Posts Tagged ‘Brabham BT31 Repco’

(T Walker)

Jack Brabham attacks the Longford Viaduct in 1964, Brabham BT7A Climax…

His differential failed on lap 21 of the ‘South Pacific Trophy’, victory went to the Scuderia Veloce Brabham BT4 Climax driven by Graham Hill from Bruce McLaren’s Cooper T70 Climax.

I’ve accumulated a heap of photos of Jack Brabham, many of which are ‘human interest’ type shots taken in the paddock or at other important events. I’ve packaged them up in chronological order with some comments around the shot or the event, I hope you enjoy the selection.

(Fairfax)

Speedcar: Parramatta Speedway, Sydney 26 February 1954…

This photo is late in Jack’s speedway career, I’m not sure which chassis he is aboard above, he travelled to the UK in 1955 remember. In 1948 and 1949 he won the Australian Speedcar Championship in his #28 JAP 880 Midget.

In ’54 he was also racing his highly developed road racing Cooper T23 Bristol, contesting amongst many other events the ’54 AGP at Southport and the NZ GP at Ardmore. It was his showing in NZ which was one of the factors which convinced him to try  his hand in Europe.

Brabham’s first road racing competition was with his dirt midget, fitted with four- wheel brakes he won the 1951 Australian Hillclimb Championship in it at Rob Roy, in Melbourne’s outer east at Christmas Hills!

Cooper T43 Climax FPF: ‘Rochester Trophy’ Brands Hatch, 5 August 1957…

Jack and Geoff Brabham in the Brands paddock prior to this F2 race, he won both heats from two other Cooper T43’s of George Wicken and Ronnie Moore.

Jack looks so young- but he is already 31 and a veteran of nine years of competition, much of it on the dirt speedways of eastern Australia. Geoffrey is five- his racing car debut was in an Elfin 620 Formula Ford in 1972 or 1973, his first full season was aboard a Bowin P6F Formula Ford in 1974. Click here for an article on Geoff;

https://primotipo.com/2015/03/31/geoff-and-jack-brabham-monza-1966/

That season Brabham also won F2 events at Brands in June, the London Trophy at Crystal Palace, the Prix de Paris at Monthlery and the International Gold Cup at Oulton Park. In Grands Prix he contested the Monaco, French, British and Pescara events driving 2 litre FPF powered T43’s, his best, sixth place at Monaco.

Bursting onto stage…

Quite literally, Jack motors into the Dorchester Hotel, London ballroom to be presented with a BRDC Gold Star in 1960. By then he had won two World Titles on the trot of course, in Cooper T51 and T53 Climax in 1959 and 1960 respectively.

Jack and Bruce, Sandown Park, 12 March 1962…

Two great buddies, Jack instrumental in Bruce going to Europe and in ploughing the same path Bruce took with his own cars, three years later.

Jack has just left Cooper’s and ran a private ex-works Cooper T55 Climax 2.7 FPF in the Australasian Internationals that summer. Bruce also ran a Cooper T53 Climax FPF 2.7, like Jack, his own equipe prepared and entered the car.

Jack won the ‘Sandown Park International’ on the Sunday with Bruce third behind John Surtees in another (Yeoman Credit) T53 FPF 2.7. It was the opening meeting of the Sandown circuit, built as it is within the confines of a horse-racing facility. Its still in use, long may it continue!

Which Cooper are they leaning on? Dunno.

There are quite a few shots and information on that meeting in this article I wrote about Chuck Daigh a while back. Click here for a peep;

https://primotipo.com/2016/01/27/chucks-t-bird/

(Getty)

 

Icy Pole…

There are quite a few shots of Jack cooling down and warding off dehydration with a medicinal treat! Here its aboard his Lotus 24 Climax during the 1962 Belgian GP weekend at Spa. He was sixth in the race won by Jim Clark’s Lotus 25.

He left Cooper at the end of ’61 and raced the Lotus until the new Brabham BT3 was ready- its first appearance was in the German GP in early August.

Click here for an article about Jacks experience with the Lotus and the first F1 Brabham BT3; https://primotipo.com/2015/11/06/brabhams-lotuses-and-first-gp-car-the-bt3-climax/

(K Drage)

Sandown Park paddock 1964, Brabham BT7A Climax…

This is the business end of the ‘Intercontinental’ Brabham shot in this articles first photograph at Longford.

Bruce won the first ’64 Tasman Series in the ‘very first McLaren’ his self built Cooper T70 Climax but Jack had a pretty good tour winning three of the races with Graham Hill picking up another in the David McKay owned BT4 as did Denny Hulme in his Motor Racing Developments BT4.

2.5 litre Coventry Climax FPF engine and using a Hewland HD5 gearbox- this very successful model, the BT7A and its BT11A successor won many races in Australasia and South Africa.

‘Warwick Farm 100’ paddock 12-14 February 1965…

Long time BRO mechanic Roy Billington looks on as Jack makes final adjustments to the Repco built and maintained Coventry Climax 2.5 litre FPF engine.

Jack finished second in the 45 lap race behind Jim Clark’s Lotus 32B Climax- Jim won the race, and three others to take the 1965 Tasman for Team Lotus. It was the start of an unbelievable year for the talented Scot who also won the F1 World Championship and Indy 500 in Lotus 33 Climax and Lotus 38 Ford respectively.

Repco obtained the rights to build CC engines in the early sixties- they did a nice trade supplying the locals and Internationals CC 2.5 bits, for many years the engine de jour of the category.

The Charlie Dean/Stan Jones fifties Maybach racing programs run out of Repco Research in Sydney Road, Brunswick created the ‘Repco Racing Culture’ and a swag of gifted engineers, fitters and mechanics who went on to do great things within Repco- and outside it.

The short ‘Coventry Climax Phase’ under Frank Hallam’s leadership in Richmond was an important bridge to the ‘Repco Brabham Engines Phase’ at Repco in terms of men and Hallam’s assembly of the necessary equipment to build and maintain the engines. He bought tools, milling machines, lathes etc. Frank used his budgets wisely to both buy new clobber and refurbish older but far from inadequate machinery.

In essence, the Repco Board believed they had the capacity to build racing engines when Canny Jack pitched the RBE 2.5 litre, Oldmobile F85 based Tasman V8 engine to them in 1963/4.

So, lets not forget the role the maintenance and limited development of the oh-so-successful Coventry Climax 2.5 litre FPF played in Repco’s ultimate 1966-1979 success. Why 1979 you say? The final national championship won by an RBE V8 was Paul Gibson’s win in the 1979 Australian Tourist Trophy at Winton in a Rennmax Repco powered by a 5 litre ‘740 Series’ RBE V8.

