Posts Tagged ‘Brabham BT11a Climax’

(Telegraph)

The highest paid Dunlop tyre fitter in the world attends to the needs of his Lotus 32B Climax, Warwick Farm, 1965…

Its practice prior to the ‘Warwick Farm 100’ so Jim Clark assists Ray Parsons in between on-circuit sessions on the Friday or Saturday before the race.

Its Frank Matich zipping by in his Brabham BT7A Climax, he was quick too, off pole and led Clark and Graham Hill for much of the first lap. He was 3rd, five seconds behind Brabham in 2nd with Jim a minute up the road from Jack in an emphatic victory.

Roy Billington, Brabham’s chief mechanic is the black clad dude to the left of Jim. In the white helmet is the tall, lanky frame of Frank Gardner and beside him his Alec Mildren Racing Brabham BT11A Climax. A DNF for Frank that weekend with Coventry Climax engine dramas on lap 25.

(Telegraph)

In the photo above Roy Billington is tending Jack’s BT11A, its Jim’s Lotus behind. The tall fellow to the right, in the cloth cap is, I think Lex Davison- Lex retired on lap 3 with a busted steering wheel in his Brabham BT4, an odd failure for a driver of considerable deftness and touch.

‘Topless’ behind Lex is Jim Clark talking to Warwick Farm boss, Geoff Sykes- to the left near the pit counter is again Frank Gardner.

Its all happening, as I say…the first six home were Clark, Brabham and Matich, then Bib Stillwell, Brabham BT11A, Graham Hill similarly mounted in the Scuderia Veloce entered machine and then Kiwi Jim Palmer in his BT7A.

Credits…

Daily Telegraph, oldracingcars.com, Bruce Wells on The Roaring Season

Tailpiece: Jim and Lotus 32B Climax on the hop…

(Bruce Wells/TRS)

He is entering The Esses and has clearly given someone or something a ‘tap’, the nose of the Lotus is slightly bruised. I’ve written about this car, click here for the link; https://primotipo.com/2017/11/02/levin-international-new-zealand-1965/

Finito…

 

(Fistonic)

Jim Clark takes in a few rays and a touring car race from his grandstand atop a Ford Zodiac, Levin, New Zealand Tasman, January 1965. In the distance are the Tararua Ranges, alongside the Team Lotus mechanics are fettling Jim’s Lotus 32B Climax.

The champions relaxed nature and the scene itself epitomises all that was great about the Tasman Series. We had the best drivers on the planet visit us every summer and whilst the racing was ‘take no prisoners’ the atmosphere off track was relaxed- the parties, water skiing, golf and annual cricket matches at the Amon family beachhouse are stories told many times over.

Jim Clark cruising through the Lakeside paddock during the 7 March 1965 weekend. The ‘Lakeside 99’ wasn’t a Tasman Round in 1965 but Internationals Clark, Gardner and Grant contested the event- Jim won from Gardner and Spencer Martin in the Scuderia Veloce Brabham BT11A just vacated by Graham Hill’s return to Europe (Mellor)

Few racing drivers have had a season like Jim Clark did in 1965, surely?

He started the year in Australasia and took the Tasman series with four wins in a Lotus 32B Climax FPF, won the F1 Drivers Championship in a Lotus 33 Climax with 6 wins and topped it all off with victory at Indy aboard a Lotus 38 Ford. In between times he contested the usual sprinkling of F2 events and some Touring Car races in a Lotus Cortina. Lets not forget a few longer sportscar races in the Lotus 40 Ford Group 7 car in the US. Not to mention other races as well. Amazing really.

 We were lucky enough to have the immensely likable Scot in the Southern Hemisphere at the seasons commencement though.

Colin Chapman had the Lotus Components lads build up a Tasman Special for Clark which was a mix of an F2 Lotus 32 chassis, 2.5 litre Coventry Climax 4 cylinder FPF engine and ZF gearbox. The combination was very successful taking race wins at Wigram, Teretonga, Warwick Farm and here at Levin on 16 January 1965. 

Kiwi international journalist and early member of Bruce McLaren Motor Racing, Eoin Young providing direction to the Lotus mechanics looking after Clark’s Lotus 32B. Technical specs as per text but note rocker/inboard front suspension and filler for twin tanks contained in each side of the monocoque chassis pontoons.Lola Mk1 Climax in the distance? (Fistonic)

Twelve Lotus 32 chassis were built plus Clark’s Tasman one-off car which was built around chassis or tub number 32/7. Unlike the 1 litre Cosworth SCA powered F2’s which used a full-monocoque chassis the 32B used a monocoque front section with the rear section removed and replaced by a tubular steel subframe to which the 235bhp, 2495cc, 4 cylinder Coventry Climax FPF engine was mounted. Otherwise the cars suspension, inboard at the front by top rocker and lower wishbone and outboard at the rear was the same as the F2 32. The gearbox was a ZF rather than the Hewland Mk6 of the F2 car. The car chassis plate was tagged ’32-FL-8′ where ‘FL’ was Formula Libre.

This car still exists and is owned and raced by Classic Team Lotus, a shame really as its entire racing history was in Australasia.

Clark won the Tasman in it, the car was then bought by the Palmer family, Jim raced it to NZ Gold Star victory and very competitively in the ’66 Tasman before selling it to Australian Greg Cusack. The car was also raced by South Australian Mel McEwin in period, albeit it was becoming uncompetitive amongst the multi-cylinder Repco’s and the like by then.

Eventually it passed into the very best of Lotus hands- the late John Dawson-Damer acquired it and restored it, eventually doing a part exchange with CTL to allow them to have a Clark Tasman car in their collection. John received a Lotus 79 Ford DFV as part of the deal, he already had Clark’s ’66 Tasman car in his wonderful collection, the Lotus 39 Climax, so it was a good mutual exchange.

Local boy McLaren surrounded by admirers in the Levin paddock. Cooper T79, alongside is the green and yellow of Clark’s Lotus 32B (Fistonic)

Clark won the ’65 Tasman title 9 points clear of 1964 champion Bruce McLaren aboard his self constructed Cooper T79 Climax and Jack Brabham’s BT11A Climax. Given the speed of the BT11A, it was a pity Jack contested only the three Australian Tasman rounds. Frank Gardner also BT11A mounted and Phil Hill were equal fourth with Phil aboard McLarens updated ’64 Tasman car, a Cooper T70 Climax.

