Posts Tagged ‘Cooper T45 Climax’

(unattributed)

‘It is not common for racing cars to be photographed from the rear- more usually from the side or front.
Here are a few rear views (or views of rears) from my archives’ – Bob.
Jack Saywell, above, in his only appearance at Bathurst in his 2.9 Alfa Romeo P3, Easter 1939.
He could do no better than 6th when his engine was reluctant to start after a pitstop to adjust the brakes. The photo below is from ‘The Magnificent Monopostos’ by Simon Moore- this pitstop one of several during the very hot 1939 AGP at Lobethal, the heat caused major tyre problems for the heavier cars which did not afflict winner Allan Tomlinson’s nimble, light MG TA Spl s/c, Jack was 6th again.

(GP Library)

My anal side, not dominant at all in normal life kicks in with a wonderful selection like this- I feel the need to pop in chassis numbers where I can- but I am going to resist given the time required to do so! Good ole Google works pretty well- ‘Jack Saywell Alfa Romeo P3 chassis number’ will give you anoraks a path to finding what you want, otherwise just enjoy these magnificent photographs from Bob’s archive, Mark.

(unattributed)

Paul Swedberg drove John Snow’s Delahaye 135CS to 2nd place at the Bathurst 1939 meeting, in John’s absence overseas. Paul’s own Offenhauser Midget, in which he was virtually unbeatable on the on speedways, was not entered.

(unattributed)

Ted McKinnon finished 13th in the 1953 Australian Grand Prix at Albert Park in his Maserati 6CM. Doug Whiteford won that day aboard the first of his two Talbot-Lago T23C’s.

(S Wills)

An unknown car exhibiting the disadvantages of a swing rear axle system. Something tells me that this is DW Stephenson in his DWS? Templestowe Hillclimb in outer eastern Melbourne, September 1954.

(S Wills)

Maserati’s chief mechanic Guerino Bertocchi is leaning into the cockpit of Moss’ victorious Maserati 250F at Albert Park during the AGP weekend in 1956.
Having debuted as a riding mechanic with Alfieri Maserati in the 1926 Targa Florio and subsequently being riding mechanic in thirteen Mille Miglias as well as the 12 Hour of Pescara, it has always saddened me that he should die in 1981 as a passenger to an American during a trial drive of a modern Maserati. Car enthusiast Peter Ustinov told an amusing story concerning Bertocchi. Guerino delivered a new Maserati road car to Ustinov in Switzerland and said to Peter “I don’t know who you are Senor Ustinov, but you must be important to have me, Bertocchi, delivering your car”.

(S Wills)

Reg Parnell enters Jaguar corner in his Ferrari Super Squalo during the same wonderful 1956 AGP weekend.
The 30mph sign would not have deterred him. It also serves to remind us that ridiculous speed limits are not a new phenomenon – this sign was at the start of Albert Park’s main straight.

(S Wills)

This photograph shows the large SU required to feed the highly modified supercharged Vincent engine in Lex Davison’s Cooper. Phil Irving was the designer and the modifier of this motor – still labelled H.R.D on its timing cover. Templestowe 1957.

(S Wills)

Stirling Moss in the Cooper T45 Climax FPF 2 litre, Melbourne Grand Prix, Albert Park, November 1958.
This photograph is taken during practice – the race was held on a hot day and the Cooper was denuded of much of its rear body work in an endeavour to keep the driver cool. The long shadows show that the photograph was taken in the early morning – I seem to recall that practice was at 6.30am.

In spite of the hour, note the huge crowd at Jaguar corner. In a previous post I have mentioned that Moss really only showed his sublime skill during the 1956 AGP when it began to rain with just six laps to go. On this morning Stirling was struggling with locking brakes and again demonstrated phenomenal car control – I was crowd marshalling at about the point from where this photograph was taken.

(S Wills)

Almost a rear view – note the missing engine cover to cope with the heat. Moss won the 32 lap, 100 mile race from Jack Brabham’s similar Cooper T45 Climax FPF, Doug Whiteford’s Maserati 300S and Bib Stillwell’s Maserati 250F.

Sadly this was the last race meeting at the ‘Park until the modern AGP era.

(S Wills)

Len Lukey (5th) in the Lukey Bristol tailing Bib Stilwell in the 250F Maserati through Jaguar corner in 1958.

