev at Hume Weir in December 1972. Uber rare for an F5000 to compete at the tight, twisty border circuit (B Keys)

This article is written in memory of great Australian photographer Rod MacKenzie who died in the last few days, on 1 February…

In fact it was looking at Rod’s archive for other photos of this car in addition to the lead one which he sent to me some months back that I became aware of his passing.

He was a man of great talent, check out his website if you have not done so and this article we did together in September which explains his ethos or creative approach.

Some of you will be familiar with his work via ‘The Tasman Cup 1964-1975’ book published two years ago whereas many of us first saw his art in ‘Racing Car News’ in its heyday.

Oz Racing Books…

and; http://www.rodmackenziecollection.com/

(R MacKenzie)

The photo above is of Rod on a fantastic trip to Scotland last 7 April 2018 to attend the Jim Clark Exhibition in Chirnside to commemorate the fiftieth anniversary of the Scot’s death at Hockenheim.

Some of Rod’s wonderful work- photos taken at Longford in 1968 formed part of the display.

RIP Rod MacKenzie

Credits…

Rod MacKenzie, Bruce Keys, oldracingcars.com, Fairfax Archive

Tailpiece: Bartlett, Peters/Torana Corner, Sandown Tasman 1971…

Great spot for photographers to get up cockpit close and intimate. Engine an Al Bartz injected Chevy.

Finito…

Harry Firth’s MG TC Spl s/c…

Posted: January 29, 2019 in Fotos, Obscurities, Who,What,Where & When...?
Tags: 1967 Bathurst 500, 1968 London - Sydney Marathon, Australian Motor Racing History, Harry Firth, MG TC Spl s/c, Templestowe Hillclimb

Harry Firth, MG TC Spl, Templestowe Hillclimb, outer Melbourne in 1959…

Long before his well known period as head of the Holden Dealer Team in the late sixties/early seventies Firth was a formidable car builder/preparer/driver in sports cars and sedans on tarmac and dirt.

He won the Armstong 500 three times- twice at Phillip Island and once at Bathurst partnered with Bob Jane- in 1961 they won in a Mercedes Benz 220SE, in 1962 aboard a works Ford Falcon XL, Firth prepared the works Fords at his famous garage in Queens Avenue Auburn, out of these modest premises did some great cars emerge.

He was also victorious in 1963 in a self-prepped works Ford Cortina GT and again as the event morphed into the Bathurst (Gallaher) 500, once, partnering Fred Gibson in a works XR Falcon GT in 1967.

The Bob Jane/Harry Firth Ford Falcon XK (above) DNF leading the John/Caldecoat MGA, Hell Corner, Bathurst 6 Hour, 30 September 1962. Race ‘won’ by the Geoghegan Brothers Daimler SP250, who were first across the line in a race technically of classes with no ‘outright winner’.

Firth’s Cortina GT ahead of a couple of Humpy Holdens at Lakeside in 1964 (B Williamson)

On Allan Moffat’s recommendation he was engaged to co-drive a Lotus Cortina with Moffat in endurance races at Green Valley and Riverside in 1966.

Ford were keen for him to stay but he had to return home to honour a Ford Australia rally commitment, duly winning the first Southern Cross Rally.

In 1968 he won the inaugural Australian Rally Championship driving a Lotus Cortina, another doyen of the sport, Graham Hoinville was his navigator.

Firth and Ken Harper also prepared the Ford Australia Falcon GT ‘XT’ London-Sydney Marathon entries.

These 302 CID V8 engined sedans won the teams prize with Harry behind the wheel of the eighth placed car with his usual friend and navigator, Hoinville. The Vaughan/Forsyth car was third and Hodgson/Rutherford GT sixth.

The two photos above are at the Crystal Palace, London start on 24 November.

The Firth/Gibson winning works ‘XR’ Ford Falcon GT ahead of the 4th placed Mildren Racing Alfa GTV1600 of Kevin Bartlett and Laurie Stewart. Bathurst 500 1967 (unattributed)

Des West, Ian Tate and Harry Firth, Bathurst 1969 i guess (D Wilson)

This unique blend of skills and experience is what bagged him, even as a ‘Ford guy’, passed over as team manager by Al Turner as ‘too old’ – the HDT job. He held this management role until 59 years of age, in 1977 when John Sheppard succeeded him.

Let’s get back to the MG, this short article does not do Harry’s career justice, I am not attempting to do so- I am getting off point!

The MG Special, chassis ‘TC4723’ commenced construction in 1951, the chassis was much modified and lightened. The engine was also heavily adapted for the demands of racing, exactly how is not disclosed in my reference sources, but included fitment of a Wade supercharger running at 22 pounds of boost which mounted in front of the radiator. If any of you have details of the full specification, ever evolving as it was, drop me a note, I will pop the details into the article.

The bodywork was ‘functional’ rather than attractive as many of the ‘single-seater’ MG specials in Australia at the time were. Its bluff nature mitigated against top speed but perhaps the cars primary purposes were hillclimbs and trials rather than top speed on Conrod Straight, Bathurst and the like.

The MG was successful on the circuits, sprints and hillclimbs only slipping down the order as more modern Coventry Climax engined cars started to appear in the second half of the fifties.

Heart of The Matter: Firth in the stripped or perhaps not yet bodied TC @ Rob Roy during the 1952 Labour Day meeting on 10 March. Fantastic photo of a hard trying Harry- by then the LCCA were paying prize money, Leon Sims wry comment is that ‘Harry on occasion drove more than one car to increase his earnings’. FTD to Reg Hunt, Hunt Spl from Charlie Dean in Maybach 1 (L Sims)

Harry eventually replaced the MG with a Triumph TR2, which was equally effective and functional until endowed with an Ausca (Maserati A6GCS) clone body but he retained the car which was stored out the back of his ‘Marne Garage’ on the corner of Burke and Toorak Roads, Camberwell.

My grandparents and uncle had the newsagent on the opposite north-east corner of that intersection in the late fifties/early sixties, Harry was famous for sipping a cup of tea and working his way through the motor magazines, never buying any of course!

Firth eventually sold the site to the Confederation of Australian Motor Sport to construct their headquarters. At that point, when he had to remove the car, it was sold to Jack Schumacher in Murray Bridge, South Australia, he didn’t use it much and resisted Harry’s regular entreaties to buy the car back until 1977.

Harry restored it and occasionally used it in Historic events, I’ve lost track of it in recent years. Firth died in 2014 aged 96.

Harry Firth and later twice Australian Touring Car Champion Norm Beechey, both driving Holden 48-215’s at Templestowe Hillclimb in Melbourne’s, then outer east, not sure when- mid fifties. Not too far from Rob Roy actually. I wonder if they are laughing about a cup or their winnings? (unattributed)

The photo above is a decade or so later than the one at Templestowe and shows Harry driving a Holden Dealer Team Holden Monaro GTS350- perhaps one of the circuit racing cars pensioned off for much tougher duties in 1969- Calder Rallycross.