Graham Hill was 7th in David McKay’s Brabham BT11A Climax with other strong contenders Frank Matich Brabham BT7A Climax, Kiwi Jim Palmer similarly mounted, Bib Stillwell in a BT11A, Lex Davison in a BT4 Brabham. In addition there were a host of 1.5 litre Lotus Ford twin-cam powered cars snapping at the heels of the 2.5 FPF’s and set to pounce as the bigger cars failed.

In this article I focus on one round, the Levin event held on 14-16 January 1965.

Kiwi enthusiast Milan Fistonic took some marvellous photos at the event which are posted on Steve Holmes ‘The Roaring Season’ website, check it out if you have not, it’s a favourite of mine. They are paddock shots which ooze atmosphere- Milan focuses mainly on local boy Bruce McLaren and Clark, they are magic shots which I hope you enjoy. This account of the weekend draws heavily on the sergent.com race report. It is another ripper site I always use as my Kiwi reference source.

Start of the 1965 NZ GP at Pukekohe, winner Hill on the outside, Clark in the middle and Lex Davison on the inside- Brabham BT11A, Lotus 32B and Brabham BT4 all Coventry Climax FPF powered (unattributed)

The 1965 Tasman series commenced the week before Levin with the New Zealand Grand Prix at Pukekohe. Graham Hill took a great win in David McKay’s new BT11A, straight out of the box, from the equally new Alec Mildren BT11A driven by Frank Gardner and Jim Palmer’s year old BT7A. How about that, Brabham Intercontinental cars from first to third places, with Jack not driving any of them!

Ron Tauranac’s first in a series of three very successful Coventry Climax engined cars, Tauranac tagged them as ‘IC’ for ‘Intercontinental’, was the 1962 BT4, based on that years BT3 F1 FWMV Coventry Climax 1.5 litre V8 engined car.

Jack raced the first of these in the 1962 Australian Grand Prix at Caversham, Western Australia, having a great dice with Bruce McLaren’s Cooper T62 until a back-marker took him out late in the race. This was followed by the 1964 BT7A and the 1965 BT11A.

Frank Gardner’s Mildren Brabham BT11A Climax being pushed onto the grid. The lanky chap at the back is Glenn Abbey, long time Mildren and Kevin Bartlett mechanic (Fistonic)

The BT11A’s were phenomenally successful in both Australasia and South Africa, winning lots of races and championships not least the 1966/7 Australian Gold Star Championship for Spencer Martin in the very same chassis raced by Graham Hill to victory at Pukekohe.

The cars were utterly conventional, simple and oh-so-fast spaceframe chassis cars with outboard wishbone suspension out the front and outboard multi-link at the rear- single top link, inverted lower wishbone, twin radius rods and coil springs with Armstrong shocks. Like all customer Brabhams they went like the clappers straight out of the box as the base suspension setup was done on circuit by Jack’s ‘highly tuned arse’. Many championships were won by Brabham customers not straying too far from factory suspension settings!

After the NZ GP the Tasman circus upped sticks from Pukekohe and drove the 500 km from the North of New Zealand’s North Island to its South, not too far from Wellington. Levin is now a town of about 20,000 people, then it would have been less than half that, and services the local rural and light manufacturing sectors.

Bruce, Ray Stone in blue and Wally Willmott? Cooper T79 (Fistonic)

Jim Clark quickly got dialled in to his new Lotus 32B and down to business, opening his Tasman account by winning the Levin Motor Racing Club’s 30.8-mile ‘Gold Leaf International Trophy’ at fractionally more than 76.6 mph.

The Flying Scotsman cut out the twenty-eight laps in fine style in 24 min. 5.9 sec and put in his seventh lap in 49.9 sec. In 1964 Denny Hulme (2.5 Brabham-Climax) had set records of 24 min 36.8 sec and 50.3 sec in this event. Repeating their NZGP form, Brabham-Climax conductors Frank Gardner and Jim Palmer, filled second and third spots, while next in line were the Bruce McLaren Motor Racing Team 2.5 Cooper-Climaxes of Phil Hill, T70 and McLaren, T79.

Graham Hill, Lex Davison and Arnold Glass shipped their cars to Australia after the NZ Grand Prix. Wanganui driver, and later multiple Kiwi Champion, 1970 Tasman Champion and winner of many Asian Grands Prix, Graeme Lawrence had at last got hold of his Brabham BT6 which was making its first appearance at Levin. As noted above Brabham was having a Christmas break and did not join the series until the first Australian round at Sydney’s Warwick Farm in mid-February.

Levin is a tight, twisty and bumpy circuit. Newcomers Clark and Hill quickly had the 1.1-mile track sorted. Clark’s qualifying lap was a 49.4 whilst Phil Hill managed 50 sec, the same time as his team leader McLaren.

Phil Hill aboard the updated Cooper T70 Climax raced by Tim Mayer and Bruce McLaren in 1964. Compare and contrast with the ’65 model T79 below (Fistonic)

Bruce had a bitter-sweet 1964 Tasman Series. He won the championship in one of two Cooper T70’s he and his Kiwi mechanic Wally Willmott built at the Cooper Surbiton works.

These cars, raced by Bruce McLaren Motor Racing, are generally acknowledged as the first McLarens, built as they were in a corner of the Cooper factory to McLaren’s design. The second car was raced by American ‘coming man’ Tim Mayer with great speed and skill until he made a mistake on the daunting, fast, unforgiving Longford road circuit in Tasmania which took the young drivers life.

The undamaged T70 was updated during the winter to be raced by 1961 F1 World Champion Phil Hill with Bruce racing a new chassis, an evolved T70 designated T79, a spaceframe chassis was again used. The main difference between the cars were inboard front suspension on the T79 whereas the older T70 was outboard. The T79 used a nice, reliable but then new Hewland gearbox whereas the T70’s used a Colotti in one chassis and a Cooper/Citroen CS5 in the other. I wrote an article about Tim Mayer a while back, read it by following the link at the bottom of the page for details of the T70 design rather than repeat it all again here.

