Posts Tagged ‘BRM P261’

clark

Rod MacKenzie’s moody, foreboding, evocative image of Jim Clark’s Lotus 49 at Longford in 1968 is one of my favourites…

Clark is exiting Newry Corner on the run towards the ‘Flying Mile’. He started from pole, winning 100 bottles of champagne in the process and finished second in the Saturday preliminary race in beautiful weather but the clouds opened on Monday morning for the Tasman Championship event, ‘The South Pacific Trophy’.

Star of the show was Piers Courage who drove a gutsy, skilful race in the most challenging, treacherous conditions to win the event in his little F2 McLaren M4A FVA ahead of the big Tasman 2.5’s of his close competitors. Pier’s car was self run, his performances in it that summer reignited his career.

courage

Piers Courage in his McLaren M4A F2 car, Newry Corner, Longford 1968. Power was not all on this fast circuit in such wet conditions, but the plucky Brit was giving away at least 130bhp to his 2.5 litre V8 powered opponents (R MacKenzie)

Pedro Rodriguez and Frank Gardner were second and third in BRM P261 2.1 V8 and Brabham BT23D Alfa 2.5 V8 respectively. Clark was fifth in his Ford Cosworth DFW engined Lotus 49, the 2.5 litre variant of the epochal 3 litre DFV GP engine.

Jim Clark chewing the fat with BRM’s Tim Parnell- all the fun of the fair, Longford 1968, Clark’s Lotus 49 Ford DFW ready for action (oldracephotos/Harrisson)

 

Clark and the boys with Denny Hulme’s Brabham BT23 FVA behind (HRCCT)

Lets go back to the start of the meeting, marvellous from the Tasmanian’s perspective as the series went down to the wire, Chris Amon was still a potential series victor with only six points between he and Jim Clark with Piers Courage’s third place within Graham Hill’s grasp depending upon how he fared.

Chris Amon blew the sealing rings in the Ferrari’s little V6 keeping his crew busy for the evening whilst Pedro Rodriguez popped an engine too- the BRM mechanics therefore readied the P261 V8 for the race rather than the P126 V12 the Mexican raced in the Saturday preliminary. Piers Courage tapped the nose of his pristine McLaren M4A when the flaggies got so enamoured of the cars they forgot to signal oil on the track! All was well at Gold Leaf Team Lotus.

Lap 1 of the preliminary on Saturday, Geoff Smedley’s amazing colour shot- Clark from Hill, Amon, Gardner and one of the BRM’s- Lotus 49 by two, Ferrari 246T, Brabham BT23D Alfa and BRM P261 0r P126 (G Smedley)

Practice times didn’t mean too much as the teams were focused on race setup for the twelve lap Saturday preliminary race ‘The Examiner Racing Car Scratch’ which also counted for grid positions. In the second session of practice Clark did a 2:12.8, Hill 2:13.6 and Amon 2:13.8. Clark was under Jack Brabham’s record set on the way to his win the year before in his BT23A Repco, Jim won 100 bottles of champagne for pole as stated earlier.

In the preliminary on Saturday the grid formed up with Clark on pole. Hill comfortably won the event run in fine, dry weather from Clark and Amon. Both Lotuses were timed on the Flying Mile at 172 mph but Amon’s 182 mph in David McKay’s ex-works Ferrari P4/Can Am 350 sportscar rather put the single-seaters in the shade! Lets not digress about that car now, follow the link at the end of this article for a long piece about the P4 which Chris raced in the sportscar support events in each of the Australian Tasman rounds.

Hill G leads the pack off Long Bridge on lap 1 of the Saturday preliminary. Hill, Clark, Amon, Gardner, Leo Geoghegan Lotus 39 Repco, a BRM and perhaps Kevin Bartlett Brabham BT11A Climax (R MacKenzie)

 

Exit from Newry, lap 1 of the preliminary- Hill, Clark, Amon, Gardner, Geoghegan’s Lotus flirting with the tracks edge, and Attwood. Great shot shows how the circuit rises at this point into the right hand kink up the road (S Geoghegan)

Only a couple of supporting races had been run on the Monday raceday when light rain started to fall at about 10am, this soon became heavy. As the rain got harder and the clouds more threatening it was obvious that it was not likely to abate before the 2.15 pm race start time

The track was almost under water at some points where hay bales had broken up and straw was blocking the drains. Efforts by track officials soon had most of the drainage system under control.

A large crowd was of course present on the Labour Day long-weekend. Crews brought the cars out onto the circuit in front of the pit counter and stood together under umbrellas as the drivers went into a huddle with the promoters of the meeting and the CAMS stewards to determine if the race should go on.

Leo Geoghegan and Lotus 39 Repco return to the Longford pits after some exploratory laps. DNS with unsuitable tyres. Its the Courage McLaren by the pit counter (oldracephotos)

Sergent.com report that first it was decided that the cars should do a couple of exploratory laps then report their findings.

Geoghegan, Amon, Clark, Hill, Attwood, Gardner, Bartlett and others went out and after looking like motor boats ploughing through the water delivered their thoughts to the meeting. The conditions were so bad various drivers with unsuitable tyres elected not to start having driven some ‘sighting laps’.

Kevin Bartlett recounted his experience in the Alec Mildren Racing Brabham BT11A Climax; ‘I did two exploratory laps and the old BT11 couldn’t find traction anywhere. I had an absolutely terrifying 4th gear 720 degree spin across the short Kings Bridge, the one after the Viaduct, missing all the obstacles at the tracks edge. After exiting Pub and in a straight line i did a 360 degree loop. She nearly escaped me over the rail line on the way to Long Bridge. Out of Newry and up the hill to the straight slithering along with no touch felt between me and the bitumen, so i suppose I thought at that moment to do another lap at a very reduced speed then pit’.

Packed car park: Amon’s Dino, the BRM’s of Attwood and Rodriguez, Pedro’s P261 fully covered, the two Lotus 49’s, Piers McLaren, then Leo G’s Lotus 39 and John Harvey’s Brabham BT11A (oldracephotos)

long

‘What are we going to do boys?!’ Drivers considering their options before the race, the pouring rain exacerbated by drains beside the track which couldn’t cope with the deluge; Clark facing us, Hill’s distinctive helmet clear. Courage with his back to us in helmet, Gardner’s lanky frame partly in shot to the right. Amon in the ‘Firestone’ suit, Harvey? at left with head down (oldracephotos)

‘Once back in the tent Alec, Frank (Gardner) Denny (Hulme Brabham BT23 FVA F2) and i had a talk about the tyres that Denny and i had and after trying to come up with a better tread pattern, such as the ones fitted to Franks car (Brabham BT23D Alfa) but with no result. It was agreed that Denny and i shouldn’t risk a start. I was happy with the call and Leo (Geoghegan Lotus 39 Repco) followed suit. Most of the top guys had the latest Firestone, Dunlop or Goodyear wets but none were available to suit the BT11’s. I consoled myself with the fact that if the new world champion (Hulme) didn’t like the risk i certainly shouldn’t!’