Monaco 1966, Brabham BT19 Repco at rest…

Jack resting with a Coke whilst being offered some encouragement from a couple of supporters. He wasn’t well, feeling off-colour, in addition BT19 was late due to a waterside workers strike in the UK.

He had just taken the newish BT19 Repco ‘620 Series’ V8 combinations first win in the Silverstone ‘International Trophy’ a fortnight before so much was expected of the combination in the principality of dreams. In the event the car jammed in gear from a lowly starting position leaving Stewart to win in a BRM P261- a 1.5 litre F1 car with a 2 litre ‘Tasman’ V8 fitted.

Jack’s title winning run started at Reims in July. Click here for my feature on the ’66 season;

https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

OBE from HM The Queen…

Betty, Jack and Geoff Brabham having collected Jack’s Order of the British Empire from the Queen at Buckingham Palace in 1967. He was further honoured with a Knighthood, ‘Knight Bachelor’ in 1979.

Jack looks pretty schmick in tails but I imagine he could not get the ‘Topper’ off his head quick enough!

Victorious French Grand Prix, Le Mans 1967…

Jack won the race from Denny with Jackie Stewart third in an old BRM P261. I wrote an article about this meeting, click here to read it;

https://primotipo.com/2016/02/03/le-mans-french-gp-1967-powerrrr/

It was the fifth event of the championship season and the first win for the reigning champion. Meanwhile Denny was racking up a more than handy pile of points- which would win him the title from Jack and Jim Clark’s new Lotus 49 Ford DFV.

Ain’t she sweet! Ron Tauranac’s ’67 Brabham BT24 was one of his nicest, most cohesive, balanced GeePee designs. It had just enough of everything to do the trick and no more.

Note the characteristic duct to take cooling air within the Vee to keep stuff cool down there, not least the Lucas fuel metering unit. Duct used in the warmer ’67 races.

Mixing With The Big Shots, Melbourne Reception 1967…

Jack with Sir Charles McGrath, long time CEO and later Chairman of Repco Ltd and longtime Premier of Victoria Sir Henry Bolte to honour the achievements of both Brabham and Repco in 1966.

Jack’s suit lapel contains Repco and Goodyear pins reflecting the enormous contribution made by those companies to that success. Jack was a Goodyear early adopter and reaped all the benefits, in no small measure due to his ongoing testing feedback about the product.

McGrath was a Brabham believer, without his ongoing support there would have been no engines. At the time Repco Ltd were an Australian Stock Exchange Top 100 listed company, ‘Dave’ McGrath oversaw the exponential growth of Repco both within Australia and overseas from the time he was appointed Managing Director in 1953. He strode the local corporate scene like a colossus as a Director of Repco and other companies. Click here for his biography;

http://adb.anu.edu.au/biography/mcgrath-sir-charles-gullan-dave-15173

Gelato @ Monza ’67: ‘Streamliner’ Brabham BT24 Repco…

Proof positive he likes his icecream!

However light Ron Tauranac’s BT24 chassis was, the Repco ’67 ‘RB740’ V8 was still only good for 330 or so neddies compared with the 400’ish of the quad-cam 32 valve, new Ford Cosworth DFV. This aero experiment was successful in making the car slip through the air better but Jack had difficulty placing the car accurately through the complex, compound curvature of the screen so the project was abandoned. A works BT23 F2 car was also tested in similar manner.

This was the famous race in which Jack lost out on a last lap, last corner, braking manoeuvre with John Surtees Honda RA301 V12- losing out to finish second with Denny again behind in third. The big, beefy ‘Hondola’ had heaps more power than the Aussie V8 but equally as much bulk- the ‘pork chops’ of the era were the Hondas and BRM P83 H16. The leading ‘lithe and nimbles’ were the BT24 and Lotus 49.

Click here for an article on the ’67 Brabham BT24 including a ‘compare and contrast’ with the Lotus 49 Ford DFV;

https://primotipo.com/2017/12/28/give-us-a-cuddle-sweetie/

Biggles Brabham at Bankstown, Sydney…

Brabham was a leading light of the fifties and sixties racer/pilots wasn’t he? Chapman, Hill, Clark and Reventlow all spring to mind. But there were plenty of others.

Here Jack has just arrived from the UK to Bankstown, Sydney on 11 February 1968.

That year he did a truncated two race Tasman in a beautiful Brabham BT23E Repco ‘740 Series’ V8. It was another lightweight purpose built Tasman jigger built on Tauranac’s F2 BT23 jig that could have nicked the title had he raced at all of the rounds. Mind you Jack would have had to knock over the two Gold Leaf Team Lotus Lotus 49 Ford DFW’s of Clark and Hill to do so. Clark was on tip-top form winning the championship with four victories.

I wrote an article about the BT23E, click here for it;

https://primotipo.com/2015/12/22/jack-brabham-brabham-bt23e-oran-park-1968/

Michael Gasking in the light grey, Jack and the rest of the Repco crew, ‘830 Series’ 2.5 litre SOHC V8. That is an old helmet he is wearing!, it musta been lying around in the Repco Maidstone workshop. A Bell Magnum it ain’t! (M Gasking)

The Lowest Mileage Works Brabham: BT31 Repco…

Jack testing his 1969 Tasman mount, his just assembled BT31, in the late afternoon at Calder the day before it’s race debut at Sandown for the final Tasman round. Chris Amon won the race and the series that year in his works Ferrari Dino 246T V6.

My mate, Repco’s Rodway Wolfe helped Jack assemble BT31 that February day. Years later he owned the car, read his definitive story of this two races in period only, works Brabham!

https://primotipo.com/2015/02/26/rodways-repco-recollections-brabham-bt31-repco-jacks-69-tasman-car-episode-4/

Tribute to Brabham Meeting, Brands Hatch, November 1970…

Brabham accepts the plaudits of the crowd after the last ‘drive in anger’ of his BT33, seven demonstration laps, it was his farewell appearance in the ‘Salute To Brabham Meeting’, behind him is Ron Tauranac his business partner and designer of their cars.

Many of this crowd of 8000 will have seen Jack lose the British GP at Brands only months before due to too little fuel in the car- the cars Lucas fuel injection was left on its starting ‘rich’ setting before the off by mechanic Nick Goozee. The details of the BT33 are here; https://primotipo.com/2018/05/24/jochens-bt33-trumped-by-chunkys-72/

Tailpiece: Suss the atmospherics of this Sandown Tasman shot 1965…

(R Lambert)

Whenever I see this fence I think of the number of times I jumped over it as a youngster. Not right there mind you, that spot was way too public. Clark’s victorious Lotus 32B Climax FPF is at left- he won five of the seven Tasman rounds and Jack’s Sandown winning Brabham BT11A is being fettled by Roy Billington and the chief himself. The senior advisor, Gary Brabham is just short of 5 years old i think. Check out the ‘Sandown muffler’ on JB’s car.