Hill P had a terrific Tasman which was a tonic for him as his single-seater career had stalled somewhat since his F1 title winning year. 1962 was a shocker for him with Ferrari who had failed to develop the 156,1963 in an ATS was far worse and his drives for Cooper reflected the fact that design wise, their cars were becoming outdated. If there was any doubt about Hills single-seater speed, he proved he ‘cut the mustard’ aboard a competitive year old car in the ’65 Tasman.

Bruce McLaren aboard his Cooper T79 Climax in the Levin paddock (Fistonic)

The Mayer/McLaren/Hill Cooper T70 Climax raced by all three drivers, originally carrying chassis plate ‘FL-1-64’, re-plated by McLaren prior to the ’65 Tasman to ‘FL-2-64’ passed through the hands of Bill Patterson for driver John McDonald, Don O’Sullivan and others before being acquired by Richard Berryman in 1974. The car was eventually beautifully restored by his son Adam in Melbourne, who retains and races it. The T79 was sold after the Tasman to John Love in South Africa who won many races in it before it later returned to the UK, it too still exists.

Back to Levin practice and qualifying…

Levis with the 1.5 Brabham BT6 Ford was in the groove with a brilliant 51.1 sec, his time put all the 2.5 drivers to shame. Palmer could only manage 51.7 sec in his Brabham BT7A, Grant 51.9 sec in his BT4, Abernethy did 52.2 in his Cooper T66 and Gardner was credited with 53.5 sec in Alec Mildren’s BT11A. Grant was a late arrival. His Brabham-Climax had undergone a major engine rebuild since the discovery of a cracked crankshaft on the eve of the Grand Prix. Second quickest 1.5 was Buchanan’s Brabham BT6 Ford with 52.0 sec. Qualifying times were academic in the sense that grid positions for the feature race were decided on heat results.

Jim Clark again chillin at Levin ’65 (Fistonic)

The eight-lap heat on raceday morning contained all overseas drivers and favoured locals.

‘Clark, sharing the front row with McLaren and Hill, jumped into the lead from the start and remained there to the finish. Hill, McLaren, Palmer and Grant settled into the next four spots after Gardner had dropped out with distributor trouble. The contest was enlivened a little by Palmer catching Grant napping on the seventh lap and assuming fourth place. Clark won in 6 min 49.8 sec and set a new lap record of 49.9 sec’ sergent.com reports.

Council of war- Phil Hill in the pristine white race suit with Bruce front and centre, his allegiance to Firestone clear. Who are the other dudes? (Fistonic)

Levis had things all his own way in the second heat, winning in 7 min 13.5 sec, with Andy Buchanan, also in a 1.5 Brabham BT6 Ford, next. Third and fourth were Red Dawson Cooper T53 Climax 2.5 and John Riley in a Lotus 18/21 Climax 2.5. The situation was confused by Gardner who, anxious to make sure all was well with his car, was permitted to use the heat as a test run and took the lead in the last two laps.

Before the title race there was some feverish work in the Palmer pit to replace a cracked universal joint in his Brabham BT7A Climax. In a drama filled day for the team, an hour before the race was due to start, another close inspection revealed a hairline crack in a half-shaft. A replacement was found and fitted minutes before the cars were gridded.

Dummy grid or form up area prior to the Levin International- Clark on pole then McLaren and Hill, the yellow of Gardner on row 2 (Fistonic)

Clark, Lotus 32B had pole position in the main event with Hill, Cooper T70 and McLaren, Cooper T79 outside him.

In rows of three, the rest of the field comprised Palmer, Brabham BT7A, Grant, Brabham BT4, Gardner, Brabham BT11A; Levis, Brabham BT6 Ford 1.5, Buchanan, Brabham BT6 Ford 1.5, Abernethy  Cooper T66; Dawson, Cooper T53, Thomasen, Brabham BT4, Brabham BT4 Riley; Flowers, Lola Mk4A, Smith, Lotus 22 Ford 1.5 Lawrence, Brabham BT6 Ford 1.5; and at the back Hollier, Lotus 20B Ford 1.5. As the cars were forming on the grid, Abernethy could not select a gear and he had to abort the start’.

‘Clark made a good start with Grant, Hill and McLaren right with him. To the elation of the partisan crowd, Grant proceeded to take McLaren and Hill on braking into the hairpin. When they came round the first time the leaders were Clark, Grant, Phil Hill, McLaren, Palmer, Gardner and Levis

A 51.6 sec second lap gave Clark a 3 sec lead over Grant. In his fourth lap Palmer took McLaren and in another two laps had moved to third place ahead of Hill. Clark held on to his lead over Grant. There was then a gap of 3 sec to Palmer, with Hill and Gardner next in line. McLaren, probably to his embarrassment, had the 1.5 drivers Levis and Buchanan looming large in his mirrors.

Clark on the way to Levin International victory 1965, Lotus 32B Climax (sergent.com)

The pattern changed dramatically during the tenth lap. Grant tried to correct a slide at Cabbage-Tree Bend, dropped a rear wheel into the rough and spun off the course to lose all chance in such a short race. Palmer took second spot, but not for long. Gardner in the next three laps bridged the gap to take over second place just 5 sec behind Clark. Next in line were Hill, McLaren and Levis. Flowers was out with transmission failure in the troublesome Lola on lap 14.

Those opening laps had been fast and furious. In their sixth lap Grant and Gardner had returned 50.6 sec in the midst of heavy traffic. A lap later Clark equaled his morning record of 49.9 sec.

As the race reached the last stages, Clark continued to circulate in a steady 51 sec. Gardner in two laps reduced Clark’s advantage from 11 sec to 9 sec while Palmer closed up to be 2 sec behind the Australian, but Clark was given the ‘hurry’ signal and moved out again with effortless ease to come home 11.3 sec ahead of Gardner with Palmer 4.7 sec further back. Thomasen retired with only a handful of laps remaining.’