Longford, wonderful circuit that it was, provides no runoff area for a driver to go in the wet (or dry!) should a driver lose control or suffer a bad attack of aquaplaning, and this was the main point in contention.

The ill fated Brabham BT23A Repco ‘740’ of Greg Cusack on Friday or Saturday (oldracephotos)

Greg Cusack in David McKay’s Scuderia Veloce Brabham BT23A Repco (Brabham’s victorious Longford mount from 1967) had left the road that morning. He lost the car on the greasy road as he went over the hump/bump on the approach to The Viaduct. The car left the road, hit a bank, somersaulted and crashed into a ditch, he was then pinned under the it before being quickly released by officials.

The 37 year old Canberra motor dealer, who had intended Longford to be his last race meeting, was taken to Launceston Hospital with chipped bones to both knees, stretched ligaments and a fractured left wrist. He was lucky it was not a good deal worse. Bib Stillwell organised for one of his planes to fly Cusack and his wife home to Canberra on the Tuesday where he was admitted to hospital.

Whilst Cusack lay in hospital the other drivers were trying to explain the difficulties of Longford which were exacerbated hugely in the wet. ‘Motoring News’ reports at length about the cordial discussions between the drivers and officialdom and all of the competing issues of safety, providing a show and running a race to determine the winner of the Tasman Cup.

The Stewards finally ruled that the race should go ahead but be shortened to 15 laps of the 4.5 mile circuit, (128 miles to 68 miles) and put the starting time back to 4pm hoping the rain would ease and the situation be safer as a consequence. At 4.15pm the sodden cars and their game, uncomplaining drivers were facing the soggiest start ever seen at Longford, one of the most challenging road circuits in the world.

Front row- Amon Ferrari 246T and the two Lotus 49 DFW’s of Hill and Clark, that’s Frank Gardner’s Brabham BT23D Alfa nose (oldracephotos)

 

Soggy start: L>R Amon Ferrari Dino 246T, Hill Lotus 49 and unsighted to the right Clark. Then Rodriguez BRM P261 #11 and alongside Gardner in the light coloured Brabham BT23D, #12 behind him Attwood BRM P126 and alongside him the winner Courage McLaren M4A. L>R in the back row John Harvey’s Brabham BT11A, John McCormack Brabham BT4 and Mel McEwin Lotus 32B (oldracephotos)

Clark’s Lotus 49 got away well, somehow finding traction with the wide Firestones, and he was followed into the right-hander before The Viaduct by Amon and Hill. The drivers took the opening laps cautiously under race conditions and each car was leaving a gap to the other so they could see through the flying spray.

At the end of lap one the order was Clark, Rodriguez BRM P261 V8 on Dunlops, Gardner Brabham BT23D Alfa on Goodyears, Courage Mclaren M4A Ford FVA using new narrow-section 970s, Hill Lotus 49 Ford DFW on Firestones, Attwood BRM P126 V12 on Dunlop, Amon Ferrari 246T back in seventh owing to a run down the escape road at Newry Corner, then John Harvey Brabham BT11A Repco John McCormack Brabham BT4 Coventry Climax FPF and Mel McEwin Lotus 32B Coventry Climax FPF, this car the ex-Clark/Palmer 1965 Tasman Championship winning chassis.

Richard Attwood, a very good 4th in the big BRM P126 V12 on Pit Straight. BRM was testing, by way of eight Tasman race weekends in a row, this new F1 design in 2.5 litre capacity in advance of the ’68 GP season (oldracephotos/DKeep)

‘Attwood found he had more traction on Dunlops than Hill had with the wide Firestones and he slipped under the Lotus for fifth place on lap 2. Both Attwood and Rodriguez had hand-cut drainage grooves in their tyres. A lap later Courage really got his foot in it to take Gardner on lap 3. He then jumped past both Rodriguez and Clark on the next lap while Gardner followed him through and waited for another lap behind Clark before taking the plunge and heading for second. Amon had taken Hill and now, on lap 5, the order was Courage 9.6 secs ahead of Gardner, Clark, Rodriguez, Attwood, Amon, Hill and Harvey. McEwin and McCormack were already in danger of being lapped by the flying Courage.

Hill from Gardner, not sure who and one of the BRM’s, Long Bridge (R MacKenzie)

Courage, driving like a young Stirling Moss in the blinding rain, somehow gained another 9.5 secs on lap 6, putting him 16 secs ahead of second man Gardner in the Brabham-Alfa. Rodriguez had pulled past Clark and on the next lap Attwood whizzed past Clark to take fourth. On lap 9 Courage was 32 secs ahead of Gardner and having a ball out on his own, right foot hard in it. Gardner was 3.5 secs ahead of Rodriguez who was followed by Attwood, Clark, Amon, Hill and Harvey losing a lot of ground’.

Pedro raced the little 2.1 litre BRM P261 V8 having raced the new P126 V12 in the preliminary and had engine failure. 2nd a minute behind Courage just sneaking past Gardner in the final stages (oldracephotos/DKeep)

‘Rodriguez started to close up on Gardner in the closing laps, but nothing could touch Courage. This was his day, it was he who had the best gear on his car and he was darned sure he was going to make it a race to remember. He had pulled 45.5 secs on Gardner by lap 12 while Rodriguez had got within 2.5 secs of Gardner. Hill challenged Amon on the same lap and finally squeezed past in a daring effort on the greasy track to make the Lotus-Fords fifth and sixth’.

Frank Gardner on the exit of Newry, Alec Mildren’s Brabham BT23D Alfa Tipo 33 2.5 V8. 3rd a minute behind Courage (R MacKenzie)

‘As Courage screamed down the straight heading for the flag he was over 55 secs ahead of Gardner and he came past the pits jubilantly waving his hand. Gardner by this time, heading for the braking area at Mountford, had Rodriguez looking right at the Alfa V8 pipes. There seemed no way that Rodriguez could slip past, but suddenly a gap appeared as Gardner went a shade wide on Mountford and Rodriguez poured on the power into the short straight and took the flag about 25 yards ahead of the Alec Mildren car. Attwood finished his race fourth after a very steady drive, followed by Clark, Hill and Amon’.