(S Wills)

Ted Gray in the Tornado 2 Chev- again at Albert Park of course in 1958, Ted retired the Lou Abrahams car after completing only 4 laps.

(S Wills)

Len Lukey in the eponymous Lukey Bristol at Templestowe 23/3/1958 – or was it still called the Cooper T23 Bristol until it got its Vanwall inspired body?

(S Wills)

JW Philip in an Austin Healey at Templestowe on 20/04/1958. We know nothing of this car and driver.

(S Wills)

Jack French in a  Cooper Norton of only 499cc, but still good enough to break the magic (to me) 30 seconds. His time 28.15 Rob Roy, 1959. Coopers with various power plants were ‘King of the Hills’ in those days.

(S Wills)

At Templestowe in 1958; Bruce Walton in his Walton Cooper. Six times Australian Hillclimb Champion from 1958 to 1963.

(N Hammond)

And lastly, me at Rob Roy in my Type 35 Bugatti in 2008.
Credits…
Bob King Collection
References: ‘AGP – Howard et al’, Bathurst: Cradle of Australian Motor Racing John Medley, ‘ The Magnificient Monopostos’. Simon Moore. ‘Bugattis in Australia and New Zealand, 1920-2012. King and McGann
Tailpiece: Spiro (Steve) Chillianis, Rob Roy 1960, with some work to do …

(S Wills)

Car is the ex-Eddie Perkins rear engined Lancia Lambda Special, now fitted with an Austin A70 engine, or should we say ‘was fitted’. He recorded a time of 80.88 seconds- perhaps the ambulance broke the timing strip?
Finito…

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

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

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

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

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

and here for the ’54 AGP;

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Photos/References…

Quentin Miles, Australian Motor Sports Review 1959 & 1960

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

(K Drage)

Finito…

 

(J Richardson)

Roy Salvadori all set to go in the Longford paddock before winning the 5 March 1961 ‘Longford Trophy’ aboard his ‘Ecurie Vitesse’ (Jack Brabham) Cooper T51 Climax…

These wonderful photos at Longford during the long, languid, hot Tasmanian summer of 1961 were taken by John Richardson who was a Shell Representative for Northern Tasmania and therefore had the ability to prowl the pits and form-up area. His son Greg recalls the meeting ‘I was only 6 at the time and memories get a little hazy. But I will never forget sitting on a 44 gallon drum in the pits and that wonderful almondy smell of the racing fuel and the noise, it was pretty amazing stuff for a little kid’.

The sort of experience which hooks you on the sport for life…

Jack on the front row beside John Youl, Coopers T53 and T51 Climax- behind is the unmistakeable yellow T51 of Austin Miller- alongside Aussies right-rear you can only just see a bit of Lex Davo’s Aston Martin DBR4 (J Richardson)

Very Black Jack- look at the ‘tache and beard- has not shaved for 24 hours. Cooper T53 ‘Lowline’ (J Richardson)

Roy had better luck in Australia than he did in New Zealand- there he raced a Yeoman Credit Lotus 18 Climax at Ardmore, Levin, Wigram and Teretonga, his best a second place at Teretonga. He had gearbox problems twice and a leaking radiator in the other events.

He then crossed the Tasman Sea to Australia and raced the Cooper used by Ron Flockhart that Australasian season- in Tasmania and two International races a day apart at the new Hume Weir circuit outside Albury on the New South Wales/Victoria border. He was fourth in one, DNF the other, both races were won by Brabham’s Cooper T53 ‘Lowline’, the car photographed above.

During my formative years of interest in motor racing, devouring all of the books we all did on the history of the sport Roy Salvadori was ominpresent in publications on the British scene- where he seemed to race anything which had wheels in multiple events at the same national meeting, and also competing in International events.

Maserati 4CM, Jersey 29 April 1948, 7th in the race won by Bob Gerard’s ERA B Type (unattributed)

Whilst his surname is decidedly Italian exotic Roy was very much a Brit, born in Essex of Italian parents…

Well known as the winner at Le Mans aboard an Aston DBR1 together with Carroll Shelby in 1959 he was also very handy aboard single-seaters and is rightfully on the list of those talented enough, but unfortunate not to win a championship Grand Prix.

The highly skilled all-rounders best F1 season was in 1958, when he was second in the German Grand Prix, third in the British and fourth in the drivers’ championship aboard a Cooper T45, the title won that year by another quintessential British driver of the fifties, Mike Hawthorn in Ferrari Dino 246’s. Cooper were not of course using Coventry Climax FPF engines of 2.5 litres that season, making the performance even more meritorious.