BP all the way, Bruce and Ray Stone in blue fuelling up the T79. Front on shot shows the top rocker/inboard front suspension of the car (Fistonic)

Bibliography…

sergent.com, oldracingcars.com

Cooper T70/Tim Mayer Article Link…

https://primotipo.com/?s=tim+mayer

Photo Credits…

Milan Fistonic, Peter Mellor, The Roaring Season

Tailpiece: Winners are grinners, the first of many such occasions for Jim Clark in 1965 at Levin…

(Fistonic)

Finito…

 

 

image

Melbourne’s finest trying to keep enthusiastic shoppers under control out front of ‘Georges’, Collins Street in 1965…

The car is, I think, Bib Stillwell’s Brabham BT11A Climax. The occasion some type of promotion between Georges luxury department store and Repco or Bib Stillwell Holden. Stillwells switched from Holden to Ford in 1966 before all you Melburnians correct me, clearly the crowds are fascinated by the presence of a ‘Grand Prix’ car in Melbourne’s busiest and most up-market shopping strip.

For over a century Georges was the place the ‘great and the good shopped’, an incredibly conservative joint, its intriguing to speculate just what the promotion may have been, automotive products are not at all what Georges stocked! String-backed gloves maybe and flat-caps but nothing grubby or grimy at all.

I think its Bibs car. The color scheme is right, his dealership/workshop was in Kew, not far away. He usually raced wearing #6, this car carries #3 but that’s neither here nor there. For Repco, Brabhams were badged ‘Repco Brabham’ at the time and the Coventry Climax FPF engines by that stage were largely built in Richmond under licence from CC so there were good associations to Repco’s brand.

When is it?, not sure exactly. Bib raced his BT11A from the Tasman Series 1965, he took the last of his four Gold Stars in it that year and then retired, so I guess it’s 1965…

Georges, for the curious…

http://www.georgesoncollins.com.au/

Credit…

Nigel Tait, many thanks for another tid-bit from your Repco archives

 

martin 250 lm wf 1965

(John Ellacott)

Spencer Martin tips his Ferrari 250LM into the fast ‘Homestead Corner’ at Warwick Farm before unleashing the cars 3.3 litre V12 on the long Hume Straight, what a sound it must have made! August 1965…

Spencer Martin was one of Australia’s champion drivers of the 1960’s winning the Gold Star, the Australian Drivers Championship in 1966 and 1967 in a Brabham BT11A Climax.

His career could be summarised thus; he saw, he came, he conquered from 1960-1966, retired to marry and have a family, focus on business and then returned many years later…

martin portrait

Spencer Martin in his racing heyday, Lakeside 1965. (Bruce Wells)

I don’t cover Spencer’s career in detail but rather introduce an interesting article i discovered in a rally guide for an event held in memory of David McKay. Martin outlines his experiences as a driver/mechanic with McKay and Scuderia Veloce, if not the first, then certainly one of the first of Australia’s professional racing teams formed in 1959…

A brief background of McKay and SV is contained in these articles i posted a while back. One is predominantly about McKay’s Ferrari 250LM, one of the most evocative cars ever raced in Australia, https://primotipo.com/2014/07/03/pete-geoghegan-ferrari-250lm-6321-bathurst-easter-68/ , the other about his Ferrari P4/Can Am 350, an equally stunning car https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/  .

Martin commenced racing at Gnoo Blas, Orange NSW in 1960 in a Nota, he built from a kit himself, then progressed through the Prad Holden, a very successful sportscar and into ‘Appendix J’ sedans. He beat some of the heroes of the day in his ’48-215′ or FX Holden and was  approached by McKay to join SV. Martin picks up the story…

martin 48 215

Spencer in the ‘Boomerang Service Station’ Holden FX, Catalina Park, Katoomba 1963. It was consistent ‘giant killing’ performances against Norm Beechey and the like which attracted McKay to Martin. (Autopics.com.au Collection)

‘Work on the racing cars was carried out in a garage at the rear of his (McKay) house in Wahroonga on Sydney’s upper North Shore. We later moved to new premises beneath the Shell Service Station on the Pacific Highway at Wahroonga.

At this time I was driving the ‘Boomerang Service Station Holden’ for Joel Wakely and was keeping Norm Beechey very busy around Catalina Park, Warwick Farm and Sandown Park. In 1963 David brought Brian Muir back from the UK to drive in the Hardie Ferodo at Bathurst and I was to be Brian’s co-driver. Brian had been driving a Ford Galaxie in the UK and had won the British Touring Car Championship

David was, thankfully very impressed by my driving with Brian and told me he was about to retire and would I like to take over driving his Brabham. (Ex Jack Brabham BT4 Climax) Well you may imagine how I felt getting out of an EH Holden into an F1 Repco Brabham! We took the car to the short circuit at Warwick Farm for a few familiarisation laps where I was shocked by how much power the car had, especially how the far the nose lifted when you put the ‘pedal to the metal’.

It was not long before David entered the car at Bathurst. It was now 2.7 litres and running on methanol. He told me to keep it under 4500rpm down the straight for a few laps and be careful over the hump. I ‘pulled the string’ on the third lap and was doing 172mph over the hump. The car became completely airborne with a very much nose up attitude. I was wearing a Les Leston helmet with a small peaked visor to help keep the sun out of your eyes. Well the wind at this speed would catch under the visor which gave the effect of lifting you out of the car. It didn’t take long for me to remove the peak!’

martin longford tasman

Its 1967 as the painted date on the Longford Viaduct says. Martin eases his Bob Jane Racing Brabham BT11A Climax ‘IC-4-64’ into the right hander to exit the turn, ’67 Tasman ‘South Pacific Trophy’ 5 March 1967. He only lasted a lap of the race, his Climax FPF suffering ring failure. Jack Brabham won the race in his Brabham BT23A Repco. Clark took the series win in his Lotus 33 Climax FWMV 2 litre V8. Love the local ‘topography’, sturdy stone viaduct!, hay bales, painted, slippery white ‘no passing’ lines on the public roads. (oldracephotos.com/David Keep)

martin wf brabham 1967

Spencer Martin exercising all of his Coventry Climax’ lusty 235 horses through Leger Corner, Warwick Farm, December 1966. ‘Hordern Trophy’ Gold Star round won by Frank Gardners’ Brabham BT16 Climax from Kevin Bartletts’ Brabham BT11A and Martins’ similar car in 3rd. (Autopics.com.au Collection)

‘The biggest difference in driving the cars of David’s and my time was the safety aspect. No seat belts, no fuel cells, no on-board fire extinguishers, no roll cages, no fireproof clothing. I was driving the Tasman Series in New Zealand and was wearing a polo-shirt made of nylon. When Jim Clark saw me in this he explained how dangerous nylon was in the event of a fire. Jim gave me a pair of his Dunlop Racing overalls. Boy, did I think I was smart wearing these and they were fireproof so I could go faster! Actually they gave you about 5 extra seconds in the event of a fire. They were made of cotton and soaked in a fire retardant. Rather different from today’s suits.