John Harvey coming off Long Bridge in Bob Janes Brabham BT11A Repco ‘740’ V8. This is the car in which Spencer Martin won the ’66/7 Australian Gold Star. Converted to Repco power just prior to the Tasman (R MacKenzie)

Hill, Lotus 49 DFW, 5th on the Flying Mile (R MacKenzie)

‘Courage had the rubber, just the right amount of power for the job and the ability to keep the car straight on a very dicey and greasy circuit. He finished the Tasman Cup Series in a wonderful third place behind Clark and Chris Amon. Then came Hill and Gardner 17, McLaren 11, Rodriguez and Hulme 8, Jim Palmer 7, Attwood 4, Roly Levis and Leo Geoghegan 3, Paul Bolton, Red Dawson and Kevin Bartlett 2, Graeme Lawrence and Ross Stone 1 each’.

Like a duck to water- Courage, right tyres, set up, enough power, precision and bravery. McLaren M4A FVA F2 machine (R MacKenzie)

It was very much the end of an era, the last Longford, the speed of the cars and advancing track safety rules caught up with the place and an inability of the club/government to make the requisite investment. Most importantly Jim Clark, a very popular visitor to Australasia since the early sixties and twice winner of the series in 1965 and 1968 died at Hockenheim in an F2 Lotus 48 in April.

Lotus returned in 1969 but it was not quite the same without the magic and personality of the great Scot.

photo (15)

A very happy but cold and soggy Piers Courage, with wife Sally after his Longford ’68 win. It was a might fine drive which is still remembered by those fortunate enough to see it. (oldracephotos)

Etcetera…

Practice and Saturday Preliminary

Richard Attwood, BRM P126, The Viaduct (oldracephotos/Keep)

 

Lap 1 bunch behind the lead group- Gardner Brabham BT23D, Geoghegan Lotus 39, Attwood BRM P126, Bartlett Brabham BT11A, Rodriguez BRM P126 into The Viaduct (oldracephotos)

 

Leo Geoghegan, Lotus 39 Repco 740. Leo frightened the internationals in his ‘old bus’ more than once that summer- Clark’s ’66 Tasman mount Coventry Climax FPF engined. Non starter on Monday tho (R MacKenzie)

 

Chris Amon, Ferrari 246T. Chris learned a lot from his ’68 tour, and applied those learnings well in 1969 winning the title in an updated, four valve, winged  Dino (oldracephotos

 

Pedro Rodriguez, BRM P126. The V12 engine in this car failed during the race so Pedro raced the ‘backup’ P261 V8 in the championship event- cars which had become wonderful Tasman machines from 1966-8. Winner in ’66 in Stewart’s hands (oldracephotos/Keep)

 

Graham Hill, Lotus 49 Ford DFW. Perhaps not the best of Tasmans- 2nd at Surfers and Warwick Farm his best results (R MacKenzie)

 

Pedro Rodriguez, BRM P261 V8 during practice (oldracephotos/Keep)

 

Pedro Rodriguez, BRM P126, The Viaduct (oldracephotos/Keep)

 

Richard Attwood, BRM P126. Drove the Oz rounds in the car vacated by McLaren- 4th at Longford deserved, DNF’s @ Surfers and Sandown, overall the P126’s were not blessed with great reliability in the ’68 Tasman (R MacKenzie)

Photo and Other Credits…

Roderick MacKenzie Collection;  http://www.racephotoaustralia.com/

oldracephotos.com;  http://www.oldracephotos.com/content/home/

The Nostalgia Forum/Ellis French/Rod MacKenzie and Kevin Bartlett.  Sergent.com race report. Geoff Smedley. ‘Canberra Times’ 6 March 1968

Ellis French Collection/Archive

Scuderia Veloce Ferrari P4/Can Am 350…

https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

Tailpiece: Practice- Rodriguez BRM P261 from Courage McLaren M4A Ford FVA and Kevin Bartlett Brabham BT11A Climax FPF. Variety is the spice, braking into The Viaduct…

(oldracephotos/DKeep)

Finito…

Stewart and Clark Dutch 1965

Jim Clarks’ Lotus 33 Climax chasing Jackie Stewarts’ BRM P261 through the Dutch sand-dunes…

Jackie had his first F1 drive with Lotus in the non-championship, late 1964 Rand Grand Prix in South Africa, but made the intelligent decision to join BRM for 1965 where he felt he would have the support and time to develop as a driver. Lotus would have been tougher, Clark was the established ace, and Chapmans track record with ‘number 2’s wasn’t good.

Stewart had great relationships with both his countryman Clark and his teammate Graham Hill who mentored and guided him well, that and Stewarts’ natural ability saw him take his first win in Italy later in 1965.

One of racings great ‘mighta beens’ are the potential duels between he and Clark as JYS matured as a driver and finally got a competitive F1 car with the Matras he drove from 1968…

The Lotus 33 rear view…is an interesting study in suspension design and aerodynamics of the mid ’60s GP car. Fully faired cigar shaped body of the BRM in contrast with the naked Lotus. The clutter of the outboard rear suspension and its impact on the airsteam is marked relative to the rocker arm, inboard approach at the front…

Stewart and Clark icecream

Lotus 33 rear

Lotus 33 Climax, Dutch Grand Prix 1965. Close up…ZF gearbox, later series 32 valve Coventry Climax FWMV 1.5 V8, rubber donuts on driveshaft, suspension single top link, inverted lower wishbone, twin radius rods for location fore and aft, cast magnesium uprights, coil spring/damper units and adjustable sway bar, oh so period and gorgeous!  (unattributed)

Photos unattributed…

 

 

agp 67 hill and clark

(Graham Howard ‘History of The Australian Grand Prix’)

Jim Clark and Graham Hill swap notes prior to the start of the 1967 Australian Grand Prix, Warwick Farm, Sydney. It would be a good season for them both…

Their new F1 Lotus 49’s await their return to Europe, the Ford Cosworth powered cars established a package of integrated design which became the F1 standard for the duration of the 3 litre formula. Their is plenty of press interest in the two stars, teammates for the first time in 1967 and Hill’s #5 Lotus 48.