I wonder if this was Firth’s last competition appearance as a driver prior to his Historic Racing period a bit later on?

Harry with all of his booty in 1964.

Firth with the two Holden Dealer Team LJ XU1s of Peter Brock and Colin Bond in 1972- I think it’s brake fluid he is playing with for the camera or flogging.

Relaxed in front of Ian Smith’s camera out front of Firth’s Queens Avenue, Auburn, Melbourne Holden Dealer Team workshop. Special build Holden Monaro GTS 308 circa 1974.

Bibliography…

‘Historic Racing Cars in Australia’ John Blanden, Leon Sims, autopics.com.au, Stephen Dalton

Photo Credits…

State Library of South Australia, Australian Motor Sports, Leon Sims Collection, Bob Williamson, David Wilson, John ‘Archie’ Hall, Ian Smith

Tailpiece…

Harry Firth and Graham Hoinville on the way to winning the June 1964 Ampol Trial, works Ford Cortina GT. 101 cars including five works teams entered the event which was held over 7000 miles in Queensland, New South Wales and Victoria, start and finish at Bondi Beach

Finito…

Melbourne to Monaco: Holden’s 1953 Monte-Carlo Rally…

Posted: January 25, 2019 in Features
Tags: 1953 MonteCarlo Rally, Australian Motor Racing History, Holden 48-215, Lex Davison, Stan Jones, Tony Gaze

Most Australian enthusiasts are aware of the Lex Davison, Stan Jones and Tony Gaze assault on the 1953 Monte Carlo Rally in the first Holden 48-215…

In doing some research on Tony Gaze recently I came upon this snippet from the great fighter ace in an Eoin Young interview published in the June 1997 issue of MotorSport- it made me smile given my abiding interest and respect for these three highly competitive racers, rivals and friends.

‘We had a good run.

Before the final test I think we were in sixth place and then we had an argument.

Stan wanted me to drive the final test because he felt I was better on ice than Lex (highly likely given the length of time TG lived in Europe compared to the other two), but Lex said he had put all the money into it and was determined to drive that final stage (which would have been exactly my view if in that position!)

That did it. Stan sulked.’

Gaze, Davison and Stan all smiles after the finish at Monaco (SMH)

‘He was navigating and I was braced in the back with the stopwatches. I suppose Stan might have been feeling car sick but he wouldn’t read out the markers and we finally came in 64th out of 100 finishers. It was probably a good thing because if we had done well they (the scrutineers) would have torn the car apart. On the way back we stopped off at Monza and our best lap average with three up and all of our luggage was 5 mph faster than a standard Holden’s top speed!’

GMH Australia were so delighted that they gave Stan and Lex a Holden each as a bonus but Gaze never received so much as a thank-you note.

The enterprise was an amazing one given the logistics of the time, the cost (4000 pounds- four times the cost of a new Holden then), lack of support from General Motors Holden and the lack of European rallying experience of the intrepid pilots whilst noting their stature as racing drivers.

Jones had never driven on the continent before. The February 1953 MotorSport reported the trio delighted the European press by saying that they had never seen snow before- whilst that may have been true of Davison and Jones it would not have been the case for Gaze given his lengthy residence in the UK, a photo of him at Davos in Stewart Wilson’s biography of the man rather proves he was familiar with the white stuff!

Upon reflection, Jones grew up in Warrandyte and Lex lived at Lilydale, both places not too far from Mount Donna Buang where snow falls each year, so on balance we can conclude the above was PR bullshit!

Much was made at the time of the lack of rallying experience of all three but Davison and Jones had extensive trials experience- these events in an Australian context were typically of 100-200 miles duration, sometimes at night combining road navigation with sub-events which emphasised performance and car control.

In the all-rounder style of competition of the period keen racing types like Davison, Jones, Whiteford and Patterson contested trials, hillclimbs and circuit races. Indeed both Davison once, and Jones four times won the Light Car Club of Australia’s annual Cohen Trophy for best overall performance in the clubs trials.

‘Lex and Stan saw a lot of each other, since they were competing not only in the same trials but also the same hillclimbs and race meetings. The two were already great friends, and during 1952 this grew into an informal business relationship’ with Lex selling some cars through Stan’s car yards and splitting the profits with him Graham Howard wrote.

Peter Ward, friend and fettler of Lex’ cars engineered the two into sharing a Holden in the November 1952 Experts Trial, the pair finishing third with Ward navigating. Ward had proved the pair could co-exist in competition conditions- by mid 1952 Australian racer and AGP winner John Barraclough had secured two entries for the 1953 Monte- for himself and John Crouch and for Lex and Stan.

Tony, in the UK racing an Aston Martin DB3 that year, met Barraclough at London’s Steering Wheel Club and became the third member of the Lex/Stan crew. Gaze lodged all of the paperwork and later attended to getting the car through Customs.

Tony Gaze in his 2 litre F2/F1 ex-Moss HWM Alta during the 1952 German Grand Prix at the Nurburgring- Q14 and DNF gearbox on lap 6 in the race won by Alberto Ascari’s Ferrari 500. Ascari’s car was acquired by Tony in 1954 and raced successfully by both Gaze and then later Davison to two AGP wins. The car above is the HWM referred to later in the text- acquired by Lex and re-engined by his team in Templestowe to Jag XK120 ‘C Type’ spec it won the 1954 AGP and is still extant in Australia in sportscar form in the hands of the Hough family (LAT)

Graham Howard in Davison’s biography wrote that by the time the final decision was made to compete there were just two weeks before the car had to loaded aboard a freighter sailing from Port Melbourne on 25 November!

The intrepid Melbourne duo acquired a 1952 Holden 48-215 with 6000 miles on the clock which had been nicely run in by their friend and Repco Research boss Charlie Dean. Dean was a racer and engineer- the constructor of the Maybachs which Stan owned and raced but prepared by Repco. Dean was paid 550 pounds by each of Lex and Stan for the car.

With no interest or support from GMH (who had a waiting list for the cars at the time) the car was stripped, rebuilt and repainted in Dean’s home garage in Kew- not too far from Stan’s Superior Motors and Lex’s Paragon Shoes businesses in Abbotsford and Collingwood respectively.

Charlie was the ‘industry link man’ ‘…calling in many favours from many corners of the Melbourne motorsport world and the broader motor industry. Via his contacts through Repco, not only with Holden but also with component suppliers…A lot of people put in a lot of work into the sprint to get the Holden ready ready for Monte-Carlo- after all it was a marvellous adventure. But much more than that, it was a consciously Australian expedition into international territory, in the 1950’s spirit of optimism and confidence which led thousands of Australians overseas in search of fame and fortune’ wrote Graham Howard providing broader context outside motor racing itself.