Another extremely dangerous factor was the aluminium fuel tanks which were placed either side of the drivers seat. We needed to have over 18 gallons of Avgas for a long race, so we packed dry ice around the tank prior to the race on hot days.’

001MartinAllenGibsonwm

Spencer Martins’ Ferrari 250LM ‘6321’  leads the ‘Country Club GT Race’ at Warwick Farm September 19 1965. The chasing Lotus Elan 26R’s are Niel Allen and Fred Gibson. (Heinz Federbusch)

‘Graham Hill was driving our new Brabham (BT11A Climax) at Warwick Farm in 1965. When we fuelled the car, an hour before the race, one tank was leaking through a crack in its top edge. I went into panic mode, Graham, however, asked me to go to the toilet and bring him back a bar of soap. He made this into a putty mixture and plastered it into the crack. As he explained, the leak was on the top of the tank, so after a few laps the fuel would be below the problem area. I used this fix a few times over the years. Can you imagine this sort of thing happening to an F1 Ferrari or McLaren?!

One of the biggest events to materialise at SV was when David talked Archie White, the Shell Racing Manager, into buying the 250LM Ferrari. I was not allowed to go to the wharf to bring it home as I had work to do on the Brabham. However I’ll never forget seeing it for the first time and David saying it was mine to drive!’

‘David was the best motoring journalist at this time. Not only was he able to write about cars, he could also drive them. David was at the front of the grid for the 1963 Australian Grand Prix at Warwick Farm alongside Surtees and McLaren. He was the first Aussie home and all this on a 40 degrees Celsius day when many of the younger drivers stopped due to heat exhaustion. The temperature inside his car was measured at over 50 degrees.

agp 1963 front row

Front row of the AGP grid, Warwick Farm February 1963. Surtees on pole, Lola Mk4a Climax, McLaren Cooper T62 Climax and McKay Brabham BT4 Climax. Jack won in his BT4 Climax from Surtees, McLaren and McKay.(Autopics.com.au Collection)

David, in his motoring column, was very critical of the cars which Ford, GMH and Chrysler were building at that time. Sir Frank Packer allowed David to continue his reports in the Sydney Telegraph because his column was selling newspapers. When News Ltd took over the Tele, they would not allow him such a full hand as they explained they needed the advertisers money from the motoring industry so David left.’

martin bathurst 20lm 65

Spencer Martin in one of his early drives of the SV Ferrari 250LM at Murrays Corner, Bathurst, Easter 1965. (Autopics.com.au Collection)

martin

‘Australian Autosportsman’ magazine July 1965. Shell ‘Advertorial’! Martin on the cover in the SV Fazz 250LM, picture taken probably on the same day as the one above, but this time, i think, ‘Hell Corner’, which leads onto the uphill ‘Mountain Straight’ having gone past the pits. (Stephen Dalton Collection)

‘The first race for the 250LM was the Sandown Park Tasman round sports car race in February 1965…Graham Hill was to drive the Brabham in the Tasman race, however he put it on David to allow him to also drive the LM. David kept his word to me and told Graham that ‘the boy’ was going to drive it. Well, Frank Matich was leading (in Elfin 400/ Traco Olds) then suddenly we did a ‘Stephen Bradbury’ as Matich blew up and we went on to win it’s very first race. In reality it was no match for the more powerful Elfins and Lola’s. It did however win every long distance race in which it was entered.

The ‘Old Red Lady’ as David affectionately called the LM, was a fantastic car to race. With the V12 very low slung in the engine bay behind the driver, and with 8000rpm, the noise inside and out was certainly something to remember for driver and spectator alike.

David was a vary hard taskmaster. He expected me to work on customer road cars during the day and maintain the Brabham and Ferrari after hours. I was made an offer by Bob Jane which I decided was better for my future so I moved on. Years later David wrote me a letter saying he was sorry for being so hard on me. This lead to a rekindled friendship where we travelled overseas together to many of the F1 races.

I really miss ‘The Old Man’. He was a true Ferrari-ist, and gave us all the true pleasure of seeing the two best cars ever to race in this country, the 250LM and P4 Ferraris!’

rcn martin lakeside

This ‘RCN’ cover David Atkinson painting depicts Spencer winning the 10 July Gold Star race at Lakeside, Queensland 1966 ahead of Kevin Bartlett #14 Brabham BT11A Climax and John Harvey Brabham BT14 Ford 1.5…1-3rd in the race en route to Martins 1966 Gold Star title. (Racing Car News)

David McKay had this to say about Spencers’ departure and career in his wonderful autobiography, ‘David McKays Scuderia Veloce’…‘I was both surprised and disappointed but in retrospect I had expected too much and had been too hard on the young man. I had treated him as I would a son and no doubt Martin thought ‘the son’ had had a lucky escape. Sadly I had planned to take Martin to Maranello where I was sure Mike Parkes would have got him a drive at Le Mans and he would eventually have graduated to F1.