Behind them in the ‘Farm pitlane is Kevin Bartlett’s Brabham BT11A Climax, KB just in shot with his foot on his front Goodyear. Sixth in the race for him, an excellent result in the old car.

agp 67 start

Start of the 1967 AGP. #5 Hill Lotus 48 FVA 1.6, #6 Clark Lotus 33 Climax 2.0 V8, #3 Jackie Stewart on pole, BRM P261 2070cc V8. (autopics.com.au)

The 48 was Lotus’ new car for the inaugural 1.6-litre F2 1967 season. Designed by Colin Chapman and Maurice Philippe, it was in essence a ‘mini’ Lotus 49 which made its successful debut in the ’67 Dutch Grand Prix on June 4.

Keen to get in some early season testing of the new car, Colin Chapman sent the first chassis to Australia for the Warwick Farm round of the Tasman Series, the Australian GP that year, held on 19 February for Graham Hill to drive. Hill was popular at the Sydney circuit, the promoters paying plenty of money to get the Brit and his new Lotus to New South Wales for just one race. Of added local interest was that Hill had just returned to Lotus having been a BRM driver since 1960. Mind you, in Australia he raced in our internationals the Ferguson P99, Brabham Climaxes owned by ‘Scuderia Veloce’ as well as various BRM’s.

Jim Clark did all of the Tasman rounds in New Zealand and Australia that summer. He won the title in a Lotus 33 Climax, his 1966 F1 mount ‘R14’ fitted with the 2 litre Coventry Climax FWMV V8 engine with which he started the 1966 F1 season, the first year of the 3 litre F1. He used the car until the BRM engined Lotus 43 was ‘ready’ to race.

The new 48 F2 car had a full monocoque chassis made from aluminium sheet with steel bulkheads front and rear. Bolted to the rear bulkhead was a tubular steel subframe which carried the unstressed FVA engine and ZF gearbox. Front suspension used top rockers operating inboard mounted springs and dampers. The rear suspension was also conventional; single upper link, reversed lower wishbone, twin radius rods and coil spring/ damper units.

The 48 used the Ford Cosworth FVA, one of two engines contracted from Keith Duckworth and Mike Costin by Ford. Significantly the engine proved Duckworth’s design direction for his F1 V8, the Cosworth DFV which made its race debut at Zandvoort in the back of the equally new Lotus 49. The FVA’s design commenced in July 1965, its first bench test was in March 1966 and its first race in July 1966. The engine was well tested prior to its trip to Australia in the summer of ’67.

The remarkably successful unit combined a four-cylinder cast iron Ford Cortina block with an aluminium Cosworth head. FVA was an acronym of the ‘four valve assembly’ or ‘four valve type A’ of the engine’s new head. Twin overhead camshafts were used of course, driven from the crankshaft by gears. Equipped with Lucas fuel injection, the dry sumped engine developed circa 220 hp @ 9000rpm.

Ford-Cosworth-FVA

Ford Cosworth FVA Engine Cutaway drawing by Theo Page.

Graham Hill qualified Lotus 48 chassis ‘R1’ well amongst the Tasman Formula 2.5 litre engined cars, 3rd on the grid with only the V8 engined cars of teammate Jim Clark and Jackie Stewart’s BRM in front of him. He may only have had 1.6 litres but the chassis was clearly good and Hill was always been quick around Warwick Farm, the Sydney circuit a very technical one.

Stewart was very fast throughout the Tasman, he won it in ’66, but the BRM’s gearbox was at its limits with the greater stresses of the P60 BRM V8, now at 2070cc and developing much more power and torque than the same engine in its original 1.5 litre F1 guise ever produced. But the car held together at the ‘Farm, Jackie won from Clark and Frank Gardner in a Brabham BT16 Climax FPF, the old 2.5 litre F1 Climax four cylinder engine well and truly outclassed by ’67.

Hill’s new Lotus 48 expired with gearbox maladies on lap 25 but he gained valuable miles on the brand new chassis in advance of the European F2 season, which both he and Clark contested.

Intended as a customer car, the 48 was exclusively campaigned by Team Lotus during 1967, privateers used uprated 41’s. The new Lotus was quick but encountered the Brabham BT23, one of Ron Tauranac’s most successful designs. The 48 won four F2 races in 1967, three in Clark’s hands, the fourth by Jackie Oliver in the combined F1/F2 German GP at the the Nürburgring.

Whilst the Brabham BT23 was the car of the season many of its victories were taken by ‘graded drivers’, notably the ‘King of F2′ Jochen Rindt, whilst graded drivers did win races they could not score championship points. The 1967 title was won by Jacky Ickx using both Matra MS5 and MS7 chassis’, FVA powered.

Lotus continued with the 48 in 1968, 4 chassis were built in total, but struggled again with the dominant Brabham BT23’s. Jean Pierre Beltoise won the ’68 title in a Matra MS7 FVA. 1969 would be a ‘different kettle of F2 fish’, the Dave Baldwin designed Lotus 59 a much more competitive tool.

gh lotus 48 cockpit

Graham Hill tucked into the comfy cockpit of his beautifully finished Lotus 48. He is on the grid of the ‘Guards 100’, Snetterton in March 1967. Hill was 2nd to Rindt’s Brabham BT23. (Max Le Grand)

III Gran Premio Barcelona, Montjuic, Spain 31 March 1968…

untitled

Jim Clark, Lotus 48 FVA, Montjuic, Barcelona 1968. (Unattributed)

Jim Clark aviating his Lotus 48 during practice for the first European F2 event in 1968.

He started the season strongly with victories in his Lotus 49 in both the South African Grand Prix held at Kyalami on 1 January and the Tasman Series, including the Australian Grand Prix at Sandown Park, Melbourne. Jim won 4 of the 8 Tasman rounds, his Lotus used the 2.5 litre Ford Cosworth V8 variant, the ‘DFW’ so he came to this F2 event ‘razor sharp’.

Despite Clark’s speed, Jackie Stewart won the race in his Matra MS7 FVA, Jim was tagged by Jacky Ickx at the first turn, a ‘bonzai’ move down the inside taking out the innocent Scot, deflating a tyre and rearranging the rear suspension. Ickx was involved in another accident on lap 2 and retired. Karma at play!