Roy Francesco Salvadori was born on 12 May 1922  in Dovercourt, Essex. After leaving school he joined his father’s refrigeration business before starting to trade in cars, running his own garage in Tolworth, Surrey by the age of seventeen. The War put paid to early plans to race but as soon as the war was over he responded to an advertisement for an MG sportscar only to find that the car in question was the R Type pre-war single-seater- a deal was quickly done.

Jack #24 and Roy, Pescara GP 18 August 1957. Cooper T43 Climax, 7th and DNF in 2 litre cars in the race won by the Moss Vanwall VW57 (Cahier)

The R Type MG was entered in the very first race meeting post-war at RAF Gransden (Gransden Lodge) on 15 June 1946 with Roy the second of two finishers in a three car race! He progressed quickly to a Riley Special and then a 50% share in a 2.9 litre Alfa Romeo Tipo B/P3 said to have been owned by Tazio Nuvolari.

In May 1947 he entered it in the Grand Prix des Frontières at Chimay, Belgium, and, though the car was stuck in top gear from the first lap, finished fifth. Prince Bira won the race in a Maser 4CL.

He soon sold the P3 and bought a Maserati 4CM finishing 7th in the Jersey Road Race in April, contested the British Empire Trophy in May, DNF and later the 1948 British GP at Silverstone finishing 8th in the race won by Gigi Villoresi’s Maserati 4CLT.

In 1949, he again raced in the British GP, Q23, DNF . He was 5th in his heat and 17th in the final of the August International Trophy at Silverstone and wrote off a Maserati 4CL at the Curragh track in Ireland during the September Wakefield Trophy. 1950 was a year of rebuilding the finances and finding a competitive tool- the plucky motor-trader settled on a Frazer-Nash Le Mans sportscar.

Roy ahead of a group of XK120’s, date and circuit unknown, 1951 probably (unattributed)

Salvadori’s first meeting in the ‘Nash was the Daily Express International meeting at Silverstone.

Interviewed in MotorSport in 2008 Salvadori said ‘I was leading, a big thing for me then, ahead of Bob Gerard, Tony Crook and the other Frazer-Nashes. So I was feeling pretty good about life…We came up to lap a group of slower cars which were having their own battle. I tried to overtake them all, but it couldn’t be done’. He ran wide, hit the marker barrels- oil filled drums and cartwheeled down the road, his foot was stuck in the steering wheel spokes, as a consequence he was flung about like a rag doll as the car overturned. Roy suffered a triple fracture of his head- wearing no helmet and had severe brain haemorrhaging. ‘At Northhampton Hospital they decided they could do nothing for me, and pushed me into a corner. They rang my parents and told them I was unlikely to be alive by the time they got there’. A priest was summoned and gave him the last rites.

Salvadori was back in a car three months later. His only permanent legacy of the monster shunt was deafness in one ear.

Roy acquired the 1950 model Jag XK120 (above) and first raced it at Boreham in August 1951. He had much success in the car over the next 12 months racing it against the similar machines of people like Duncan Hamilton and of course many other marques. A more serious machine was the Grand Prix Alta 1.5 s/c of H Webb with which he contested the Boreham Mail Trophy race in July for a DNF.

RS aboard Bobby Baird’s Ferrari 500 F2/GP machine at Castle Combe in 1952. Lampredi 4 cylinder, 2 valve, DOHC Weber fed dual World Championship winning engine front and centre (Simon Lewis)

With his speed and enthusiasm undiminished he was soon in demand to drive other peoples cars, he raced the Jag on into mid-1952 before selling it to Peter Blond. The Frazer-Nash was repaired and raced at Ibsley in April, the car again crashed.

A significant breakthrough were a series of drives in Irish press-baron heir Bobby Baird’s Ferrari 500 2 litre F2/GP car. In an impressive performance he was Q19 and 8th in a field of 31 cars at the Silverstone British GP.

In August he raced a Ferrari 166 (Baird’s?) in the Daily Mail Trophy at Boreham but withdrew after 21 laps. Back in the Ferrari 500, at  the Daily Graphic Goodwood Trophy in September, he was 6th and a month later he drove the car to victory in the Joe Fry Memorial Trophy at Castle Combe.