However, instead of telling me he’d been waiting for this chance and had his bags packed, Martin said he didn’t fancy Le Mans with its dangerous mix of cars and drivers and thank you but no thanks. I still consider to this day Martin would have achieved a successful career with Ferrari and we have often joked about what might have been. Martin argues that he has all his arms and legs in place and that his successive Australian Championships in 1966 and 1967 fulfilled his motor racing ambitions. It was twelve years before we were to speak again and it was the LM which brought us together’.

symmons grid 1966

Front row of the Symmons Plains, Tas 1966 ‘Gold Star’ grid. #7 the winning ex-Clark Lotus 32B Climax of Greg Cusack, #5 Brabham BT11A Climax of Kevin Bartlett and on the near side Spencer in his Brabham BT11A Climax. The nose of John Harveys’ Brabham BT14 Lotus/Ford TC is on row 2. Cusack won from Harvey and John McCormack, Brabham BT4 Climax. (oldracephotos/David Keep)

martin WF

Martin on the way to 6th place in the SV Brabham BT11A ‘Warwick Farm 100′ Tasman race 13 February 1966 won by Clarks’ Lotus 39 Climax. This is not long before Martin left SV for Bob Jane Racing, this same chassis ‘IC-4-64’ won his 1966/7 Gold Star titles. (Autopics.com.au Collection)

As Spencer says he left SV and Sydney to join Bob Jane Racing in Melbourne, both Shell sponsored teams at the time and a controversial move albeit a very successful one for both driver and team…Jane acquired the Brabham BT11A Climax Spencer had been racing for SV, it was this car in which he won the Gold Star in 1966 and 1967. His toughest competitor was Kevin Bartlett in a similar car entered by Alec Mildren, the pair having many close dices with Bartlett famously setting the first over 100mph lap of Bathurst during their Gold Star encounter at Mt Panorama in 1967.

spencer

A touch of understeer for Spencer in his Bob Jane Brabham BT11, ‘Hordern Trophy’, Warwick Farm in December 1966. Race won by Frank Gardner from Kevin Bartlett. This shot is from a ‘period’ Shell magazine ad. (Spencer Lambert Collection)

In 1967 Repco’s 2.5 litre Tasman ‘740 Series’ V8’s powered the cars of Greg Cusack (SV Brabham BT23A), Leo Geoghegan (Lotus 39) and John Harvey (Brabham BT14 ) even though these cars were all competitive they lacked the consistent reliability which prevented Repco ever achieving a Gold Star Series win…Martins’ Climax engined Brabham won 2 rounds, winning his second title by 7 points from Cusack, his replacement at Scuderia Veloce and promptly retired.

Years later he re-established his relationship with McKay as he outlined above, he owned a share in McKays’ LM for a while and raced a range of exotic racing cars in historic racing in both the US and Europe. He still lives in Australia and is in happy retirement with a large extended family to keep him busy…and the occasional competition drive.

martin and mckay

Spencer Martin and David McKay pictured on 27 October 2004. Chris Haigh took this shot having just taken David for a lap of Wakefield Park, Goulburn, NSW in McKay’s original Jaguar Mk1 ‘The Grey Pussy’. David died on December 26 2004 at 83 of cancer. (Chris Haigh)

Etcetera…

longford grid lm

Spencer Martin stands by the front ‘guard of the SV 250LM, his second meeting in the car, Longford Tasman meeting February 1965. Yellow car is the Mildren Maserati, driven by Ralph Sach (built by Rennmax’ Bob Britton on his Lotus 19 jig) the yellow shirted Mildren mechanics are (L) Stewart Randall and (R) Glen Abbey, the latter behind many Mildren/Gardner/Bartlett/Stewart victories. Driver behind the Fazz perhaps Les Howard. (oldracephotos.com/David Keep)

martin brabham surfers

Martin leading and winning the Surfers Paradise Gold Star round in 1966. Shot taken below Repco Hill, Brabham BT11A Climax. (John Stanley)

Jackie Stewart contested the above, Surfers’ Gold Star 1966 race, this article may be of interest to some in his ‘one-off’ Brabham BT11A Climax drive…https://primotipo.com/2015/02/13/jackie-stewart-at-surfers-paradise-speed-week-1966-brabham-bt11a-climax-and-ferrari-250lm/

mc kay lm longford 1965

The ‘Guvnor David McKay steers his 250LM through the Longford paddock in March 1965, the second meeting for the Ferrari driven by Martin. Graham Hill drove the SV Brabham BT11A Climax in the final ’65 Tasman race, the AGP, to 4th place, Bruce McLaren won in a Cooper T79 Climax. (Ellis French)

symmons grid 67 martin brabham

Martin being congratulated before the start of the Gold Star race at Symmons in November 1967. DNF with cam follower failure, race won by Greg Cusack, his replacement at Scuderia Veloce, in a Brabham BT23 A Repco. #2 is Garrie Coopers’ Elfin Mono Ford TC. Its Martins’ final race of ‘his serious career’, he had wrapped up the Gold Star for the 2nd time in succession and retired, the car driven by John Harvey for Bob Jane Racing from then. (oldracephotos.com/David Keep)

martin lakeside barbham 65

Martin in the SV Brabham BT11A ahead of Leo Geoghegans’ Lotus 32 Ford 1.5 TC, Lakeside ‘Gold Star’ race July 1965. Martin won from Leo and John McDonalds’ Cooper T70 Climax. (The Roaring Season/Bruce Wells)

martin tassie brabham

Car owner, the stocky, strong Bob Jane tests the rear spring rates…whilst driver Martin does his best to ignore the chief. Symmons Plains Gold Star round November 1966. Brabham BT11A Climax, ‘box is Hewland HD5. (Ellis French)

Spencer Martin 2006 Tasman Revival

Spencer pictured beside the Brabham BT23D Alfa Romeo raced by Frank Gardner in the ’68 Tasman and then Kevin Bartlett to Gold Star success in 1968. Car restored by Paul Moxham and driven by Spencer here at the Eastern Creek, NSW Tasman Revival Meeting in December 2006. (Stephen Dalton Collection)

Spencer Martin Catalina

Spencer Martin signed program of the Catalina Park cover on which his Holden starred! (Stephen Dalton Collection)

Bibliography…

‘David McKay Memorial Rally 2012: Rally Guide’, ‘ David McKays’ Scuderia Veloce’ David McKay, The Nostalgia Forum

Photo and Other Credits…

John Ellacott, Bruce Wells, autopics/Richard Austin, The Roaring Season, Chris Haigh Collection, Racing Car News, Heinz Federbusch, Ellis French, John Stanley, Racing Car News, Chris Haigh

Lindsay Ross of Oldracephotos http://www.oldracephotos.com/content/home/ for the use of the shots by David Keep

David Blanch of Autopics Collection  http://autopics.com.au/

Stephen Dalton Collection, Spencer Lambert Collection

Finito…

image

Jackie Stewart sets up his Brabham BT11A for ‘Castrol Corner’ the right hander leading onto Surfers main straight…Holdens in the background and his Climax engine puffing oil before his retirement due to oil loss…(John Stanley)

Jackie Stewart in the ‘Scuderia Veloce’ Brabham BT11A Climax ‘Tasman Formula’ car during the Surfers Paradise ‘Gold Star’ Australian Drivers Championship Round on 14 August 1966…

Jackie squeezed in a visit to Australia to drive in both this event and the ‘Surfers 12 Hour’ a week later in between the German and Italian Grands Prix on 7th August and 4 September respectively.