And the crowd takes it all in.

The original Sandown paddock did get a bit squeezy but boy it was a wonderful place to look at cars, drivers and the racing from the pit counter. Them was the days my friends…

Bibliography…

oldracingcars.com, F2 Index

Photo Credits…

Getty Images, Fairfax Media, Kevin Drage, Michael Gasking, Rainer Schlegelmilch, Ron Lambert Collection

Endpiece: JB, Jack Brabham Ford, Bankstown, Sydney 11 March 1971…

Jack retired from F1 and racing, sort of, he actually won a Formula Ford Race Of Champions in a Bowin P4X in 1971, at the end of 1970. Then there was his touring car ‘Dame Nellie Melba’ return in Taxis in the mid-seventies.

He sold his interest’s in Brabham Racing Organisation and Motor Racing Developments to Ron Tauranac and returned to Australia, at that stage having essentially an aviation business, Jack Brabham Ford on the Hume Highway at Bankstown and a farm at Wagga Wagga, 450 Km from Sydney, where he hoped to keep his sons well way from motor racing!

I’m such a sad little unit I can identify that tyre as a G800 Goodyear, not a bad radial in 1971 when this shot was taken. Jack was a ‘Goodyear Man’, I suspect this is some sort of promotion for the tyre and or the Ford Falcon XY behind the great one. Jack Brabham Ford offered a range of ‘tricked up’ Fords.

I wrote an article about Jack’s 1969/70 and retirement returns, click here;

https://primotipo.com/2014/09/01/easter-bathurst-1969-jack-brabham-1970-et-al/

Finito…

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(John Arkwright)

Check out the view Maxxy!

Niel Allen and Max Stewart having a contretemps at Skyline, Mount Panorama, Bathurst, Easter 1969…

The bucolic terrain of New South Wales Central Tablelands stretches into the distance, the view probably not what the two drivers were focussed upon at the time. The race was the 1969 Bathurst Gold Star round, the field of which was substantially reduced by this first lap prang.

The incident happened when Max misjudged his braking behind John Harvey, locked a brake and boofed the fence in his Mildren Waggott 1.6. Niel was right up Max’ chuff in his ex-Piers Courage McLaren M4A Ford FVA 1.6 and couldn’t avoid him. Out of shot is Queenslander Glynn Scott’s Bowin P3 FVA who also joined in the fun!

(D Simpson)

Dick Simpson’s shot was taken at precisely the same time as John Arkwright’s (look at Max in each shot) albeit a bit further down the mountain. Its Leo Geoghegan’s Lotus 39 Repco framed by Allen’s wing with Glynn baring down on the action on the left and about to become a part of it.

Terrific shots both, ‘instant reaction’ stuff but beautifully framed all the same.

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Nice butt shot of Harvey’s BT23E; note wing mounted to cars uprights at rear, ‘RB740’ ‘between the Vee engine’ and oil cooler up in the breeze (oldracephotos.com)

Here (above) is a shot of Harve’s Bob Jane owned Brabham BT23E Repco, it was Jack’s works ’68 Tasman car, sold to Bob at the end of the series then raced by John in the following years. In fact it wasn’t a lucky car for Harvey, he had a big accident at the same Easter meeting in ’68 when an upright broke, rooting the car and John. He was in hospital for quite a while after the prang, his speed undiminished when he returned to racing Jane’s stable of racers, sports-racers and tourers.

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Harvey’s BT23E at Bathurst after his big practice accident on 14 April 1968 (Dale Harvey)

Click here for an article on this car;

https://primotipo.com/?s=brabham+bt23e

These fellas are favourites; property developer Allen was later as quick as Australia’s F5000 ‘Gold Standard’ Frank Matich without nearly as many seat miles, Stewart a multiple ‘Gold Star’ (1971/4) and AGP winner (19734/5) and Harvey a winner in everything he raced; speedcars, single-seaters, big sportscars and touring cars, the Bathurst enduro included.

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Start of the Bathurst ’69 Gold Star race: front row comprises Max’ yellow Mildren Waggott, Niel Allen McLaren M4A FVA and on the inside Leo Geoghegan’s Lotus 39 Repco. The blue car behind is Glynn Scott’s Bowin P3 FVA and Harvey’s red Brabham BT23E, the torque of which clearly gobbled up Stewart and Allen on the steep climb up the mountain for Max to nearly run into him heading down the mountain. The white car is Henk Woelders’ 3rd placed Elfin 600 Ford t/c. You can just see Jacks red Brabham on the outside beginning his charge. He had fuel feed problems in practice so was off grid 7 with times well below the cars potential (Neville McKay)

The race was won by Jack Brabham’s F3 based Brabham BT31 Repco on a rare Gold Star Australian appearance fitted into his European program. This little jigger was powered by a 2.5 litre ‘830 Series’ SOHC, 2 valve Repco V8. Easter Bathurst is an historically significant meeting in Repco terms; it was Jack’s last Repco race and win in Australia. Brabham’s last International Repco races were those contested by he and Peter Revson in the USAC Championship that year in Brabham BT25’s powered by Repco ‘760 Series’ 4.2 litre DOHC, 4 valve, methanol fuelled V8’s.

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Brabham between Skyline and The Dipper, BT31 Repco during the race (Dick Simpson)

Check out, rather than repeating myself these articles on the BT31;

https://primotipo.com/2015/02/26/rodways-repco-recollections-brabham-bt31-repco-jacks-69-tasman-car-episode-4/

and on Brabham’s 1969 and 1970 seasons;

https://primotipo.com/2014/09/01/easter-bathurst-1969-jack-brabham-1970-et-al/

This article was inspired by Lindsay Ross uploading quite a few images of this meeting on his oldracephotos.com Instagram page, check it out, they pop up a post every day or so. It seemed an idea to put the images floating around of this meeting in one place. I’ve an Instagram page too, as well as Facebook, just key ‘primotipo’ into the respective search engines and follow the prompts. The FB page has quite a lot of shots I don’t use on primotipo so may be worth a look every few days.

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Brian Page in BT23A with ‘740 Series’ Repco, DNF with broken exhaust on lap 15 in the ex-Brabham/Scuderia Veloce machine (oldracephotos.com)

The first lap accident ruined what could have been an interesting race, Jack cruised to an easy race win by 1.5 minutes from Harvey’s car and Henk Woelders F2 Elfin 600B Ford t/cam.

Historically interesting is that this meeting was on the weekend of 7 April 1969, high-wings were banned globally at Monaco on the GP weekend of 18 May 1969, so it’s interesting to see the ‘Australian State of the Art’ in terms of fitment of said aero devices immediately before they were banned. Brabham tried the ‘bi-wing’ below setup on his BT31 in practice but raced with only a rear wing fitted.