The Monte Holden getting plenty of attention from Port Melbourne’s ‘wharfies’ at Station Pier. That’s Charlie Dean removing the Victorian ‘plates from the boot lid (Davison)

Some modifications to the cars were allowed by the organisers.

A Buick speedo which read in kilometres was dropped into the Holden binnacle, a ten gallon fuel tank was added, two driving lights were mounted on the bonnet and recessed fog lamps into the front guards below the headlights.

A heater-demister and windscreen washer was installed with the washer reservoir located next to the exhaust to keep it warm. An emergency electric fuel pump was mounted on the bulkhead with a change-over switch on the dash.

A ‘rug rail’ which ran between the B-Pillars behind the front seat back provided useful chassis stiffening.

Dean’s knowledge of the 2.2 litre, OHV, cast iron Holden six was pretty good by that stage- he fitted stronger con-rods, bigger ex-Buick valves ‘and an inlet manifold which had been carefully sliced in half, internally enlarged, then welded back together and returned to standard external appearance’ which gave a useful boost in power if not, perhaps (sic) in accordance with the letter of the rules.

By the time all of the luggage, spares, men and clobber was loaded up the six-cylinder sedan weighed 8 hundred-weight more than the 20 hundred-weight of the standard car.

Lex’ pride in Australia was clear in his post-event Australian Motor Sports magazine article; ‘It was considered that this car had to be an example of Australian workmanship, that nothing should be skimped, and no short cuts taken, as one of the main reasons for our making this journey was to endeavour to show that industrially, Australia has come of age, that we have an engineering industry, quite a capable one, and that we are no longer a country of aborigines and back country sheep herders’.

‘A kangaroo with Australia printed underneath was painted on either side of the bonnet and the word ‘Australia’ was printed on the bootlid in gold, given the new Registered Australian Racing Colours of green and gold’.

On January 1 1953 the car landed in the UK, whilst on the other side of the world Lex rolled his Alfa P3 at Port Wakefield, South Australia after a tyre failed- Lex was ok, discharged from hospital whilst Stan winning three races on the day aboard Maybach 1. On January 7 they were enroute to the UK.

In the meantime Tony Gaze had borrowed a Holden used as a development car by Lucas in the UK to get the feel of it. He then tested the rally car when it arrived and was suitable impressed with its performance despite the added weight relative to the standard machine. He diagnosed a better heating system was needed for the rear passenger and windscreen, this work was done.

Start of the event outside the Royal Automobile Club of Scotland, Blythswood Square, Glasgow (AGR)

(AGR)

Competitors came from over 20 different countries- they could choose to start from different cities in Europe including Glasgow, Stockholm, Oslo, Monte Carlo itself, Munich, Palermo and Lisbon.

The Holden began the rally in Glasgow on 20 January 1953- Glasgow cars travelled the 2100 mile route to Monte Carlo via Wales, London, Lilles, Brussels, Amsterdam, Paris and Clermont Ferrand in The Alps.

The first 3 days were driven non-stop through thick fog. In the Alps on thee fourth night the crew ‘encountered a nightmare of falling snow and icy roads’, the Australians reported. MotorSport on the other hand described the conditions as generally kind.

Lex and Stan were completely unprepared for the driving conditions and soon the crew decided to abandon the sleeping roster to make use of Tony’s skill in fast driving in fog.

In any event only Lex could manage sleep on the back seat set up to allow someone to lie sideways.

As they encountered ice later in the journey ‘Lex was pleased with the handling of the Holden, and was confidently using the frozen snow on the outside of the corners to help the car around.’

During Stan’s stint in the ice, a truck they were overtaking veered out and hit the side of the car inches from Lex’ sleeping head but he continued in deep-sleep bliss.

The fog disappeared before dawn but still with plenty of ice about, the risk was a mistake close to the finish.

440 cars entered the event- of the 404 which started, 253 reached Monte Carlo without loss of points, including the Holden.

The event shot ‘everybody has seen’ but nobody knows where it is- intrigued to know the answer (Pinterest)

They drove unpenalised under the finish banner in Monaco and were’…escorted to a large marquee on the Boulevard where we were offered drinks, and we stood beside the sea-wall sipping brandy, blinking in the sun. We were terribly tired, and I noticed that Tony was fast asleep standing up leaning against the sea-wall’ Howard quoted Davison.

Then came an acceleration and braking test- with Stan at the wheel the car was equal 9th- with Stirling Moss in a Sunbeam Talbot. The quickest time was 21.9 seconds, the Holden Sedan showed good performance amongst the top group which comprised in order; an Allard, Porsche, Jaguar, Ford V8, Sunbeam Talbot, Riley and two more Jags.

Jones attacks the Monaco acceleration and braking test (Davison)

As a result of this test 98 cars qualified for a final, eliminating, regularity test- clearly this 46 mile run over the Col de Braus above Monaco was the event the subject of debate amongst the three racers.

Distances between the controls had been announced in advance- a set speed through the six controls was to be drawn early on the Sunday morning.

The experienced crews knew the regularity route the Australians did not, nor did they have a spare car as many others did to practise it. Late in the day they were able to do do one lap in a VW as passengers.

The troubles which Gaze reflected upon at the beginning of this piece were similar to those documented by Howard in Davison’s biography- ‘that Stan “went on strike”, and for at least part of the test could not be bothered calling out distances. It would have been a typically Stan Jones flare-up, gone as quickly as it arrived, because there were also sections of the test where Stan was sitting sideways and using his feet to hold Lex in place as the Holden hurried around the endless hairpin corners’.

By the end of the test the team were sure they had got several sections close to perfect and others very wrong.

The results were announced at 9 o’clock that night- 64th place, and much better than they had feared. The result was still admirable and polished both the reputations of the drivers and a car not exactly built with European conditions in mind.

(AGR)

The rally was won by the Maurice Gatsonides/Peter Worledge Ford Zephyr from the Ian and Pat Appleyard Jaguar Mk7 and Roger Marian/Jean Charmasson Panhard Dyna X86. Gatsonides had spent four weeks ‘holidays’ lapping the Col de Braus loop, in contrast to the Australians!

Picking up the speed of the Holden ‘People’ wrote ‘They had certainly not run out of steam, for immediately after the rally they took the Holden to Monza where its lap speed was 73 mph and its maximum 90 mph which was impressive as road tests of the day put the cars maximum at 81 mph…the checking from stem to stern that was carried out must have included some skilful tuning’.