The visit was a welcome respite from the World Championship that year, Jack Brabham dominating in his Repco engined Brabham BT19, with BRM for whom Stewart drove, struggling with their new uncompetitive, complex and heavy P83 ‘H16’.

Jackie won the Monaco Grand Prix in a ‘Tasman Spec’ BRM P261, his 1.5 litre F1 car squeezed to about 2.1 litres, well short of the 3 Litre capacity limit which applied in Grand Prix racing from that year, the nimble car producing the goods on this tight circuit.

monaco

Stewart wins the 1966 Monaco Grand Prix in the BRM P261 1.5 litre F1 car bored to circa 2.1 litres. This was the first Championship race of the new 3 litre F1, the first 4 cars all ‘big bore’ 1.5’s…no 3 litres finishing the race (Unattributed)

In the Belgian Grand Prix three weeks later he experienced an horrific accident on the first lap of the race at Spa, conditions having changed from wet to torrential conditions on this long track, leaving the circuit at high speed on the Masta Kink. He was trapped upside down in the car, the monocoque twisted around him covered with fuel with a broken shoulder, cracker rib and internal bruising, whilst Graham Hill and Bob Bondurant who had also crashed freed him with tools borrowed from spectators …And from that moment starting Stewart on the crusade for driver, car and circuit safety which are amongst his many racing legacies.

No doubt Jackie was looking forward to some racing and the recuperative powers of the Gold Coast sun and surf.

rooted

The rooted monocoque of Stewarts’ BRM P261 after the Masta Kink shunt. The shot clearly shows how the chassis twisted around his body trapping him…he was extremely lucky not to have been killed outright or ‘barbecued’ in a fire, he was liberally doused with petrol, the cars fuel tanks within the monocoque ruptured…no ‘bag tanks’ in those days. 8 drivers crashed without completing a lap…4 at Burnenville, and 4 on the Masta Kink (Unattributed)

Keith Williams…

image

Keith Williams at ‘Surfers Paradise Gardens’ Carrara in the mid-1960’s

Jackie enjoyed his successful championship winning 1966 Tasman Season in our summer, campaigning a BRM P261, his 1.5 litre F1 car V8 engine bored to around 2.1 litres, as outlined above, so he was happy to return to Australia to race Jack Brabham and the locals in the ‘Gold Star’ round and Sports Car enduro which comprised Keith Williams ‘Speed Week’.

Williams was a remarkable entrepreneur, he left school at 13 to help supplement the family income pumping fuel at a local ‘Servo’, formed his first business making leather products three years later and soon employed fifty people manufacturing Disney licensed products.

He was an Australian Water Skiing Champion in the late 1950’s, via that sport both making industry products and forming ‘Surfers Paradise Water Ski Shows’ together with Jack Joel.

He built Surfers Paradise and Adelaide Raceways in 1966 and 1970 respectively. Williams was a leader in the tourism industry building ‘Sea World’ on the Gold Coast in 1971 and started the development of Hamilton Island as a global tourist destination in 1978. His remarkable life ended in 2011 after a series of strokes aged 82.

The Surfers circuit was finished in early 1966, the first meeting held on 22 May. The Grand Opening though was ‘Speed Week’ in August, the great promoter holding a number of events over ten days including two weekends of circuit racing described in this article, drag racing, Concours D’ Elegance, motor cycle racing and a speedboat racing event on the nearby Gold Coast Broadwater.

Surfers immediately became a drivers and crowd favourite, its fast flowing nature a challenge for drivers and their machines, the circuit facilities and viewing mounds providing a world class amenity at the time to we ‘punters’.

My only visit was as a spectator on a family holiday, i convinced my dad to deposit me at the circuit for the day of the ‘Glynn Scott Memorial Trophy’ meeting in September 1973, the feature event a round of the ‘Gold Star’, the Australian Drivers Championship, contested by F5000 cars.

The sight and sound of these fabulous cars bellowing through the fast right hander under the Dunlop Bridge, a true test of ‘gonad dimensions’, ‘flat knacker’ at 7500RPM in fifth, unmuffled Chev and Repco V8’s roaring away into the distance, was truly a sight and sound to behold and feel!

Frank Matich was running away with the race in his brand new Matich A52, until the ‘flat plane crank’ experimental Repco V8 ‘shook the shitter’ out of the Varley battery, no spark, no go. John McCormack won the race in his Elfin MR5 and the Gold Star that year, the inherently dangerous nature of the track clear to anyone seeing Warwick Brown hobbling around on crutches that day. Brown joining the ‘Lola Limpers Club’ having comprehensively destroyed his T3oo and his legs in the Surfers Tasman meeting earlier in the year.

But wow! What a circuit it was!

Williams sold it in 1984, the circuit closed in 1987 and is now part of the ‘Emerald Lakes’ canal estate, like so many of our circuits given over to advancing urban encroachment, but that was a long way away in 1966.

image

Gold Star Meeting…

Jackie had some idea about the local talent from his very successful Tasman Tour early in the year, he won the series in his P261 BRM, taking four wins, but probably got more than he bargained for.

Kevin Bartlett had stepped up since the Tasman Series from the Mildren Teams 1.5, to 2.5 litre Brabham, Spencer Martin also racing a Brabham BT11A for Bob Jane.

Brabham was there, in BT19 the chassis which carried him to victory in that years World Championship, fresh from his German GP win a week before, the car still fitted with its 3 litre ‘620 Series’ Repco V8.