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Of arcane interest, perhaps (from the master of the arcane and tangential) is that all of Jacks ‘works’ Repco engined Tasman cars competed in this race bar one…

Brian Page’s BT23A(1) is JB’s ’67 Tasman car, Harve’s BT23E(1) is the ’68 weapon and Jack raced BT31 the car, late arriving in Australia, which did the ’69 Sandown round only.

Missing is BT19(F1-1-65) the chassis in which Jack won the ’66 World F1 Drivers and Constructors titles, and in 2.5 litre ‘620 Series’ engined form, raced in the ’66 Tasman Series, putting valuable pre-GP season race miles on Repco’s ‘brand-spankers’ V8 at Sandown and Longford.

The only car not in Oz now is BT23E(1) which was, and still may be in the US.

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Jack Brabham guiding BT19 (F1-1-65) into The Viaduct, Longford on his way to 3rd place during the South Pacific Trophy on 7 March 1966, the third race for the new RB ‘620 Series’ V8. The race was won by Jackie Stewart’s BRM P261

Whilst on the arcane it occurs to me is what a versatile, influential and successful design Ron Tauaranac’s BT23 space-frame was in the Brabham Pantheon…

’twas Ron’s clean sheet design for the new for ’67 1.6 litre European F2; it’s variants won a million F2 races over the following years in the hands of aces like Rindt but also in the care of privateer ‘coming-men’. Mind you it didn’t ever win the title despite winning 6 of the ten championship rounds in 1967, ‘graded drivers’ like Rindt were ineligible for championship points. Matra and Lotus took the ‘works entry’ approach more seriously than Jack and Ron during these years, in any event, as a customer racing car the BT23’s won lotsa races, the 1968 Rindt driven BT23C the most successful car of the year.

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Jochen Rindt typically all ‘cocked up’ on the way to a win in the 9 July 1967 ‘GP de Rouen-les-Essarts’, Brabham BT23 Ford FVA. 1.6 litre F2 formula one of great chassis, it not engine diversity, Ford’s Cosworth FVA won every title from 1967 to 1971. F2 was 2 litre from ‘72 (unattributed)

From an F1 perspective the ’67 World Championship winning BT24 Repco was a ‘beefed up’ BT23, to the extent that Ron initially raced his BT24’s with an FT200 Hewland, the Maidenhead gearbox gurus ‘F2 box’ but found that tranny overstressed with ‘740 Series’ Repco V8 torque tearing away at its gizzards, its CWP in particular. I won’t bang on about the BT24 now as I’m in the process of writing an article about the ’67 Brabham/Repco winning season and go into much BT24 detail. Suffice it to say that the F2 BT23 begat the F1 BT24, my favourite Brabham.

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Denny Hulme jumping his BT24 Repco at the Nurburgring during his ’67 Championship winning season. He won the German GP by 40 seconds from Jack (unattributed)

From an Australian viewpoint the BT23 Repco Tasman cars were very important as they provided much needed cars on skinny local grids…

The Tasman Series 2.5 Formula grids were ‘chockers’ with cars and stars, the domestic championship contained quality but not quantity. Budgets for these relatively expensive cars were hard to find in the sixties and Australia’s march to Touring Car domination was already well underway so ‘taxis’ were starting to absorb sponsorship budgets previously devoted to real racing cars.

Funnily enough, even though there was a swag of Repco engined BT23’s running around it was Alec Mildren’s, one off, 2.5 litre Alfa Romeo Tipo 33 V8 engined BT23D(1) which took a Gold Star. Frank Gardner raced this car in the ’68 Tasman, it was then taken over by Kevin Bartlett, the Aussie ace took the ’68 Gold Star in it. Repco never won a Gold Star title, a topic to explore at some stage during the Repco series of articles I am gradually writing with Rodway Wolfe and more recently Nigel Tait’s help.

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Simply sensational Dick Simpson shot of Kevin Bartlett in BT23D Alfa, Hell Corner Bathurst Easter 1968, KB was walking away with the race until a broken rear upright ended his run. Dominant in this car in ‘68/9 (Dick Simpson)

Delving deeper into this BT23 tangent, whilst a BT23 Repco never won a Gold Star, a BT23 Waggott nee Mildren did…

Denny Hulme raced a works F2 Brabham BT23(5) FVA in the ’68 Tasman Series comprehensively boofing the car in the New Zealand Grand Prix at Pukekohe on 6 January, the series opening round.

Denny’s chassis was Jochen Rindt’s Winkelmann Racing entry in ’67, he won 9 Euro F2 races in it including the Rouen event pictured above. Another car (BT23-2) was sent from England for Denny to race in the rest of the series. Feo Stanton and Ian Rorison of Rorstan Racing bought the wreck and sent it to Rennmax Engineering in Sydney for Bob Britton to repair.

Instead of doing so Bob made a jig from the bent frame and sent a new chassis, the Rorstan Mk1 back to the Kiwis. Seven cars were built on the BT23 jig; the Rorstan, Mildren, two Rennmax BN2 and three BN3’s. Of these the Mildren, so named by Alec Mildren, the Sydney Alfa Romeo dealer, team owner and former Gold Star champion was the most successful. The Britton jig was also put to good use over the coming years repairing cars like Harvey’s bent BT23E!

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Max Stewart ‘harry flatters in top gear’ heading down Surfers Paradise main straight and about to guide his 2 litre Waggott powered Mildren missile under the fast right hander and Dunlop Bridge. 9th in the ‘Surfers 100’ Tasman round in 1970 against the F5000’s. Graham McRae’s McLaren M10A Chev won the race but Bartlett’s 2 litre Mildren Mono Waggott was 2nd on this power circuit (Dick Simpson)

So…the Mildren pictured resting against the Skyline Armco fencing at this articles outset is a BT23 design. Max Stewart was prodigiously fast in the Mildren Waggott, he was one of those guys who seemed to get quicker as he got older, in ’69 he was quick, by the mid-seventies he absolutely flew in his Lola F5000’s. He was one of the very small number of blokes in Oz who squeezed absolutely everything out of these, big, demanding, fast, spectacular, fabulous 500bhp V8’s.

Bartlett, Matich, Allen, John McCormack, Bruce Allison, Warwick Brown, John Walker and Stewart in my book were the F5000 aces with Matich, if I have to pick one, the first among equals. Mind you, on sheer speed Alf Costanzo who came relatively late to the F5000 party could have been ‘the one’. Its an interesting topic to debate, end of F5000 tangent!