Davison and his friends also visited Alfa Romeo whilst in Northern Italy ‘…where Guidotti, having many years before driven Lex’s Alfas, now drove the Holden. Bacciagaluppi, manager of the Monza motor racing circuit and one of Tony’s many European racing contacts, helped them to get the rally car onto the track, where, three up, they averaged a higher lap speed than the road-tested maximum for a standard Holden’.

(AGR)

They drove back through Switzerland to England, where Gaze shipped the car back to Australia with some of the spare parts for the ex-Moss/Gaze HWM Lex acquired prior to leaving Europe.

Davo put the HWM Jaguar to good use, winning the 1954 Australian Grand Prix in it at Southport on Queensland’s Gold Coast. It was the first of Davo’s AGP wins- his good mate Jones had the race ‘in the bag’ before catastrophic chassis failure (welds) pitched Stanley through the local topography at a million miles an hour- it was a very lucky escape for him which totally destroyed Maybach 2.

‘Autosport published two photographs of the Holden, one showing it looking immaculate in Monte Carlo after the event, and commented “The Holden, although not a prize winner, impressed everyone with its performance. It has distinct possibilities as a rally car”.

As Gaze commented early on, GMH invited Lex and Stan (later to become Holden dealers as ‘Monte Carlo Motors on the corner of Punt and Swan Street, Richmond, Melbourne) to a luncheon at Fsihermans Bend (Holden HQ) where they were each given a new Holden FJ and a cheque to cover some of their outgoings- with Tony apparently forgotten.

There was enormous local press both during and after the event with Lex also doing extensive speeches and presesntations about the adventure to car clubs but mainly community groups upon their return. It was a very big deal indeed.

The Monte Holden’s competitive life extended into 1953 when Lex and Diana Davison- DD a very capable and experienced racer herself contested ‘The Sun’ Four Day Rally out of Melbourne, Lex won outright defeating 122 other cars in a new Holden shared with Peter Ward and Diana was second in the womens section of the event in the Monte car she shared with Pat Wilson.

The Monte Holden was used in several trials by Lex and Peter Ward including one in mid 1953 when Lex slid off the a hillside and knocked over a telephone pole- damage was mitigated by the aged rotten nature of the obstacle!

(Davison)

Peter Ward later bought it and used it on the road. ‘It had some vertical cracks in the firewall which puzzled the Holden engineers, but it gave no trouble, Peter drove it for eighteen months before selling the well travelled car for 750 pounds- it cost him 500.

I wonder what became of this car which really should have found its way into a GMH Collection!?

The first of the Redex Round Australia Trials commenced in 1953- a story for another time, no doubt Holden’s confidence in going into these events ‘boots and all’ was as a consequence of the trail-blazers- Davison, Jones and Gaze.

Etcetera…

Article on the Holden 48-215; https://primotipo.com/2018/12/06/general-motors-holden-formative/

(AGR)

Davo on the Monaco quayside. Without his drive and entrepreneurial skill, not to say resources, the assault would not have taken place- not that the other two fellas involved were exactly skint.

(AGR)

Tony Gaze would have been razor sharp in 1953- he raced his HWM Alta in both championship and non-championship events throughout Europe in 1952, his primary program in 1953 aboard an Aston DB3 sportscar. He started racing the Ferrari 500/625 so important in his and Lex’ career in 1954.

(AGR)

Credits…

‘Lex Davison: Larger Than Life’ Graham Howard, ‘Almost Unknown: Tony Gaze’ Stewart Wilson, ‘Me and My Holden: A Nostalgia Trip With The Early Holdens’ Don Loffler, ‘GMH People’, ‘AGR’- anygivenreason.com for many of the images, Pinterest, ‘SMH’ Sydney Morning Herald

Tailpiece: Port Melbourne to Monaco- after the finish…

(AGR)

Finito…

Into The Shadows…

Posted: January 23, 2019 in Fotos, Who,What,Where & When...?
Tags: Arnold Glass, Australian Motor Racing History, Bathurst, Maserati 250F

(B Miles)

Arnold Glass blasts his Maserati 250F out of Quarry Bend, Bathurst, Easter 1960…

The Sydney motor dealer and later Datsun importer loved this machine and its forgiving nature. Arguably it was the car with which he achieved his best results even if it was becoming a little passe by the time he got his hands on it in 1959.

He finished second in the ‘Bathurst 100’ Gold Star round behind Alec Mildren’s Cooper T51 Maserati and ahead of Bill Patterson in another Coventry Climax engined T51.

I’ve written a story about Arnold, click here to read it; https://primotipo.com/2015/08/25/arnold-glass-ferrari-555-super-squalo-bathurst-1958/

This machine, chassis ‘2516’ was Jean Behra’s works car throughout 1955 before being imported to Australia by Reg Hunt as a replacement for the 250F engined A6GCM Maserati with which he achieved much in 1955. Hunt didn’t race the 250F for long before retirement at a way too an young age to take on his family responsibilities and a growing automotive empire based in Melbourne’s Elsternwick. Here is a piece about the A6GCM; https://primotipo.com/2017/12/12/hunts-gp-maser-a6gcm-2038/

and Reg; https://primotipo.com/2014/07/19/reg-hunt-australian-ace-of-the-1950s/

Bib Stillwell raced ‘2516’ in 1957 on his inexorable rise to the top of Australian racing and then Arnold acquired it competing into ‘into the Cooper era’ when he too acquired a T51. ‘2516’ inevitably, sadly, ended up back in Europe, none of ‘our’ Maser 250F’s survived here into the modern era

Credits…

Bill Miles, Rob Hartnett

Tailpiece: Bathurst pits, warming her up…

(Rob Hartnett)

Finito…

Marie Jenkins, Bugatti Brescia…

Posted: January 21, 2019 in Fotos, Obscurities
Tags: Australian Motor Racing History, Bugatti Brescia, Marie Jenkins, Maroubra Speedway, Olympia Motor Speedway

(Fairfax)

Marie Jenkins, Bugatti Brescia, circa 1925, circuit unknown, but probably Maroubra, Sydney…

Jenkins first sprang to prominence with a win over Maroubra Speedway fast-men- Phil Garlick, Alvis and Hope Bartlett, Bugatti Brescia in a January 1926 Five Mile Handicap at the demanding dangerous Sydney venue.

Jenkins delighted the crowd by winning both her heat and the final ‘though she owed her victory to the generous way she had been treated by the handicappers. She is the first woman to win an event at the Speedway, and she received a great ovation from the spectators, particularly the fair sex’ The Newcastle Morning Herald reported.

Marie Jenkins at Maroubra on 5 December 1925, Brescia T13 (23) chassis ‘2135’ (C Anicet)

She raced at Maroubra’s opening meeting, the track was a daunting, dangerous venue. Jenkins second race there was only days after the deaths of two competitors killed practising at the track on the Wednesday prior, 30 December 1925.