In mid September Roy contested the GP di Modena in a Cooper T20 Bristol, crashing the car in the race won by Villoresi’s Ferrari 500.

Salvo’s speed in a variety of cars- his versatility clear even then and ability to handle the demanding GP Ferrari lead to an invitation to join the Connaught team for 1953 to contest GP events in the Lea-Francis four-cylinder engined cars.

Camp Connaught, French GP Reims 1953. #42 Bira DNF diff, #50 Salvadori DNF ignition, #48 Johnny Claes 12th. Look carefully and you can see the Prince speaking to Alfred Neubauer in the background. Mike Hawthorn won this famous race after a titanic long dice with Fangio, Ferrari 500 and Maser A6GCM respectively (G Phillips)

The Connaught A Type was a very competitive tool in British national events, Roy’s best results second placings in the Lavant Cup Goodwood, BRDC International Trophy Silverstone, Crystal Palace Trophy and Newcastle Journal Trophy at Charterhall. In September he won the Madgwick Cup at Goodwood from Stirling Moss’ Cooper Alta.

In championship Grands Prix the pickings were much slimmer- he failed to finish all of the events he contested, the Dutch, French, British, German and Italian GP’s. The problem was the cars reliability not Roy’s speed- he qualified 11th, 13th and 14th at Zandvoort, the Nurburgring and Monza respectively for example.

In 1953 he joined Aston Martin in sportscars- although the focus of this article is single-seaters not his two-seater programs.

For 1954 he made the sensible decision to drive a Maserati 250F for Sid Greene’s Gilby Engineering team, the very best 2.5 litre customer GP car of the period. With it he won the Curtis Trophy at Snetterton, was second in the Lavant Cup, BARC F1 race and third in the Goodwood Trophy (all at Goodwood). The Gilby lads took the Maser across the channel to contest the French GP at Reims where Roy was Q10 but had a half-shaft failure. Back at Silverstone for the British GP he was a wonderful Q7 of 28 on a circuit at which he always excelled but had a transmission failure on lap 7.

Roy aboard the Gilby Engineering Maser 250F ‘2507’ at Silverstone in 1954. Too funny finding this shot- when I first became interested in racing someone gave me this very shot as a postcard without identification. I knew enough to know it was a 250F- and the driver looked ‘Eyetalian’ but I could never work out who it was back then! (Tom March)

Still in the first flush of youth, he raced the Gilby Maser ‘2507’ on into 1955 with wins in the Glover Trophy and Curtis Trophy at Goodwood and Snetterton respectively. He qualified first and finished second behind the Collins 250F at the International Trophy, Silverstone.

The 11 April Goodwood meeting says everything about Salvadori’s speed, versatility and work ethic- he contested six of eight events! He won the Lavant Cup in a Connaught A Type, was second in the Chichester Cup, first in the Richmond Trophy and second in the Easter Handicap all in the 250F. He won the ‘B Sportscar’ race in an Aston DB3S and was fourth in the ‘C Sportscar’ race in a Cooper-Maserati. Wow!

Lavant Cup Meeting Goodwood 11 April 1955. Roy on the way to winning the 7 lap F2 race at Madgwick. Connaught A Type and Cooper Bristol (P Redman)

The team again entered the British GP at Silverstone this time yielding Q20 and DNF due to a gearbox failure.

Into 1956 Roy again raced the Gilby 250F which was getting a little long in the tooth compared to the latest spec works-cars but was still a good thing in national events- he was first in the Vanwall Trophy and Sussex Trophy at Snetterton and Goodwood respectively. Moss won the Glover Trophy at Goodwood in a works 250F ‘2522’ with Roy behind him.

In International events the 250F was 3rd in the GP de Caen and had DNF’s at both Silverstone and the Nurburgring- the British and German GP’s but qualified 7 and 9 to remind everyone of his speed in the old jigger. He was Q14 and 11th- last at Monza.

Success also came in mid-engined F2 Cooper T41 Climaxes with wins in the British GP support event, at Brands in the Bank Holiday meeting and at Oulton in the International Gold Cup F2 race.

Roy awaits the off aboard a Vanwall VW57 before the start of the French GP @ Rouen in 1957. Q6, DNF engine on lap 25- and qualified well clear of the two BRM’s! (unattributed)

A man in demand he signed with BRM for 1957, but after his cars brakes locked solid, causing his retirement from his BRM debut race and then failing to qualify for the Monaco Grand Prix, he walked away from the team.