One of the pit sights which always amused me, and admittedly small things amuse small minds was big Max, he wasn’t a ‘fat bastard’, but he was 6’2”, crammimg himself into one of his cars before setting off for the dummy grid. If there was a taller bloke than Max in F5000 globally I’d be intrigued to know his name. He must have given away at least 10Kg to the rest of the grid before he even plopped his arse into the tight aluminium monocoque confines of the F5000 Lolas in which he excelled.

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Max was big of stature and heart; here he is after winning the Rothmans International Series ‘Sandown Cup’ on 20 February 1977, his last big win, Lola T400 Chev, sadly not too long before his untimely death at Calder, 19 March 1977 (Ian Smith)

By the time Merv Waggott was building 2 litre variants of his superb DOHC, 4 valve, Lucas injected, bespoke aluminium blocked engines they were outright winners in 2.5 litre Tasman Formula events in the hands on the Mildren Duo, Messrs Bartlett and Stewart. The first Gold Star for F5000 was in 1971; Max’ Mildren Waggott won the Gold Star with about 275bhp from his close mate Bartlett in a much less nimble and reliable 500bhp McLaren M10B Chev in a year of speed and consistency. I don’t care what anyone says, F5000’s driven to their limit were always a little brittle.

So, to join the dots, a BT23 design did win the Gold Star albeit called a Mildren. Stewart’s Mildren Waggott and Bartlett’s Mildren ‘Yellow Submarine’ Waggott are tangents too far for this article and a wonderful future topic, there is a sensational article to be written there with Kevin Bartlett’s first-hand assistance on both chassis’ and engine if I ask him nicely…

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Merv Waggott changing plugs in his baby, Wigram 1970. Bartlett’s Mildren Mono ‘Yellow Submarine’ Waggott (Bill Pottinger/the Roaring Season)

Merv Waggott changing plugs in one of his superb jewels. An all alloy, DOHC, gear driven 4 valve Lucas injected circa 275bhp 2 litre engine. Its in the back Of Kevin Bartlett’s Mildren ‘Yellow Sub’ Waggott, shot is in the Wigram paddock, 1970 Tasman round on 17 January on 7 December. KB had a lousy meeting, not setting a practice time and DNF on lap 6 with engine dramas, Stewart was 3rd though in his car, Matich the winner in his McLaren M10A Chev.

The Waggott 2 litre engine was first built in late 1969 and initially developed circa 250bhp, its output later circa 268-275bhp with about 160 lbs/ft of torque. It raced to a win in KB’s hands in the ‘Sub upon debut in the ’69 ‘Hordern Trophy’ at WF, KB won again at the 1970 Warwick Farm Tasman round ahead of all the F5000’s and 2.5 Tasman Formula cars.  2 litre Waggotts won Australias’ Gold Star in 1970 for Leo Geoghegan (Lotus 59) and Stewart in ’71 as noted above.

An article about Merv and his creations is a wonderful feature for another time. Briefly for international readers Waggott’s Sydney shop built race winning engines from the 1950’s, checkout the article below on the WM Special/Cooper T20 Waggott Holden twin-cam 6 cylinder raced by Jack Myers and tested by Stirling Moss in the late ‘50’s as some background.

https://primotipo.com/2015/02/10/stirling-moss-cumberland-park-speedway-sydney-cooper-t20-wm-holden-1956/

Winding the clock forward, as the ANF1 2.5 litre formula spluttered on in the late sixties a ‘battle to the death’ was fought for the new ANF1 category in Oz between opposing forces who supported either F5000 or 2 litre F2. The latter to commence in Europe from 1 January 1972, F5000 commenced in Europe in 1969 and was born in the US as Formula A earlier still.

Waggott engines were initially of 1600cc, then later 1860cc and used the ubiquitous Ford Cortina block, same as Cosworth’s 1’6 litre FVA wherein Keith Duckworth tested his design ideas in advance of finalising his DFV design. In 1600 form the Waggott would have been Euro F2 legal, it used a production block as the regs required. The 1.6 litre F2 started in ’67 and ended in 1971 when it grew to 2 litres. There were a few FVA’s racing in Australia, the 1.6 Waggott more than a match for them, no Waggott’s, sadly, ever raced in Euro F2.

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Lance Ruting studio shot of one of the engines, Ford block by the look of it so 1600 or 1860 (autopics.com)

Waggott 2 litre engines used a bespoke aluminium block as the stock cast iron Ford block maxxed out at about 1860cc. Beyond that the pistons kissed! Mike Hailwood’s Surtees TS10 won the ’72 Euro F2 Championship running Brian Hart built Ford BDA’s of 1850cc, those competitors running greater capacity than that had unreliability. The final Euro 2 litre F2 regs required production blocks from 1972-75 until ’76 when ‘racing engines’ were allowed. So, in the earliest years of the class the Waggott was ineligible.

Merv’s engines could have raced in F2 from ’76 but he had long before told CAMS to ‘shove it’ after F5000 was chosen (probably rightly given the backing of Ford, Holden and Repco who were building V8’s/wanting to develop an F5000 variant of the Holden engine in Repco’s case) as Australias’ new ANF1 from the 1971 Gold Star competition.

Had the ingenious, beautifully built little engine been Euro F2 Championship legal in 1972 Sydney’s Waggott Engineering had the winning engine! The engines were tried, tested championship winning donks ready to pop into any car. 275bhp and a big fat torque curve, Kevin Bartlett quoted the usable rev range of 6800-8750rpm, would have done the trick in 1972, the BMW M12 changed the F2 game from ’73 of course.

A wonderful ‘mighta-been’ all the same. Merv could have ‘stolen the F2 march’ in 1972 in much the same way Repco did in F1 with its Olds F85 production block based ‘620 Series’ V8 in 1966…

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Max Stewart on the way to winning the ‘Angus & Coote Trophy’, the 1971 Oran Park Gold Star round on 27 June. Mildren Waggott 2 litre, Graeme Lawerence was 2nd in a Brabham BT30 FVC, the little cars succeeding as the F5000’s fell away (Dick Simpson)

Credits…

John Arkwright, oldracephotos.com, Dick Simpson, Dale Harvey, Bill Pottinger/The Roaring Season, Ian Smith, Neville McKay, autopics.com.au

Bibliography…

oldracingcars.com, F2 Register

Tailpiece: A Lotus to end an article on Brabhams…

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Leo Geoghegan’s Lotus 39 Repco with ‘830 series’ Repco V8, started from the Bathurst ’69 pole but out on lap 12 with a gearbox problem, his time would shortly come with this car, winning the JAF Japanese GP later in 1969 amongst a classy field (oldracephotos.com)

Click here for an article on this ex-Clark chassis;

https://primotipo.com/?s=lotus+39

Finito…

 

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Dick Simpson

(more…)

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Max Stewart, Niel Allen & Leo Geoghegan (L>R) , Easter Bathurst, 1969 (Wayne McKay)

Start of the ‘Gold Star’ race Mount Panorama, Easter 1969…

In the Good ‘Ole Days there used to be two meetings a year at Mount Panorama- Easter when the Gold Star race was the feature and of course the ‘Taxi’ classic later in the year.