Leo Salmon and riding mechanic Albert Vaughan, partners in Salmon Motors Ltd crashed to their deaths in a 35 HP Jowett after a fractured Kingpin failed at around 90 miles per hour. Seven fatalities occurred at the circuit between 1925 and 1936, the photograph below, taken on 2 January 1926, is of Jenkins wearing a black arm-band in memory of the two competitors.

Marie Jenkins- in front is Sam Knaggs, former Austin 7 racer of Melbourne

The Melbourne racer, ‘who lives near the Yarra’ was coming off the back of a rollover in the first Aspendale Motordrome meeting of the year at the Melbourne, bayside venue in November 1925.

I can find little written about this driver- am keen to know more if any of you have particular insights. Click here for an article on the Bugatti Brescia; https://primotipo.com/2018/07/27/country-spin/

Etcetera…

The image below is the narrative by Victor Hall about his above photograph- wonderful isn’t it, to see the unfettered observations of the man at the time in the context of the day.

Credits…

Fairfax, Christian Anicet for the photo of the car and details, AMHF Archive via Brian Caldersmith

Tailpiece…

Finito…

Lakeside Tasman Meeting, 12 February 1967…

Posted: January 18, 2019 in Fotos, Track tests
Tags: 1967 Lakeside 99, Australian Motor Racing History, Bob Jane, Brabham BT11a Climax, Brabham BT14 Ford, Brabham BT22 Repco, Brabham BT23A Repco, Denny Hulme, Elfin 400 Repco, Jack Brabham, John Harvey, Spencer Martin

Bob Jane, Elfin 400 Repco ‘620’ 4.4 V8 entering KLG Corner, racer Ross Burbidge tells us, 12 February 1967…

It’s a very early race for Bob in his brand new Elfin, this car notable in several ways not least for the fact that it was the first to be fitted with a customer Repco Brabham engine V8- I’ve written a feature on it so let’s not repeat ourselves;

Belle of The Ball…

What struck me about William Byers’s photo and the unusual angle and locale in which it is taken is the degree of difficulty in sighting these big Group 7 sportscars through the corners. Admittedly Bob was a ‘short-arse’- mind you there was plenty of bounce in every ounce- but I bet the problem was the same for tall fellas like Dan Gurney.

Who won the sportscar races that day- had Matich debuted the SR3 at this point?, it certainly raced at the Farm and Sandown Tasman rounds that summer- Frank would certainly have given Bob a run for his money if present.

The top-guns of the meeting were the Tasman 2.5’s of course.

We have photos of second placed Jack Brabham, Brabham BT23A Repco ‘640’, (above and below) Denny Hulme’s similarly engined fourth placed Brabham BT22, sixth placed John Harvey in the 1.65 litre Ford twin-cam powered ex-Stillwell Brabham BT14, and Spencer Martin’s Bob Jane owned Brabham BT11A Climax but not Jim Clark’s victorious Lotus 33 Climax FWMV 2 litre V8- he won five of the eight Tasman rounds that year. A pity, but hey, let’s be thankful for some marvellous photos.

(B Thomas)

1967 was the Tasman Series Repco had a red-hot go to win, two cars, one each for Denny and Jack with both drivers contesting all eight rounds- but the might of the F1 World Championship winning team did not triumph over Jim Clark and the very reliable, fast, special 2 litre FWMV Coventry Climax engined Lotus 33 of the Scottish ace.

In 1966, 1968 and 1969 Repco had limited Tasman campaigns, 1967 was the one they should have won, you might say, I’ve covered this series before, so no point repeating the many problems which cost the Maidstone outfit dearly.

Arguably the most important aspect of the Tasman for Repco was to blood their new for 1967 F1 engine- the 740 Series V8- in advance of the GP season, than win the series itself. In the event Repco’s Norm Wilson designed 700 Series block was not quite ready so Jack and Denny raced with ‘640 Series’ motors- the new 40 Series exhaust between the Vee two-valve heads and 600 Series (Oldsmobile F85 modified) blocks.

Denny had a rather successful 1967 season didn’t he!, taking the F1 drivers title and finishing second to Bruce in the Can-Am Championship aboard one of McLaren’s M6A Chev papaya coloured machines.

The car above, a BT22, is essentially a BT11 frame fitted with BT19 suspension- Allen Brown writes that ‘F1-1-64’ was used by BRO until Denny’s F1 car for 1966 BT20 was ready. Fitted with a Repco-Brabham V8, it was raced by Denny in the Tasman and then sold to Rorstan Racing, who fitted a Coventry Climax FPF 2.5 and ran Aussie Paul Bolton in it, it’s present whereabouts is unknown.

Jack’s BT23A was built on the redoubtable BT23 F2 jig/frame.

BT23A has never left Australia thank goodness, and been very much in the news in the last twelve months with its acquisition by the National Motor Museum from Peter Simms who restored and then raced the car for decades.

It’s post Brabham race record was with Scuderia Veloce, the car driven by Greg Cusack and Phil West before being sold to Brian Page.

John Harvey (above) drove the wheels off this ex-Bib Stillwell car, the first BT14 raced ‘FL-1-65’, then owned by Sydney car dealer Ron Phillips in 1966.

Prepared by Peter Molloy, the Brabham BT14’s Lotus-Ford twin-cam engine progressively got bigger and not too long after this shot the car was given ‘a birthday’, it was the recipient of a Repco-Brabham 640 Series 2.5 litre V8 fitted with the assistance of Rennmax’s Bob Britton, allowing Harves to run with the ‘big boys’.

In fact the combination is sorta related to Spencer Martin’s Brabham BT11A shown below.

The very gifted Sydneysider won both the 1966 and 1967 Gold Stars aboard this Bob Jane owned Brabham BT11A ‘IC-4-64’ Coventry Climax FPF- his dices with the similarly mounted Kevin Bartlett in Alec Mildren’s car were highlights of racing for enthusiasts of the period.

When Spencer decided to retire at the end of the 1967 Gold Star campaign Jane offered Harves the ride, and acquired the Brabham BT14 from Phillips. It’s 640 engine was fitted into the BT11A- like the BT14 it was not designed for a V8 motor, and raced by John in the 1968 Australian Tasman rounds.

Jane then bought Jack’s 1968 Tasman mount, the BT23E at the series end for John to race in ’68 with Harvey very lucky to survive a huge shunt at Easter Bathurst in that car after a rear upright failure.

Harvey and Molloy had largely sorted the BT14 Repco by the end of the ’67 Gold Star, he had won a feature race in it at Oran Park. It does make you wonder why Bob didn’t race that car as it was rather than do the engine swap they did and develop the BT11A afresh- no doubt it all made sense at the time?!