Raymond Mays failed to intervene satisfactorily to improve the P25’s notoriously poor brakes. The P25 became a race winner- it won BRM’s first GP in Jo Bonnier’s hands at Zandvoort in 1959 of course but in 1956/early 1957 it was a problem child. No less than Alex Moulton and Alec Issigonis, Colin Chapman and Piero Taruffi- the latter two track testing the car applied their talents to dealing with the racers many handling, roadholding and braking problems. Leaving BRM at the time was as good an F1 Salvadori decision as being part of Aston’s F1 program in 1959 was a bad one!

Roy continued racing Aston sportscars throughout 1957 and was invited by David Yorke to drive a Vanwall VW57 in the Reims GP in early July, for 5th and in the French GP at Rouen a week later- Q6 and DNF engine. Chapman had of course applied his magic touch in Acton too a year earlier!

German GP paddock 1957: Yep, I can give these barges a run for their money! RS musing about the benefits of his nimble Cooper @ the Nurburgring if not its power. #1 & 2 Maser 250F’s of JMF and Jean Behra. Roys F2 Cooper T43 Climax Q15 and DNF engine in the famous ‘greatest GP of all time’ won by Fangio from the Lancia-Ferrari 801 twins Hawthorn and Collins (Getty)

 

Salvadori chasing Olivier Gendebien’s Ferrari 246 Dino during the 1958 Belgian GP, the Belgian was 6th and Roy 8th in his Cooper T45 Climax. Stirlings’s watches look good! (GP Library)

For the balance of 1957 Roy joined Cooper beside Jack Brabham, the pair racing Cooper T43/45 Climaxes in F2/F1 events. Cooper ran Coventry Climax FPF’s of just under 2 litres in F1 that season, the class capacity limit 2.5 litres from 1954-1960 inclusive. He was 2nd in the GP de Caen and failed to finish the German GP having qualified 14th running a 1475cc FPF as an F2 car within the F1 grid.

Generally Jack did better than Roy in F2 but he won the Woodcote Cup at  Goodwood, and the F2 class of the Daily Express International Trophy, was 2nd in the London Trophy at Crystal Palace and 4th in the Coupe de Vitesse at Reims.

For 1958 Roy stayed with Coopers and had his best season in GP racing as detailed early in this article. In addition to Championship GP events he was also quick in British Internationals taking 2nd, 3rd, and 4th in the BRDC International Trophy at Silverstone, Glover Trophy at Goodwood and the BARC 200 at Aintree.

Beautiful shot (reader David Fox points out Getty have it ‘the wrong way around’) of Roy’s Aston DBR4/250 at Zandvoort in 1959. Q13 and DNF overheating in the race won by the more modern and developed front-engine BRM P25 of Jo Bonnier- first GP win for them both. The Aston was maybe a potentially winning car in 1957- too late she cried (Getty)

Aston Martin finally got their DBR4 race ready- it was to Roy’s credit that he felt bound to drive it and did so but his first steer of the front-engined bolide would have been enough to indicate that AM had missed the boat relative to the Coopers with which he was now very familiar and had done so well.

It was a backward step indeed. To stay with Coopers would have been the go in 1959 fitted as they were with Coventry Climax FPF’s of 2.5 litres- they won the drivers and constructors titles of course. Roy did more than enough to stay with Cooper in 1959- in ’58 the qualifying record was fairly evenly split between Jack and Roy with the Brit getting far better race results. Oh to have stayed put at Surbiton!

In a fullish GP season he raced Tommy Atkins Cooper T45 Maserati at Monaco and Reims and the Aston DBR4/250 at Zandvoort, Aintree, Monsanto Portugal and at Monza- his best placings 6th in the Monaco, British and Portuguese GP’s. Sixth at Monsanto was 3 laps behind the Moss winning Cooper to give some idea of the relative pace of the new and old paradigms.

In non-championship races he won the London Trophy, was 2nd in the Lavant Cup in a Cooper T43 Climax F2 and frustratingly got a good, long, hard look at the back of Brabham’s Cooper T51 Climax finishing 2nd behind him at Silverstone in the Daily Express International Trophy aboard the Aston.