The shot below is of #1 Clark, with Hills nose in shot, in the middle is an innocent Jochen Rindt, Brabham BT23 FVA. Ickx shot off down the road in his Ferrari 166. The next F2 round was the ‘II Deutsche Trophae’ at Hockenheim the following weekend.

mont clark

Hill’s Lotus 48 nose, Jochen Rindt caught up in the melee in his Brabham BT23 FVA and Clark, Lotus 48 FVA. (Unattributed)

 

mont clark 2

End of Clark’s race, flat tyre and shagged rear suspension. Lotus 48 FVA. Barcelona 1968. (Unattributed)

YouTube Footage of the Barcelona Race;

Hockenheim 7 April 1968…

Jim Clark before the off and (below) in the early stages of this fateful, awful race and the probable high speed tyre deflation which caused the accident that claimed the champions life.

clark and sims

Jim Clark, relaxed before the off and Dave Sims. Hockenheim 7 April 1968. Lotus 48 FVA. (Rainer Schlegelmilch)

 

clark lotus 48 hocken 68

Clark, Lotus 48 FVA, Hockenheim 7 April 1968. (MotorSport)

Lotus 48 Technical Specifications…

Chassis; aluminium monocoque with rear subframe. Front suspension; lower wishbones, top rocker actuating inboard coil spring/dampers, roll bar. Rear suspension; reversed lower wishbones, top links, twin radius arms, coil spring/dampers, roll bar
Steering rack and pinion, Brakes, discs all-round, Gearbox ZF 5DS12 5 speed.
Weight 420 kilo / 926 lbs. Length / Width / Height 3,797 mm (149.5 in) / 1,727 mm (68 in) / 762 mm (30 in)
Wheelbase / Track (fr/r) 2,330 mm (91.7 in) / 1,473 mm (58 in) / 1,473 mm (58 in). Wheels (fr/r) 13 x 8 / 13 x 10

Ford Cosworth FVA

Pretty much the ‘engine de jour’ of the 1.6 litre F2 from 1967 to 1971, the FVA won all of the European titles in that period.
Cast-iron Ford Cortina 1600 ‘116E’ 5 bearing block, aluminium head, 1,598 cc. Bore/Stroke 85.7 mm/69.1 mm, DOHC, 4 gear driven valves per cylinder, Lucas fuel injection and electronic/transistorised ignition. Circa 220 bhp @ 9000rpm.

Those with a strong technical interest in the Cosworth FVA and its role in relation to the subsequent Cosworth DFV V8 Design will find this treatise of interest;

Click to access cosworthstory.pdf

Etcetera…

clark pau 1967

Mini Lotus 49 indeed! Clark in his svelte Lotus 48, Pau GP 1967. 4th behind 3 Brabham BT23’s; Rindt, Hulme and Alan Rees. (Unattributed)

 

clark jarama 67

Clark in his Lotus 48 from Jackie Stewart’s Ken Tyrrell entered Matra MS7, both Ford Cosworth FVA powered, 1st and 2nd, Chris Irwin’s Lola T100 3rd, Jarama, Spain July 1967. (Unattributed)

 

oliver german gp

Jackie Oliver jumping his works Lotus 48 into 5th place, and first F2 finisher, German GP August 1967. He drove a great race, Hulme victorious in his Brabham BT24 Repco. (Unattributed)

 

hill oulton brian watson

Hill on the way to 3rd place in the Oulton Park ‘Gold Cup’ in September 1967 amongst the F1 cars, Jack Brabham won in his BT24 Repco from Jackie Stewart in a Matra MS7 FVA F2 car. (Brian Watson)

 

hill 48 in 68

Graham Hill in the Tulln Langenlbarn, Austria paddock in July 1968. NC with insufficient laps. Rindt won the race in a Brabham BT23C. ‘Chequered Flag’ truck contained the McLaren M4A driven by Robin Widdows also DNF. (Unattributed)

 

lotus 59

For the sake of completeness…this is the Dave Baldwin designed, spaceframe chassis F2 Lotus 59 which succeeded the 48. ‘Twas an FF/F3/F2 car, much more successful than the Lotus 48 but again the Brabham BT 28/30 gave it a good run for its money! Here G Hill at the Pau GP in April 1969 with high wings having only weeks to run before being outlawed by the FIA during the Monaco GP weekend. Hill DNF with fuel metering unit failure, Jochen Rindt victorious in the other Winkelmann Racing 59B. (Unattributed)

Credits…

Graham Howard ‘History of The Australian Grand Prix’

Max Le Grand, autopics.com.au, MotorSport, Rainer Schlegelmilch, Theo Page, Brian Watson, Roger Linton

Tailpiece: 1967 AGP Warwick Farm…

(R Linton)

Start of the race from the pit counter.

Hill’s Lotus 48 FVA at right, Clark, Lotus 33 Climax and Jackie Stewart, BRM P261 on the front row. Brabham is behind Stewart and Denny Hulme behind Jack in Repco ‘640’ V8 engined Brabhams

Finito…

duetto champs

(Bruce Thomas)

The little Alfa Duetto’s DOHC 1570cc would have struggled ferrying this lot, even for a lap…

It’s the victory parade after the 1968 ‘Warwick Farm 100′ won by Jim Clarks’ Lotus 49 Ford DFW from teammate G Hill, with Piers Courage third in his little McLaren M4A Ford FVA.

What driving talent aplenty in this car!

Driving the car is 1960 Australian Gold Star Champion Alec Mildren, Mildren also an Alfa Dealer and incredibly successful and generous race team owner of the 1960-1970 period, the Dutto immaculate in white and wearing a set of ex-GTA wheels, I wonder who owns it now?

Behind Alec is a youthful Alfredo Costanzo, first local home in an Elfin Mono Ford 1.5 and later to be very successful in Australia’s latter F5000 days and the Formula Pacific era in cars owned by Porsche Cars Australia’s Alan Hamilton, another very generous benefactor of the sport.

Brabham, Moss and Clark needing no introduction…

Clark won the race, the Lotus 49 was the F1 standard from its 1967 Dutch GP launch, reliability cost Lotus the titles that year- the light, nimble beautiful handling Brabham BT24’s did the trick, Denny Hulme pipping Jack for the Drivers Championship and Brabham Repco winning the Constructors laurels.

In 2.5 litre ‘DFW’ spec the Ford Cosworth powered cars were formidable Tasman weapons, Clark won the 1968 title and Jochen Rindt was the fastest man of the series in 1969, if not the most reliable.

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Jim Clark, Lotus 49 DFW, WF 1968. (Peter Windsor)

The Tasman Cup entries in 1968 were as interesting and diverse as ever

Moreso than previous years in fact- the interesting shot below was taken as the cars lined up for practice in Warwick Farm’s pit lane and shows the business end of the new Len Terry designed 2.5 litre V12 BRM P126. Its Hewland DG300 gearbox is just visible behind the Lucas fuel pump mounted to the rear of the ‘box, the Shell ‘el cheapo’ oil catch tank is a nice ‘in the field’ touch! Richard Attwood in the hotseat retired from the race with gearbox dramas.