The Jane Estate owns BT11A, the BT14, re-engined with a Ford/Lotus twin-cam is i think still in Peter Harburg’s hands in Australia.

William’s camera also captured some other interesting cars during that meeting.

Bill Gates superb Lotus Elan 26R, Ross Burbidge tells us Gates raced both this car and an Elan Series 1, both of which are still alive and well in Australia. Ex-Geoghegan car originally?

Queenslanders will know the story better than I but its said that race promoter Bill Goode had the Bee Gees, the Gibbs brothers, performing between events at his Redcliffe Speedway and introduced them to Bill who promoted them on his radio show on 4BH Brisbane thereby assisting them in their climb to global success.

Ross Burbidge says this is the last time Pete Geoghegan ran his first Mustang at Lakeside.

He won the 1967 one-race Australian Touring Car Championship in the Australian, John Sheppard built, Mustang ‘GTA’ back at Lakeside on 30 July 1967 from the Brian Foley and Peter Manton Cooper S’s after various of the other V8’s fell by the wayside with mechanical dramas. The shot above is on the entry to ‘Hungry’ or then KLG corner.

Hulme, Clark and Stewart, Tasman 1967…

1967: Hulme, Stewart and Clark: Levin, New Zealand Tasman and beyond…

Photo Credits…

William Byers, oldracephotos.com.au, ‘Tasman Cup’ Tony Loxley and Others, Brier Thomas

References…

Ross Burbidge, oldracingcars.com.au

Tailpiece: Bob Holden, Improved Touring Morris Cooper S…

Bob Holden won the 1966 Bathurst 500 in a Series Production Cooper S, co-driving the works BMC Australia car with rally-ace Rauno Aaltonen.

In a year of dominance the Cooper S took the first nine placings in the race! This car, not the same machine, is built to Improved Touring rules, the category to which the Australian Touring Car Championship was held at the time- mind you Bob didn’t return that July to contest the title race. He is still racing…

In the background Denny’s Brabham BT22 is being pushed past with perhaps the light coloured car Frank Gardner’s Mildren Racing Brabham BT16 Climax?

Finito…

Jack’s Bowin, again…

Posted: January 16, 2019 in F1, Fotos, Who,What,Where & When...?
Tags: Australian Motor Racing History, Bowin P4X Formula Ford, Formula Ford, Jack Brabham

Jack Brabham, Bowin P4X Formula Ford, Calder August 1971…

Here is another Fairfax image of Jack after his victorious ‘Race Of Champions’ weekend. I wrote about this event a short while ago, and led the feature article with the final image below, this recent discovery is too good to ignore though- gotta put it up, there are no such things as too much Jack or too much Formula Ford, click here for the article; https://primotipo.com/2018/10/30/calder-formula-ford-race-of-champions-august-1971/

The Fairfax caption reads ‘Jack Brabham, Australian race car driver, 1971: Brabham in the cockpit of a 100 hp Formula Ford for a brief comeback at Calder- in the Calder Race of Champions. Driving a car built at his British racing car factory’. (actually a Bowin P4 built by John Joyce and his team at Bowin Designs in Brookvale, Sydney- owned by Jack Brabham Ford and raced by Bob Beasley in the ‘Driver to Europe’ Oz FF Championship).

JB, Bowin P4X, Oran Park parade lap 1972 (L Hemer)

Its an irrelevant tangent really but Motor Racing Developments (Brabham) never built a Formula Ford, Ron and Jack kept away from the rough and tumble of that market- mind you there were a few converted Brabham F3 cars which went well in the early years of the class in the UK.

‘Brabham raced home a clear winner after taking the lead in the third lap of the 10 lap event’.

Its a big year for Formula Fordsters in Australia- 50 years of FF in Australia is being celebrated during 2019.

Credits…

Alan Lambert- Fairfax Publications, Lynton Hemer, National Archives of Australia

Tailpiece…

(NAA)

Finito…

Interstate Grand Prix, Wirlinga, Albury 1938…

Posted: January 12, 2019 in Features, Obscurities
Tags: 1938 Interstate Grand Prix Wirlinga, Alf Barrett, Australian Motor Racing History, Ford V8 Spl, George Bonser, Jack Phillips, Les Burrows, Morris Cowley Spl, Phillips Ford, Terraplane Spl

C Williamson, Chrysler leads G Winton’s AC and L Evans’ Vauxhall during the early laps of the Interstate Grand Prix, Wirlinga Road Circuit, Albury, New South Wales, 19 March 1938…

Australia Day, 26 February 1938 marked 150 years since the arrival of Governor Phillip and the First Fleet – the sesquicentenary of European settlement of Australia – ignoring the 60,000 years or thereabouts the continent has been occupied by the indigenous people of the Great Brown Land.

Official celebrations throughout the country took place between 26 February and 25 April – in Albury they occurred from 12 – 19 March and comprised an athletic and cycling day on the Saturday including the Albury Gift professional sprint race, the Albury Gun Club Championship, a swimming carnival and extended to the finale on Saturday 19 March, the Interstate Grand Prix, a 150 mile (148.5 mile) handicap event for cars ‘regardless of engine capacity’.

The lack of an engine capacity limit may seem not particularly notable, but the Phillip Island 1928 to 1935 ‘AGP’s had all been for cars of less than 2-litres in capacity whereas the December 1936 South Australian Centenary GP, later appropriated as an AGP, run at Victor Harbor was raced to what was effectively Formula Libre. Their was no AGP run in 1937 despite attempts to appropriate the the December 1936 event as ‘the 1937 AGP’ in the decades following.

What the South Australian event organisers, the Sporting Car Club of South Australia, did was to create Formula Libre as the class to which the AGP was run up to and including the 1963 event, when the Tasman 2.5-litre Formula succeeded it.

The officials in Albury, Albury/Wodonga being the twin Murray River border towns of New South Wales and Victoria involved the Melbourne based Victorian Sporting Car Club to organise the motor-racing aspects of the celebrations.

After considering various alternatives a track of 4.25 miles long was chosen by the local council and VSCC around the roads of Wirlinga, now an Albury suburb, but then 4.5 miles from Albury’s business centre.

Christened the ‘Wirlinga Circuit’ it ’embraced a 1.25 mile section of the Old Sydney Road to the north-east of Albury, a ’55 chain’ section of the Livingston-Thurgoona Road and more than a mile of Orphanage Road’.

This course is variously described in the newspaper accounts of the day ‘as having a good surface, the majority bitumen, and the remainder buck-shot gravel which is practically dust proof’ or ‘…half the course is macadam (broken stone of even size bound by tar or bitumen) and the other half gravel, it is being specially treated with calcium chloride to make it as free as possible of dust’.