Then the Gold Star, the Australian Drivers Championship meant something. A lot in fact, it was won down the decades by some great, world class drivers including Lex Davison, Stan Jones, Bib Stillwell, Spencer Martin, Kevin Bartlett, Frank Matich, John McCormack, Max Stewart, Alfredo Costanzo and many others. These days it does not have the same cachet and tourers dominate in Australia. Sadly.

This photo was posted on Facebook by Wayne McKay and shows the grid of the 1969 Gold Star event.

Leo Geoghegan is on pole in his evergreen, white, ex-Clark Lotus 39 Repco…

Alongside is Niel Allen in his ex-Piers Courage McLaren M4A Ford FVA (European F2 car) Max Stewart, having joined Alec Mildren’s team that year, is at the wheel of the yellow Mildren Waggott TC-4V in which he would have so much success over the following 3 years. The Mildren was a car built by Rennmax’ Bob Britton on his Brabham BT23 jig.

The red car on the second row is John Harvey in Bob Jane’s Brabham BT23E Repco, repaired after his huge Bathurst prang the year before caused by upright failure. The light blue car is Queenslander Glynn Scott in a Bowin P3 Ford FVA, a wonderful monocoque chassis car, one of three P3’s, built by John Joyce in Sydney- Joyce not long before having returned from a longish stint as an engineer at Lotus.

The red car towards the rear of the grid, on the fence side of the track is Jack Brabham in his Brabham BT31 Repco- the last of the ‘Tasman’ Brabhams. Jack was making a rare Gold Star appearance in the F3 based car built for his 1969 Tasman Series campaign, but which could not be unloaded from the ship from the UK due to a ‘Wharfies’ strike- and therefore only raced in the final Sandown Tasman round- the Australian Grand Prix won in fine style by Tasman Champion Chris Amon in a Ferrari 246T.

The BT31 was the lowest mileage Brabham ever built, it raced at Sandown and then Bathurst ‘in period’. The 2.5 litre ANF1 was in its dying days, Repco were unable to sell it. Years later, after being a Repco display car Rodway Wolfe acquired it, eventually it commenced its second career as an historic racer in William Marshall, and then in Bib Stillwell’s capable hands.

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Jack Brabham Brabham BT31 Repco , Bathurst Easter 1969 between ‘Skyline’ and ‘The Dipper’. He tried the car both bi-winged and with rear wing only during practice, racing the car as shown. BT31 a one off car based on the F3 BT28. Repco 2.5 litre ‘830 Series’ SOHC, 2 valve V8, circa 295 BHP @ 9000 RPM (D Simpson)

The Tasman 2.5 Formula…

The Mount Panorama grid shows just how poor our domestic fields had become as the 2.5 litre formula came towards its end.

The Tasman 2.5 litre Formula commenced in 1964 in Australia and New Zealand. The Tasman Series, eight events initially- four in both Australia and NZ over two months in the southern Summer was well attended by works or semi-works cars from BRM, Lotus and Ferrari running 2.5 litre variants (bored versions of their 1.5 litre F1 engines out to about 2 or 2.1 litres, or ‘de-stroked’ versions of their 3 litre F1 engines) of their F1 engines.

Local competitors could, on more or less equal terms, compete with the internationals using cars in the early Tasman years powered by the Coventry Climax 4 cylinder FPF engine, dominant in the final years of the 2.5 Litre F1, and later on, from 1967, Repco’s Tasman V8’s which were available to anyone with the cash.

As the sixties went on it became harder to attract the European teams to the Tasman as the F1 season became longer and local competitors, other than a small number of teams, struggled with budgets to run a Repco.

Mind you, support in open-wheeler racing in Australia, whatever the era had always been a problem. It was time, in all the circumstances to consider a new ANF1.

CAMS were vacillated between 2 litre F2, to commence in Europe in 1972 and Formula A or Formula 5000, which used ‘stock block’ American V8’s which commenced in the US, but had ‘taken off’ in the UK in 1969.

CAMS announced the change to 2 Litres, which made sense as Merv Waggott’s engine had already proved competitive. Under pressure from Ford, Holden and Repco, all of whom had commercial interests in the V8’s introduced into Australian road cars in preceding years- ultimately and controversially in some quarters, F5000 became the new ANF1 from 1971, with the 2.5 Litre cars legal in the 1970 Tasman, F5000’s first Tasman season.

Jack came to Australia over Easter 1969 to fulfil his final series of commitments to Repco, as a non-resident he was ineligible for Gold Star points, either way he was a welcome addition to the thinning Gold Star grid.

He was a busy boy in April and May too.

He was at Bathurst in April, raced in the Spanish and Monaco Grands’ Prix in Barcelona and Monte Carlo on May 4 and 18, also practising, qualifying and then racing at Indianapolis on May 30. Indianapolis itself occupied a big chunk of May.

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Jacks car for the Indianapolis 500 in 1969 was the BT25 built the year before. In 1968 they (3 cars built by MRD) were raced throughout the season by Jack, Jochen Rindt and Masten Gregory. Repco ‘760 Series’ 4.2 litre normally aspirated, alcohol fuelled V8, circa 500BHP @ 8500RPM. Hewland GB300 gearbox, chassis using sheet aluminium as a stressed member for the first time in a Brabham.

Jack engaged Peter Revson to drive the other BT25, the cars were powered by big 4.2 litre normally aspirated, alcohol fuelled ‘760 series’ Repco V8’s, close cousins of the F1 ‘860 Series’ engines which had given so much grief in 1968.

AJ Foyt was on pole at 170.568 MPH, with Jack on 163.875MPH, Revvie squeaking into the field as slowest qualifier at 160.851MPH. Revson showed his class in the race won by Andretti’s Hawk Ford, finishing fifth whilst Jack had ignition failure.

The cars were competitive that season Revson winning a race at Indianapolis Raceway Park later in the season.

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Jack Brabham and Peter Revson at Indianapolis 1969

High Wings…

Looking at the Bathurst cars the high-wings stand out, pun intended.

They had grown larger and higher over the previous 12 months, developments in F1 emulating the wings used first by Chaparral on their Can-Am and World Sports Car Championship cars.

Things were about to change though after numerous failures to wings and their mounts- Jochen Rindt and Graham Hill both experienced near catastrophic failures of the wing mounts on their Lotus 49’s in Barcelona on May 4. The FIA acted decisively at Monaco, banning high wings in all classes globally after Monaco GP practice. There on Saturday, gone on Sunday.