Two of the P126’s were entered in the Tasman, Bruce McLaren raced a car in the New Zealand rounds and took a win at Teretonga, the cars were in the Southern Hemisphere to be race proven, after the abortive H16 program, before the European F1 season but there was always a scramble to drive the old, light, nimble and reliable 2.1 litre V8 P261.Pedro Rodriguez raced it at WF finishing sixth in a car which had so much Tasman success, Jackie Stewart took the title in a P261 in 1966.

In front of the BRM is Frank Gardner’s Alec Mildren Racing, one off, Brabham BT23D Alfa. This magic little car was powered by a 2.5 litre V8 developed via Alfas’ endurance racing Tipo 33 program. Its twin vertically mounted distributors fired two plugs per cylinder- a distinctive visual element of the little DOHC, two valve, injected engine. Later in 1968 the car won the Australian Drivers Championship in Kevin Bartlett’s capable, quick hands.

Forward of Frank is Piers Courage’ McLaren M4A Ford FVA- he came to Australasia with this car and two engines and did incredibly well, perhaps its not unfair to say he re-launched his career with this self funded Tasman effort. Numerous podium placings were surpassed by an heroic win in hopelessly wet conditions on one of the ‘biggest balls’ circuits of the world, Longford a fortnight after his strong third at WF ahead of many more powerful and equally nimble cars as his little F2 McLaren.

This McLaren stayed in Australia after the Tasman being bought by Niel Allen, and was also raced successfully by Warwick Brown in the formative stages of his career.

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WF pitlane Tasman Series 1968. (Brian McInerney)

 

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Graham Hill and friends, Warwick Farm paddock 1968. (Brian McInerney)

Graham Hill was perhaps not as focussed on a win as teammate Clark…get your hands off that young woman you bounder!

Was there ever a bloke from ‘central casting’ who looked more like a dashing, debonair driver than G Hill? He did not have the absolute pace of teammates Clark, Stewart or Rindt but was a driver of incredible ability, the only winner of motor racings World F1 Title/LeMans/Indy ‘Triple Crown’ of course.

His greatest moments were to come in 1968 when he picked Team Lotus up by the scruff of the neck, despite the loss of his good friend Jim Clark, providing the leadership the team needed whilst Colin Chapman recovered from his own grief at losing his driver, friend and colloborator in April, only months after this race meeting.

Lotus’ wins in the Drivers and Constructors Titles in 1968 owe a lot to Hill’s character as well as his determination and speed.

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Hill from Amon and Courage. Lotus 49 DFW, Ferrari Dino 246T, and McLaren M4A FVA. 2nd, 4th and 3rd respectively. WF 1968, the majesty of the place clear in this shot. (Unattributed)

 Jack Brabham had a short 1968 Tasman.

His Brabham BT23E was powered by Repco’s latest 740 Series SOHC V8 and competed in only the Warwick Farm and Sandown rounds.

In fact Repco, for all their F1 success didn’t ever have much Tasman glory in their own backyeard…to be fair the primary reponsibility of the Repco Tasman program each year was to sort out the engines for the coming Grand Prix season, but all the same, a few local wins should have been achieved given the resources deployed?

This fabulous car stayed in Australia, acquired by Bob Jane at the Tasmans’ duration, it was raced for him by John Harvey who was always fast in it, but also unlucky, surviving a high speed accident at Bathurst after a component failure, the low point for the team.

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Brabhams BT23E Repco all ready to qualify with a fresh set of Goodyears. Car in front is the BRM P261 V8 of Rodriguez, Courages’ McLaren body on the deck behind Jack. WF pitlane 1968. (Brian McInerney)

 

moss Wf 1968

Stirling Moss tells Clark about the fast way around ‘The Farm, both drivers loved the place and won there. ‘Lucas Opus’ spark-box prominent between the Vee of the Cossie DFW. Ford DFV famous as a load bearing member of the car, this shot showing the suspension componentry and its attachment to the engine and ZF ‘box. Suspension itself conventional for the day; inverted lower wishbone, single top link, twin radius rods and coil spring/damper, adjustable roll bar. Front suspension inboard; top rocker visible. Nice. WF Tasman 1968. (Brian McInerney)

The Eyes Have It.

Chris Amon (below) absolutely focussed on the task at hand. He came back with another two Dinos he ran with the assistance of David McKay’s Scuderia Veloce in 1969, lifting the title in a tremendous and very popular fashion.

In 1968 he was very competitive, winning the first two Kiwi rounds at Pukekohe and Levin but did not ultimately have the speed of the Lotuses of Clark and Hill. The car was a Ferrari 166 F2 (1.6 litre formula at the time) to which was fitted the 2.4 litre DOHC, two valve, injected V6 engine from the cars used at the start of the 3 litre Formula 1 in early 1966.

In the 1968 Australian Tasman Rounds Amon mixed the racing of the Dino single seater with McKay’s P4/CanAm 350 Ferrari i wrote about a week or so back.

https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

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Chris Amon, Ferrari Dino 246T, WF, Tasman Series 1968. (Brian McInerney)

 This shot captures the atmosphere of the Tasman Series generally and Warwick Farm specifically…

There is no hassle of the drivers by the appreciative crowd and vice-versa, there would be uproar these days of course.

Piers Courage is looking relaxed and happy about his third behind the Lotuses of Clark and Hill, and Amon fourth, is still figuring he could take the title with two rounds remaining at Melbourne’s Sandown and Tasmania’s Longford- ultimately he fell short of Clark by 8 points, Amon taking two wins to Clark’s four.

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Piers Courage and Chris Amon on the WF warmdown lap. McLaren M4A FVA and Ferrari Dino 246T. Australian summer male ‘fashion’ of the day on full display. (Bruce Thomas)

Jim Clark savouring the plaudits of the crowd and one of his last wins, Lotus 49 Ford DFW, 18 February 1968…

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Jim Clark, Lotus 49 WF 1968. (wirra)

Grid and Results…

RCN 68 WF Tasman 01

Etcetera…

(B Jackson)

Get a move on chaps…

And things go better with Coke it seems- brake bleed in process. Note the solid front rotor on Graham’s Lotus 49 rather than the vented ones first used in 1967. Nice shot of the front bulkhead and inboard front suspension mounting treatment.

amn pilane

(Peter Windsor)

Chris Amon in the Warwick Farm pitlane, Ferrari Dino 246T, 1968 was a useful exploratory season for the successful two car assault in 1969.