Another report described ‘The roughly rectangular course, which starts on the Hume Weir road has one straight of about 1.9 miles, another of a half a mile and a long sweeping curve of 2.1 miles in length’. By the time of the Albury Gold Cup meeting at Wirlinga in July 1939 the entire course was bitumen surfaced.

‘This course is claimed to be one of the finest and fastest tracks in Australia’ the Melbourne Age recorded, clearly that fellow had not been to Lobethal or Mount Panorama at that point of his motor racing research/reportage!

In 1938 the only Australian race tracks which were bitumen or tar were some of the ‘Round the Houses’ tracks in many country towns of Western Australia and Lobethal in the Adelaide Hills. Phillip Island, the site of the early AGP’s, Victor Harbor, which held the December 26 1936 South Australian Centenary Grand Prix, and Mount Panorama, Bathurst, which held its first race meeting at Easter in 1938- all had loose gravel surfaces.

So Wirlinga, with a mix of sealed and unsealed surfaces would present challenges to the drivers- many of whom were unfamiliar with a solid surface like bitumen with the exception of those who had raced on the Maroubra concrete bowl or the opening January 1938 Lobethal meeting several months before. Such drivers included Hope Bartlett, Bob Lea-Wright, Colin Dunne, Jim Boughton, Alf Barrett, Tim Joshua, Harry Beith, Arthur Beasley and A Aitken and perhaps one or two others.

As the big weekend approached the Victorian Sporting Car Club ran a rally to Albury on the weekend of the 5th and 6th of March in which the clubs office-bearers, together with competitors and their friends journeyed the 325 Km up the Hume Highway to inspect the course- ‘which the club found had undergone considerable improvement. The bends of the track will need more attention and this will be given as suggested by officials’.

A meeting of competitors, mechanics and club officials was held in the VSCC’s clubrooms at 395 Elizabeth Street, Melbourne on Thursday 17 March at 5pm before the ‘circus’ left town for Albury/Wodonga, no doubt plenty of eager competitors were already in the border towns by the time this meeting took place.

Practice was to be held on the day before the race from 7 am with entry prices set at 2 shillings and a similar amount charged for a seat in the ‘huge grandstand’ (of which I cannot find a picture). Prize money totalled 300 pounds- 100 pounds was for the winner, the balance was paid down to eighth place.

Whilst the important track logistics were taking place in the lead up months to the meeting, the Victorian Sporting Car Club set about getting as healthy a national entry of cars as was possible for the blue-riband event. Whilst a good field of cars was entered, perhaps the proximity of the 18 April Easter Bathurst AGP to Wirlinga was a barrier to some competitors racing for fear of damaging their mount before the Mount Panorama meeting.

Many of the fast guys of the period entered, perhaps the ‘headline act’ was British mystery man, racer throughout Australia in 1938/9 and MI5 spy Allan Sinclair in a supercharged 1100cc Alta. This car was a fizzer at Lobethal in January with a better showing expected- but not delivered in Albury, or pretty much anywhere else he raced with the exception of Rob Roy Hillclimb in Victoria.

Maroubra Speedway Ace Hope Bartlett entered an MG Q Type, 1934 Australian Grand Prix winner Bob Lea-Wright- and then current VSCC President raced a Terraplane 8 Special with Frank Kleinig certain to be a front-runner in Bill MacIntyre’s Hudson 8 Special. Both these cars were powered by modified variants of side-valve straight-eights manufactured by the US Hudson/Terraplane companies.

Its interesting to look at Kleinig’s car as it was at Wirlinga and the huge amount of work it took to to turn it into an ‘outright racer’ by the time of the 1939 AGP at Lobethal less than twelve months hence.

Alf Barrett was entered in his Morris Cowley Spl but very shortly thereafter acquired an Alfa Romeo Monza, and it was his performances with that car which shot him to fame- by the time of the January 1939 AGP he was pretty much ‘the man’ despite one or two others racing faster cars such as Jack Saywell, Alfa Tipo B/P3.

Tim Joshua’s unique single-seater, supercharged four-cylinder Gough powered Frazer Nash cannot have been in the country too long with the Bryant & Mays Matches family member a guy who always drove well.

This huge factory complex (hard to believe how big a factory it was/is just to make matches) off Church Street Richmond, Melbourne is well known to locals in restored form and was unfortunately the property redevelopment which all but financially destroyed Porsche Cars Australia’s Alan Hamilton in the late eighties.

It wasn’t the ‘Nash first meeting though, he raced it in the SA GP at Lobethal in January. The car, number #3 above is in the Wirlinga paddock alongside Hope Bartlett’s MG Q Type and the Jack Phillips/Ted Parsons #6 victorious 1934 Ford V8 Spl.

Other cars of note are perhaps the D Souter MG P Type driven by Colin Dunne who was fresh from a great win in his own MG K3 in the Junior Grand Prix at Lobethal. No doubt Dunne took this drive to preserve his own K3 for the forthcoming AGP. Others were Jack O’Dea, MG P Type, Jim Boughton in a Morgan 4/4 Coventry Climax and Barney Dentry’s Riley Spl.

Of an entry list of 25 racers, thirteen or thereabouts are ‘factory cars’ with the balance Australian Specials- these cars would increasingly form the most significant numbers on our grids until the dawn of the fifties when the end of Australian Grands Prix run to handicap rules forced those after victory to acquire a car which could do just that on an outright basis!

Sesquicentenary festivities in Albury were well underway by the time the Governor of Victoria, Lord Wakehurst alighted the train from Melbourne and performed the formal opening ceremony for the week on Tuesday 15 March in the Albury Botanical Gardens.

On raceday, Saturday 19 March, some 6,000 to 10,000 spectators attended the meeting from towns far and wide across South Australia, New South Wales and Victoria- good train access allowed the punters to make the long distance trip from the major population centres of Sydney and Melbourne relatively easily.

Jack Phillips won the race (below) driving his 3.6 litre Ford V8 Special from George Bonser’s Terraplane 8 Spl and Les Burrows aboard a similar Terraplane 8 Spl.

Phillips, accompanied by his business partner and co-owner of the car, Ted Parsons, covered the 150 miles in 2 hours 13 minutes and 15 seconds, an average of about 67 mph.

The two friends were partners in a Ford sales and service agency in Wangaratta, a major centre of agriculture to the south-west of Albury in Victoria, it was very much a hometown win all the same.

So successful was the meeting that the ‘Albury Banner and Wodonga Express’ correctly predicted that the race would become an annual event- for a while at least until the outbreak of war.

Unfortunately the only scratching from the event was Allan Sinclair in his Alta with gearbox failure, the unreliability of this car was to be one of its hallmarks in his hands.