Jack experimented with bi-wings in Bathurst practice, but had fuel feed problems problems so he qualified well back He settled for a wing on the rear, and went sans aero-assistance on the front for the race.

The fuel delivery problems were alleviated with the installation of the electric fuel pump from Repco Director, Charlie Dean’s Lancia and an on/off switch to avoid flattening the cars battery.

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Rodway Wolfe’s shot of Jack in practice, here with both front and rear high-wings, Mount Panorama, Easter 1969 (Rodway Wolfe)

The skinny grid looked even thinner by the time the cars appeared out of ‘Murrays’ and onto pit straight at the end of lap 1- Max Stewart and Niel Allen had a territorial dispute going into the Dipper tangling and neatly parking nose to nose high above the Bathurst Plains below.

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Niel Allen #2 and Max Stewart neatly parked high on the mount…’The Dipper’. McLaren M4A and Mildren Waggott respectively, Max extricating all 6’4” from the Mildren. Superb shot shows both the height and elevation of Mount Panorama (John Arkwright)

Jack cantered way and won the Bathurst Gold Star race, his last win in Australia, but one?…

Brabham retired from F1 at the end of 1970, but let’s come back to that in a little bit.

In 1971 Bob Jane promoted a Formula Ford ‘Race of Champions’ at Calder in August pitting some of the stars of the past and present against each other.

Kevin Bartlett, Frank Matich, Bib Stillwell, Alan Hamilton and Alan Moffat were amongst the drivers who took on Jack in his Bowin P4x. Jack Brabham Ford sponsored Bob Beasley who raced ‘Jacks’ car in the ‘Driver to Europe Series’, the Australian Formula Ford Championship that year. Brabham took the car to victory to much public acclaim…no way were one of the locals going to beat him having just retired!

So that little known FF event, I think, was JB’s last ever race win?

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Formula Ford ‘Race of Champions’. Calder August 15 1971. # 6 Bib Stillwell Elfin 600, in his old helmet!, #1 Jack Brabham Bowin P4x, # 7 Unknown Elfin 600, and the obscured car alongside Jack is Frank Matich in an Aztec. Trivia is that car # 6 is the Elfin 600 raced by Larry Perkins to win the FF Championship in 1971, Mike Stillwell raced the sister BS Stillwell Ford # 7 entry in the same Championship (Unattributed)

Jack ‘came back’ and did some touring car events in the mid- seventies including the Bathurst 1000 several times and even shared a Porsche 956 in the World Sports Car Championship race at Sandown in 1984, but I reckon that FF win was his last.

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In a promotional coup, Jack Brabham and Stirling Moss shared a Holden Torana L34 in the 1976 Bathurst 1000. Unfortunately the car had a driveline failure and was hit up the ar$e badly damaging the car. Patched together, the pair put on a show for the crowd but the car did not finish (autopics)

 

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# 56 Porsche 956 driven by Jack Brabham and Johnny Dumfries in the Sandown 1000 round of the World Endurance Championship in 1984. The car was a camera vehicle, and again a promotional coup but still competing, although suffered rear suspension failure so was a DNF. Brabham and Alan Jones careers did not overlap in F1 but both Australian World Champs competed in this race, Jones sharing another Rothmans Porsche with Vern Schuppan, also DNF. It was Jack’s first experience of a ground effect car, at 58, quite different to the last ‘serious car’ he drove, the Brabham BT33 Ford in which he finished the Mexican GP in 1970, he acquitted himself well (Pinterest)

 

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Whats it like out there Jack? It was a hot weekend, the challenge of the powerful ground-effects Porsche must have been considerable but Jack drove for over 2 hours in total, the car eventually failing. Whilst in works Rothmans colours it was a Richard Lloyd Racing 956

F1 in 1970…

These days F1 is all about youth, drivers start in Karts, some are in F1 before the age of 20. Jack was 44 when he commenced his last season and was incredibly competitive at an age F1 drivers these days are long since retired. It was to be a very full season for Jb in a large number of categories.

He won the season opening South African GP, made a last lap mistake at Monaco under pressure from Jochen Rindt whilst leading and came second.

He also finished second to Rindt in the British GP at Brands Hatch as well having passed him and was pulling away before running short of fuel on the last lap.

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Brabham leading a gaggle of cars early in the Monaco GP 1970. Brabham BT33 Ford, Jean-Pierre Beltoise Matra MS120, Jacky Ickx Ferrari 312B, Denny Hulme McLaren M14A and one of the Lotuses…Jack led the race but Rindt gave the Lotus 49 its last victory in a phenomenal chase of Brabham, pressuring him into a last lap error into second place. Had Rindt re-joined Brabham for 1970, he enjoyed 1968 with them despite the foibles of the Repco ‘860 Series’ DOHC V8, instead of staying at Lotus Jack would have retired at the end of ’69 and Rindt, who knows? (Pinterest)

Brabham could have won the World Title in 1970 with a little more luck.

Mind you luck was in short supply that year, friends and former teammates, Bruce McLaren and Jochen Rindt as well as Piers Courage perished in 1970.

Grand Prix racing is the pinnacle and 1970 was a year of great depth. The grid comprised the established aces- Stewart, Rindt, Hill, Ickx, Hulme and Rodriguez, as well as young chargers in their first F1 year including Regazzoni, Peterson, Fittipaldi and our own Tim Schenken. Ferrari, Lotus, BRM, Brabham and March all won races in 1970 as well.

Ron Tauranac designed Jack a ‘pearler’ of a car for 1970. The team had been successful with space-frame chassis’ since it was formed. Chapman popularised the monocoque with his 1962 Lotus 25 but Brabham won championships in all formulae with their simple, user-friendly, easy to repair and forgiving cars. The latter was both a design feature and a function of Jack doing the final chassis settings before ‘sign-off’.

For 1970 monocoques had effectively been mandated by the FIA, new regulations demanded bag fuel tanks to improve the safety of the cars.

Tauranac’s first stressed-skin chassis was the BT25 ‘Indycar’ pictured earlier above. The BT33 could be said to be standard ‘Cosworth powered kit-car’- an aluminium monocoque, Ford DFV engine and Hewland gearbox were its essential elements, but it was a very good one, and was still very competitive in Tim Schenken’s hands in 1971.

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This shot is at Hockenheim 1970, Stommelen’s car in front (5th), Jacks (DNF) at rear. Essential elements are the ‘bathtub’ aluminium monocoque chassis. Front suspension by top rocker and lower wishbone operating inboard mounted coil spring/damper unit. Gearbox and rear suspension ass’y rolls away for the engine change minimising time spent especially on time consuming wheel alignment in the field..mechanics will still align the car mind you, but not as big a job! The more you look, the more you see (Pinterest)

Matra…1970

Jack had decided to retire due to family pressure at the end of 1969 when he had agreed terms verbally with Jochen Rindt to rejoin the team for 1970.