(Brian Jackson)

Piers Courage alights his McLaren M4A Ford FVA as Ray Parsons, in ‘Australian summer mechanic’s clobber’ awaits instructions for the next round of tweaks before the next session, one of which is to increase the size of the nose mounted duct to get a bit more cool air into the cockpit.

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(John Ellacott)

Superb John Ellacott shot of Frank Gardner in the one-off Alec Mildren Racing Brabham BT23D Alfa Romeo Tipo 33 2.5 V8- she is puffing a bit of blue smoke in best Alfa tradition!

gh wf 68

(Brian McInerney)

‘See you after the race then?’ Hill G dealing with another admirer of the feminine type.

1968 WF Tasman cover

 

(Brian Jackson)

First local driver home was Alfie Constanzo in his Elfin Mono Mk2B Ford twin-cam in eighth place, here shielding his eyes from the late afternoon sun- that’s Ian Fergusson in a Lotus 27 Ford twin-cam behind Alf, both of these cars are ANF 1.5s.

1968 WF Tasman event 5

Photo and Other Credits…

Bruce Thomas, Peter Windsor, Brian McInerney, Wirra, John Ellacott, Brian Jackson

Stephen Dalton for the race program and ‘Racing Car News’ material

Finito…

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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.

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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 Spa race, conditions having changed from wet to torrential 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 covering him with fuel with a broken shoulder, cracked rib and internal bruising whilst Graham Hill and Bob Bondurant, who had also crashed, freed him with tools borrowed from spectators. From that moment Stewart started his 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.

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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…

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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 and speedboat racing- the latter event held 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’ 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 T300 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.

(A Favenchi)

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Wonderful aerial shot of the raceway and airstrip looking back to Surfers Paradise in 1977 (A Favenchi)

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 Brabham Ford 1.5 Brabham BT11A 2.5 Spencer Martin also racing a Brabham BT11A Coventry Climax for Bob Jane.

Jack 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 cars also Coventry Climax FPF 2.5 engined.

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)

 

(P Cadell)

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 led 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 Championship 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 Bartlett’s 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 DNF’d the feature race but laughed about it later. He had no ego.’

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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 Le Mans winner Richard Attwood raced Pipers’ ex-works Ferrari P2.

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

Given the 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’.

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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!

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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 Romeo 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.’

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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…

The front gate (D Strong)

 

(G Paine)

 

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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)

 

(G Paine)

 

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

 

(G Paine)

 

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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)

 

(G Paine)

 

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

 

Don Gorringe/Dick Crawford Lola Mk1 Climax (G Paine)

 

Alan Hamilton and Brian or ‘Brique’ Reed (G Paine)

 

Touring Car race circa 1966 (J Dwyer)

 

(G Paine)

 

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Photo and Other Credits…

autopics.com.au, John Stanley Collection, Alexis Favenchi, Darren Strong, Peta Cadell, Glenn Paine

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

Finito…

Denny Hulme and Jackie Stewart, Levin NZ Tasman 1967 (Digby Paape)

Denny Hulme Brabham BT22 Repco and Jackie Stewart BRM P261, the natty tartan attire of the BRM Equipe a contrast with the more casual Australian approach…Hulmes’ engine is Repco ‘640 Series’ 2.5 litre; original ’66 series Olds ‘600 Series’ block with the ’67 F1 Championship winning ’40 Series’, exhaust within the Vee, heads. Definitive Repco 1967 F1 Championship winning variant is the ‘740 Series’, Repco’s own ‘700 Series’ block and aforementioned ’40 Series’ heads. Early and very important 1967 F1 testing days for Repco, engine making its debut the weekend before at Pukekohe (Digby Paape)

Denny Hulme and Jackie Stewart awaiting adjustments to their cars setup, Levin, New Zealand, Tasman Series 13 January 1967…

Digby Paape took these fantastic, evocative shots of Stewart, Hulme and Jim Clark-‘I was 22 at the time, my father had been president of Motor Sport NZ, and though I was unknown on the North Island I felt I could go anywhere with my Contax, i was masquerading as a journo for the ‘Hutt Valley Motoring Club’. I took all the shots @ F8 @ 250th of a second. Each car only had a couple of mechanics, it was hard to know what was being said. Later on I was the Radio NZ and TVNZ commentator for these and other events, Levin was always hot and the action was close. Close enough for good shots without a telephoto lens’.

Stewart beat Clark in the first Tasman round at Pukekohe the previous week, winning the NZ Grand Prix, the two drivers were the class of the field at Levin as well, despite intense pressure Clark won the 50 mile ‘Levin International’ by less than a second from Stewart’s BRM. Richard Attwood was third in another BRM P261 and Frank Gardner finished fourth in the first of the four cylinder cars, a Brabham BT16 Climax. Denny Hulme retired with ignition problems.

It’s interesting to reflect upon the year to come for each of the drivers…

Denny Hulme, Brabham BT22 Repco, 1967 NZ Tasman, Levin

Denny Hulme, Brabham BT22 Repco, Levin NZ, 1967 (Digby Paape)

It was a tough Tasman for Denny and his team leader Jack Brabham…

They had great unreliability from the new, exhaust between the Vee Repco ‘640 Series’ engines, mainly centred around fuel injection and ignition dramas, but the primary object of the exercise was really to get the engines raceworthy for the 1967 GP season in any event. Jack did have a good win at Longford in his BT23A, the power circuit in Tasmania and last round of the series.

Repco sorted the problems, the new Repco (as against the 1966 Oldsmobile blocked ‘620 Series’) blocked ‘740 Series’ engines were reliable early in the GP season.

Denny broke through for his first GP win at Monaco, 620 engined, but there was no joy in the victory as Lorenzo Bandini perished aboard his Ferrari 312 in a gruesome, fiery accident, which finally helped galvanise action to improve safety standards on the world’s circuits.

In a season when five different drivers won a Grand Prix, his consistency paid off, he won the title with two wins, the Nurburgring the other, from Jack with Jim Clark third in the epochal Lotus 49 Ford Cosworth DFV.