Leo Geoghegan and Greg Cusack were entered in ex-Clark Lotus 39 and Lotus 32B respectively. Both these cars also Coventry Climax FPF 2.5 litre four cylinder engines.

Jack Brabham Brabham BT19 Repco, Surfers Paradise 1966

In the middle of his successful 1966 F1 campaign, Jack brought BT19 to Oz for the opening of Surfers Paradise…Repco wanted the car there but all the same i expect Wlliams paid handsomely for Brabhams’ presence! Here surrounded by admirers in the Surfers paddock (Unattributed)

brabham surfers 1966

Jack here fettling his Brabham’s Repco ‘620’, rotor button the cause of his DNF. (Unattributed)

Ray Bell, ‘Racing Car News’ magazine reporter at the time recalled the meeting on ‘The Nostalgia Forum’…

‘Jack had pole, from KB, JYS and Spencer Martin. KB lead the way, this to be the drive that made everybody sit up and take notice, he’d not been long in 2.5’s and was leading a Grand Prix Winner and pretender to the World Championsip throne. Brabham managed a lap and a half before the rotor button went and he dropped out…Stewart hounded KB for five laps before outbraking him at Lukey…Bartlett finishing two-tenths behind the Scot ‘ (in an identical car)

‘With KB on pole for the main event , Stewart had something fail in the clutch mechanism and dragged away badly…Martin got the jump, leading KB for seven laps before Bartlett went past into Lukey, Stewart looming in a comeback drive all the while.

On lap fourteen they set a new lap record of 1:13:0, a few laps later JYS passing KB under the bridge…KB coming back at the clutchless Brabham…there was more passing and re-passing until the magneto in Bartletts car failed. Stewart blew his engine giving Martin the win having shaken off Leo Geoghegan to do so’.

If there was any doubt, Kevin Bartlett ‘arrived’ as a Top-Liner that day…serving it up to a Grand Prix winner in absolutely equal cars.

Kevin Bartlett recalled recently…’The dices that weekend live in my mind forever. I knew him well before that meeting, his SV Brabham was the equal of mine. We both knew the cars capabilities, the dice was not out of the ordinary as far as we were concerned, the cars were very close but we gave one another room but if you got the line you would slipstream past. We respected each others abilities, we both DNFd the feature race but laughed about it later. He had no ego.’

image

Kevin Bartlett shown in the Mildren Brabham BT11A in the ‘Lakeside 99’ Tasman round, February 1967. He placed fifth in a race won by Clarks Lotus 33 Climax. (autopics)

Surfers Paradise 12 Hour…

Stewart returned from the beach for the second weekend of Williams ‘double header’ to drive the Scuderia Veloce Ferrari 250LM with Kiwi Andy Buchanan, I wrote about this car a while back….https://primotipo.com/2014/07/03/pete-geoghegan-ferrari-250lm-6321-bathurst-easter-68/

The entry also included a Ford GT40 for Frank Matich and Peter Sutcliffe, another LM for Jackie Epstein and Aussie International Paul Hawkins, David Piper and  future LeMans winner Richard Attwood raced Pipers’ ex-works Ferrari P2.

image

Peter Sutcliffes’ Ford GT40 ahead of the Jackie Epstein/ Paul Hawkins Ferrari 250LM (autopics.com)

Given our paucity of top-line sports cars in Australia of this type, the grid was bolstered by sprint sports cars such as Lotus 23’s, production sports cars and touring cars…including a Mini Moke entered by later Touring Car Ace ‘Bo’ Seton and Charlie Smith, the closing speed of Stewarts LM and the like would have been well over 80MPH!, the Moke having little power and the aerodynamic efficiency of a ‘dunny-door’.

image

Jackie Stewarts Ferrari 250 LM blasts past the Charlie Smith/ Bo Seton Mini Moke, the Fazz did 493 laps to win, the Moke 311…lapped just a few times. Speed differentials an issue not just at Le Mans! (autopics.com)

The chequered flag was shown to the Matich GT40, but Scuderia Veloce boss David McKay successfully protested the result giving the win to the Stewart/Buchanan LM. It was not the first time a major event in Australia was clouded by lap-scoring disputes these things not uncommon in those far off, pre-digital days!

image

The winning Scuderia Veloce Ferrari 250LM ‘6321’driven by Jackie Stewart and Andy Buchanan, the car winning the race in 1966/67/68 (autopics.com)

Kevin Bartlett and Doug Chivas finished third in the Alec Mildren racing Alfa Roneo Tz2, Kevin Bartlett again recalls…

‘The 12 Hour was tough going for a little 1600, but Doug was on top of his game, a helluva driver who was kind to the car and did the times. It was a tactical race for us, Alec had worked out a plan and the times we needed to do, which we did consistently. I drove a TZ1 years later at an AGP support event but the TZ2 was areodynamically better, it was quicker in a straight line and had a better track and wheelbase which got it out of corners better. The TZ1 handling was not as good, the tyre and wheel package wasn’t as good.’

image

Andy Buchanan, Jackie Stewart, dignitary, Frank Matich, Peter Sutcliffe, Kevin Bartlett, Doug Chivas. Matich and Sutcliffe happy at this stage but tears were not far away! KB and Chivas piloted the third place Mildren Team Alfa TZ2 (Kevin Bartlett)

Etcetera…

image

Bartlett/Chivas Alfa TZ2, ahead of the John Harvey/ Frank Demuth Lotus 23 and the Cooper T49 Monaco Olds of Tony Osborne/Murray Carter/Ray Gibbs (autopics)

image

David Piper/Richard Attwood Ferrari P2 (autopics.com.au)

image

Peter Sutcliffes’ Ford GT40 was a customer car owned by Sutcliffe, co-driven by Frank Matich, at the time the outstanding sports car driver in Australia, make that one of the the most outstanding drivers in Australia, his competitiveness in open-wheelers proven in the Tasman Series until he (sadly!) went down the sports car path, finally again seeing the light in the days of F5000…(autopics)

image

Early pitstop for the Piper/Attwood Ferrari P2, only 45 laps completed (autopics)

image

Photo and Other Credits…

autopics.com.au, John Stanley Collection

Many thanks to Kevin Bartlett for sharing his recollections of both events

Finito…