Jochen enjoyed his Brabham season in 1968 despite the problems with the ‘860 Repco’ engine but ultimately asked Jack to release him from his undertaking as a consequence of an offer from Lotus which was too good to refuse. Had that Brabham Racing Organisation course of events transpired history would of course been quite different- Rindt died at the wheel of a Lotus 72 at Monza and won the 1970 World Championship posthumously.

Jack told his wife Betty he would compete for one more year, putting everything into that last season, and not just F1.

He participated in the World Sports Car Championship for Matra competing at Le Mans in an MS650, a spaceframed car using an endurance version of the companies F1 3 litre, 48 valve V12. He shared the car at Le Mans with Francois Cevert, but did not finish with engine failure.

He also did the lead up events to Le Mans including Daytona, tenth with Francois Cevert, Cevert breaking into F1 that year. He shared a car with Jean-Pierre Beltoise at Brands and Monza finishing twelfth and fifth respectively.

1970 and 1971 were the years of the ‘5 litre monsters’ the Porsche 917 and Ferrari 512S, it was tough for 3 litre prototypes, Matra steadily evolved their cars to be the class of the field in 1973/4/5, but Jack enjoyed the season and having to simply to drive the car, not do literally everything else.

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In search of downforce…Brabham in the Matra MS650, Brands Hatch 1000Km, April 1970, 12th sharing the car with Beltiose (Pinterest)

And Indy…1970

Ron Tauranac adapted a BT25 monocoque car for the race using  a 2.65 litre turbo-charged 4 cylinder ‘Offy’ engine and Weissman gearbox.

Jack was classified thirteenth in the BT32 but had piston failure which carved the block in half. The race was won that year by Al Unser in a Colt Offy ‘Johnny Lightning Special’.

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Formula 2 in a Brabham BT30…1970

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Pau GP 1970 front row L>R : Jochen Rindt on pole Lotus 69, Francois Mazet & Jack Brabham both in Brabham BT30’s. Green helmet in the second row is Henri Pescarolo in another Brabham BT30 and alongside Clay Regazzoni, Tecno 69. All Ford FVA powered. Rindt won from Pescarolo and Tim Schenken, also in a BT30 (DPPI)

John ‘Nuggett’ Coombs was a longtime privateer entrant running Brabhams and in 1970 had a ‘dream team’ of Jackie Stewart and Jack sharing a Brabham BT30.

Jack competed at Pau, Rouen and Tulln-Langenlebarn (Vienna), his best result second in the latter meeting to the Ickx BMW 270.

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Brabham ahead of Jochen Rindt at Pau, France 1970. Jack DNF, Rindt winning the race in his Lotus 69 Ford FVA. The European F2 Championship was won in 1970 by Clay Regazzoni in a Tecno Ford FVA. Brabham is driving a Brabham BT30 FVA owned by John Coombs (Pinterest)

Tasman Series 1970 and Retirement…

The only series Brabham didn’t contest that he usually did was the Tasman Series in our Summer, his Matra campaign commenced on January 31 at Daytona. It was the first year of the F5000 Tasman series, albeit the 2.5 Litre cars were still eligible- maybe he figured it wasn’t worth the effort as MRD didn’t build an F5000 car at the time? Either way he spent February in Australia and kept the peace on the home front with Betty, sort of.

Graham Lawrence won the Tasman series that year with his ex-Amon Ferrari 246T, consistently running with and beating the more powerful but less nimble F5000’s.

If only Jack had dusted off the BT31 which won at Bathurst the previous April, fitted current tyres and wings maybe he would have won the Tasman Series, a cup missing from his mantelpiece?

Jack said in later years that he felt he had another three or four competitive years in him. He recounts to Doug Nye in his biography that his father, who had always been his strongest supporter within the family, and reinforced his decisions to continue racing, advised him not to reconsider his retirement during 1970 given the deaths which occurred that season.

At the end of 1970 Jack returned to Australia to a farm near Wagga, his Jack Brabham Ford dealership in Sydney and his aviation interests at Bankstown in addition to investments in the UK.

What can you say about this remarkable Australian which hasn’t already been said?

To my way of thinking he is Australia’s greatest sportsman ever. No other individual performed at the same level for so long, was as innovative as he was, and took on the best in the world and won, both in terms of his driving and in the deployment of Australian technology.

RIP Jack Brabham, thank goodness you did retire at the end of 1970- at the top, alive and in one piece.

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Jack Brabham, sans wings, Sandown Tasman practice 1969…BT31 ‘830’ surely a competitive mount in Tasman 1970 had he entered? (Flickr)

 

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Deep in set-up thought. Jack in his BT33 F1 car during Manaco 1970. ‘Jet Jackson’ fighter pilot helmet that he, Jackie Stewart and Piers Courage tried that year. Skiers goggles. No nomex gloves, leather, nice Rolex watch. Lovely shot which captures the essence of the guy i think!? (Getty Images)

Etcetera: Bathurst 1969…

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Jack Brabham , Bathurst practice Easter 1969. Brabham BT31 Repco ‘bi-winged’ in practice (Facebook)

 

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Brabham in the race which he won, sans front wing. Bathurst Easter 1969. (Facebook)

Etcetera: Calder FF Race 1971…

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Brabham takes the spoils of victory…’Race of Champions’ Calder, Australia August 1971. Car is a Formula Ford Bowin P4X (Facebook)

Etcetera: F1 1970 and Brabham BT33…

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Drawing of Ron Tauranacs’ 1970 Brabham BT33 Ford, Motor Racing Developments first ‘real’ monocoque chassis car

 

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Jarama, Spanish GP 1970. Avoiding the fire as a result of the Ickx/Oliver collision, both the Ferrari and BRM were destroyed but the drivers escaped an accident caused by a stub axle failure of the BRM (Pinterest)

 

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Jack Brabham, Monaco 1970 . BT33 from above, wet Saturday practice (Pinterest)

 

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Jack trying teammate Rolf Stommelens BT33 in Spain practice, both DNF in the race won by the March 701 Ford of Jackie Stewart (Pinterest)

Etcetera Matra…

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Jack Brabham, Matra MS 650, Daytona 1970 (Nigel Smuckatelli)

Photo and Other Credits…

oldracingcars.com, Pinterest, Getty Images, ‘Jack Brabham with Doug Nye’, Nigel Smuckatelli, Dick Simpson, Wayne McKay, John Arkwright, Rodway Wolfe

Finito…