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Hulme en route to his first Grand Prix victory, Monaco 1967 in his Brabham BT20, still fitted with the ’66 series ‘RB620’ engine. Jacks car was fitted with the new ‘740 Series’ the engine blew early in the race. Hill and Amon second and third in Lotus 33 BRM and Ferrari 312 respectively (unattributed)

 

1967 CanAm Road America

Can-Am Road America 1967 parade lap: #4 Bruce McLaren, Hulme alongside in the other McLaren M6A Chev, Dan Gurney Lola T70 Ford behind Bruce, Jim Halls’ winged Chaparral 2G Chev easy to pick…and the rest maybe some of you can help me with the caption? Denny won the race from Mark Donohue and John Surtees , both in Lola T70 Mk3B Chevs (unattributed)

In a full season, Hulme was recruited by his compatriot Bruce McLaren as his teammate in the Can-Am series. Robin Herd’s McLaren M6A Chev was a stunning car, concepted by he and Bruce, and started the teams domination of the series which finally ended when Porsche joined the series, and ruined it! with its 917/10 in 1972.

Denny narrowly lost the series to McLaren but the relationship started a commitment to the team by Denny which endured to the end of his career and saw him race the team’s F1, Can-Am and Indy Cars through to the end of 1974, when he finally returned to NZ.

Jim Clark, Lotus 33 Climax, NZ Tasman, Levin 1967

Jim Clark, Lotus 33 Climax, Levin 1967. ‘R14’ was the last of the trendsetting Lotus 25/33 series built, the first ‘modern-monocoque’ which made its debut in Holland 1962. Clarks 2 litre V8 was giving away some power to most of his serious competition, the 2.1 litre BRM’s and 2.5 litre Repco’s but his driving abilities were more than up to closing the deficit (Digby Paape)

Clarks Lotus 33 ‘R14’ was a chassis which had been kind to him…

He first raced it at Brands Hatch in July, and, fitted with the super trick 2 litre version of the Coventry Climax FWMV V8 had served him well in 1966, he drove the car when the heavy BRM ‘H16’ engined Lotus 43 was unsuited to the circuit or circumstances- his best result against the new 3 Litre F1’s was a strong third in Holland.

He won the Tasman series in ‘R14’, assisted greatly by the unreliability of the Brabham Repcos and the BRM P261’s, the latter so dominant the year before. The two 2 litre FWMV V8’s were shipped to the Antipodes, the Mk8 1976cc engine was created by using the big 72.39mm bore of the 1964/5 Mk4-7 engines with the 1961/2 Mk1-2 60mm longest stroke to create a circa 245bhp motor. With the ‘R14’/2 litre FWMV combination Clark won five of the eight Tasman Series 100 mile races, three- at Wigram, Lakeside and Sandown were Tasman Cup championship events, the other two at Levin and Teretonga were non-championship races.

Clark raced a Lotus 43 BRM in South Africa, the first GP of 1967, then ‘R14’ for the last time at Monaco, finally getting his hands on the Lotus 49 at Zandvoort. By that time he was a British tax exile so the first time the Scot saw the car was when he drove it in Holland, he hadn’t even tested the thing, those duties had been faithfully carried out by Graham Hill.

Jim Clark, Lotus 49 Ford, Dutch GP June 1967

Jim Clark on his way to a debut win with the Lotus 49 Ford, Dutch GP, Zandvoort June 4 1967…both engine and chassis changed the face of GP racing in an instant (unattributed)

The car was ‘right’ from the start, he won on its debut and then a further four 1967 races, but Dennys’ consistency got him over the line that year in the equally new Brabham BT24, lets not forget that it, too, was cleansheet in terms of chassis and engine that year. Click here for a piece on the Brabham BT24; https://primotipo.com/2017/12/28/give-us-a-cuddle-sweetie/

The Lotus 49 package was dominant in 1968, but sadly Clark’s 1968 South African GP triumph, off the back of his third Tasman Cup win, was his last, he died tragically in a Lotus 48 Ford FVA  as a consequence of probable tyre failure in the during the ‘Deutschland Trophae’ Hockenheim F2 race on 7 April.

The king of the 1.5 litre formula proved he was also king of the 3 litre formula in 1967, and anything else he drove!

Graham Hill heroically galvanised the Team Lotus after Clark’s death, winning the title in 1968 and provided leadership Chapman initially did not, grieving for Clark as he understandably was.

Jackie Stewart took two Tasman Cup wins…

Mechanical woes, particularly weaknesses in the BRM P261’s transmission crown wheel and pinion cost him victories, but his speed was apparent and close to Clark’s- the two races he won were biggies too- the NZ GP at Pukekohe and AGP at Warwick Farm. Unlike Jim, who had the F1 Lotus 49 to look forward to, BRM persevered with the heavy, complex and slow ‘H16’ engined BRM P83/115 in 1967.

It was to be a long, character building year, a second and third in Belgium and France respectively but retirement in all eight of the other championship rounds awaited the young Scot.

He had won his first Grand Prix in the lithe, nimble P261 in Italy in 1965 but it was then a ‘long time between drinks’ in F1, his undoubted speed was finally reflected in wins when he departed to Team Tyrrell which started running Ford DFV engined Matras in 1968, his first title came in 1969 aboard the glorious MS80. Click here for an article on that Matra; https://primotipo.com/2016/07/01/matra-ms80-ford/

Jackie Stewart, BRM P83, Nurburgring 1967

Jackie Stewwart wrestling his big BRM P115 ‘H16’ BRM, Nurburgring 1967. He was running fourth when the transmission failed, ‘yumping’ hard on the ‘tranny at the ‘Ring! Hulme won the race in his light, nimble Brabham BT24 Repco (unattributed)

 

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Team Tyrrell ran Matra F2 cars in 1967, Jacky Ickx taking the Euoropean F2 title, and Jackie Stewart, pictured here in an MS7 FVA at ‘Oulton Park’ took one championship win…and critically the team took the view the cars would be successful in F1 (Eddie Whitham)

What duels there may have been as Stewart matured as a driver and took on his friend and countryman Clark- mind you we saw it in the 1967 Tasman as they were in essentially cars of equal performance, albeit JYS’ BRM often did not run for long enough for the duels to run their course…

As Digby Paape says ‘how lucky we were to see the international drivers in current F1 cars as we did in those wonderful 2.5 Tasman years, the equivalent of seeing Schumacher in that years winning Ferrari’. Indeed it was.

Photo Credits…

Digby Paape, Eddie Whitham, Doug Shaw Collection

Tailpiece: Pukekohe 1967…

Love the hats on the gals at the motor racing!

Clearly they have a penchant for ‘Rice Trailers’- it seems said equipment made the trip across the Tasman as well as the two cars, not the happiest of Tasmans for the Repco-Brabham crew despite an ‘all out’ effort to take the Tasman Cup.

Finito…