Phillips was the only driver to have a trouble free run, and when other competitors either dropped out or made multiple pit stops he was able to take the lead on lap 23 of the 33 laps.

At that stage McDonald, Standard Spl was in front but he had mechanical problems and withdrew. Early DNF’s were Evans having completed only 2 laps- and Kleinig’s Hudson Spl, Bartlett MG Q Type, Beith Terraplane, Lea-Wright Terraplane, Wrigley MG Magnette, Boughton Morgan, Aitken Riley, Dunne MG P Type, Barrett Morris Cowley Spl.

Frank Kleinig’s Hudson effectively became the scratch-man with Sinclair’s withdrawal and was rightly regarded as one of the favourites for victory. The press-on Sydneysider recorded the fastest lap of the 4.25 mile track with a 3 minute 26 seconds time but the Hudson had trouble early on and after multiple pit-stops he called it quits on lap 10.

Barney Dentry, Riley Spl winner of the 50 Miles Race at Cowes in November, was well up until he too pitted for repairs to his Riley. Dentry provided one of the thills of the race when he challenged Arthur Beasley’s Singer on the Main Straight and passed him for fifth place only 150 yards from the end of the race.

Plenty of excitement was provided by the crowd ‘the largest that has yet assembled at a sporting event in Albury’.

‘Close on 6,000 people thronged the huge grandstand and on either side of the road near the finish line. The crowd got out of control when the last stages of the race were being completed. Despite the repeated entreaties to refrain from crossing over the road, people surged from one side to the other in droves, right in front of fast moving cars. However there were no accidents’ the Albury Banner reported.

The winning Phillips/Parsons Ford, a 1934 model, was modified in the manner typical of the day.

The 4 litre Ford flathead V8 was fitted with dual carburettors sitting atop an aluminium inlet manifold, a Winfield camshaft, an enlarged sump, oil cooler and double radiators were incorporated. A contemporary report says that ‘Phillips had a remarkable run of good luck in this race compared with other events he competed in’.

Clearly the two boys from Wangaratta were entering a purple patch with the car because they soon thereafter had a great run of results.

After Wirlinga the intrepid duo towed the Ford to Bathurst at Easter where they were sixth in the 1938 AGP won by Peter Whitehead’s ERA- and then third in the January 1939 AGP at Lobethal, that race won in brilliant style by Perth’s Allan Tomlinson in an MG TA Spl s/c.

Returning home they ‘doubled up’ and won the 1939 Albury Gold Cup at Wirlinga in July, they didn’t take the win in the 1940 event, the last motor race held at Wirlinga. Back across the border to Lobethal they won the 1940 South Australian 100, and that was pretty much it until the end of hostilities, Patriotic GP at Applecross in Perth held on 11 November 1940 duly noted.

Whilst much is rightfully made of Doug Whiteford’s Ford V8 Spl, ‘Black Bess’, its best results were still to come, perhaps this is the most successful Ford V8 Spl pre-War? After the conflict the beast was sold twice, then crashed and written off in the late forties- a lovely replica built by Ted Parson’s grandson in recent times will have been seen by some of you.

Phillips, in covering the 150 miles in 2:13.15 also did the fastest time of the race, his average time for each lap was 3:50 compared to Kleinig’s fastest lap of 3:43. At an average speed of 67-69 mph Phillips was about a lap ahead of Bonser’s Terraplane who was a similar distance ahead of Les Burrows Terraplane. Then followed George Winton AC, Dentry’s Riley, the Beasley Singer, Williamson’s Chrysler and O’Dea’s MG P Type.

The teams prize went to Burrows, Bonser and Kleinig.

Etcetera…

Pit and paddock scene from the final Wirlinga meeting over the Kings Birthday weekend, 10 June 1940.

The Interstate Gold Cup was won by Harry James’ Terraplane with the lap record for all time as it turned out, set by Alf Barrett’s Alfa Romeo Monza at 89 mph.

I wonder if that is Barrett’s Monza to the left of Jack Phillip’s Ford Special #5 in the photo above?

Alf Barrett applies a touch of the opposites to the wheel of his Morris Cowley Spl- the power of the supercharged GP Alfa which replaced this machine, capable of a 90 mph top speed, must have been considerable, not to say every other aspect of the cars performance!

Raced in a couple of AGP’s in Colin Anderson’s hands- he raced the car at Bathurst in April to 12th place whilst Barrett’s Lombard AL3 retired after completing only 3 laps, I’m not sure what became of this highly developed 1.7 litre attractive Morris or who built it in Melbourne.

Jack O’Dea’s beautiful MG P Type in profile. Some modern online accounts have Les Murphy driving the car at this meeting but neither the entry list or race accounts i have seen make mention of the AGP winner at the wheel.

The K McDonald ‘Flying Standard Spl’ is not a car I know anything about, I am intrigued to understand who built it and it’s specifications if any of you can oblige.

Jack O’Dea’s MG P type leading the scrapping duo of Colin Dunne in Souter’s MG P and George Bonser’s Terraplane Spl.

The Phillip/Parsons Ford post-war at Port Wakefield when owned by Granton Harrison- with his back to the camera. Alongside is the ex-Bira/Snow/Colin Dunne/Russell Bowes/Ron Uffindell MG K3 (D Donovan)

Photo and other Credits…

‘Foto Supplies’ Albury Flickr Archive- photographer John J Dallinger, we salute you

Bob King Collection, N Howard, National Motor Racing Museum, Tim Hocking, ozpata, Dean Donovan, Melbourne Age 10/2/1938, Albury Banner and Wodonga Express 11/3 and 25/3/38, Melbourne Herald 15/3/38, Sporting Globe 15/1/38, Ray Bell and John Medley on The Nostalgia Forum

Tailpiece: When men were men…

Jack Phillips with kidney belt to keep his gizzards under control with helmet wearing Ted Parsons alongside- who is the dude on the left I wonder?

Finito…

	Rob on Benalla Centenary 100, 19…
	Rob on Bib Stillwell: Cooper T49…
	Crocodile Rock: Audi… on Crocodile Audi R8…
	r7eb2339c739912 on Benalla Centenary 100, 19…
	Rob on Bib Stillwell: Cooper T49…

primotipo…

Recent Posts

Recent Comments

Archives

Meta

Posts Tagged ‘Australian Motor Racing History’

Gerringong Beach…

Man of The Moment…

Mildren Chev…

Harry Firth’s MG TC Spl s/c…

Melbourne to Monaco: Holden’s 1953 Monte-Carlo Rally…

Into The Shadows…

Marie Jenkins, Bugatti Brescia…

Lakeside Tasman Meeting, 12 February 1967…

Jack’s Bowin, again…

Interstate Grand Prix, Wirlinga, Albury 1938…