Roy gets into the Essex Racing Stable #4 Aston DBR1 he shared with Tony Maggs at Le Mans in 1961. The Border Reivers #5 the Jim Clark (jumping in) and Ron Flockhart DBR1 is alongside, both cars DNF (unattributed)

Following his 1959 success at Le Mans, in 1960 Salvadori returned to the 24 hour race in another Aston Martin DBR1 beside a very young Jim Clark, finishing a good 3rd behind two Ferraris.

His Grand Prix program in 1960 was limited to the Dutch and British GP’s in Astons for a DNS and DNF- and at Monaco and Riverside in an Atkins Cooper T51 Climax for a DNF and 8th. In Cooper mounted non-championship events he was 3rd in the Oulton Park Trophy and Lavant Cup at Goodwood and 4th in Snetterton’s Lombank Trophy. He won the Lancashire & Cheshire Car Club F2 race at Oulton Park.

After Aston’s withdrawal from GP racing he drove Reg Parnell’s Yeoman Credit Cooper T53 Climax FPF 1.5 litre engine cars in the first year of the new GP formula.

In a great mighta-been drive in the 1961 US GP at Watkins Glen he charged his Cooper T53 Climax FPF from eighth place up to second- closing on Innes Ireland’s leading works Lotus 18 when with five laps to go his engine failed. He was 6th at Aintree and Monza in a season dominated by the squadron of V6 Ferrari 156’s and notable for the brilliance of Stirling Moss in the under-powered Rob Walker Lotuses at Monaco and the Nurburgring.

German GP, Nurburgring 1962. Q9 and DNF suspension in Lola Mk4 Climax V8, winner Hill’s BRM P57 (unattributed)

Roy commenced the 1962 season with a trip to Australasia to race a Bowmaker Cooper T53 Climax with ‘…our first two races cut short because of rain storms and I took a 4th in the NZ GP and 5th in the Hudson Memorial Trophy. In contrast the following weekends Lady Wigram Trophy was held in stiflingly hot conditions and i again finished 5th’ Roy recounts in his biography.

But his tour was cut short with a practice crash at over 130 mph during practice at Warwick Farm on 4 February, the first Australian leg of the tour.

‘At Warwick Farm we were using an improved Dunlop tyre and although Surtees and I had a set each for the race, we had to share a set in practice. Surtees came back into the pits near the end of practice and the mechanics had a frantic rush to transfer the wheels from his car…I charged off from the pits, joined the long (Hume) straight and was approaching the hairpin (Creek Corner) that followed very quickly. As to what happened next I have to rely on what I was told, as I remember nothing of the accident. As I braked for the hairpin the car turned sharp right into a flag marshalling area protected by the sleepers and hit this at about 100 mph. I suffered head injuries, a broken cheekbone and severe facial cuts, the car was a write-off and two marshalls were injured (with broken legs). I was unconscious until the following day…I was later flown back to the UK for further medical treatment…My theory as to the cause of the accident is that we failed to pump up the brakes (a procedure peculiar to the Cooper after a wheel change) and then as I pumped them up quickly for the corner, the right front brake locked’.

Roy in a CT Atkins Cooper T53P Climax at Crystal Palace during the 1961 London Trophy meeting- a race he won. It was a car of this type he crashed at Warwick Farm albeit 2.6 FPF rather than 1.5 FPF as powered here (PA Images)

Roy flew back to Australia for the Sandown Park Trophy on March 11/12- the circuits opening meeting and drove a Lex Davison Cooper, ‘I was far from fit and it was a very stupid thing to do, although it seemed like a good idea at the time! I was slow in practice and in the race retired because of mechanical trouble’.

Warwick Farm and its fallout was hardly a good start to what would be Roy’s final GP season with a Bowmaker Lola alongside John Surtees.

They drove Eric Broadley’s Lola Mk4 Coventry Climax FWMV V8’s with Surtees consistently outpacing the veteran Salvadori who was terribly cramped in the cockpit of the car more suited to the shorter ‘Big John’. He carried this off with dignity with Surtees remarking after Salvadori’s death ‘Roy had always been serious about his motor racing and in my view, never quite realised his full potential as a grand prix driver, mainly because he was waiting in the wings while Aston Martin were being so slow in developing their DBR4 in 1959’.

Roy had shocking luck with unreliability whereas Surtees had a much better time of it and seconds at Aintree and the Nurburgring. There was nothing too wrong with the basic design, Roy’s best qualifying performance was in Germany with Q9.

Roy blasts away from the Goodwood 1960 TT start, Aston DB4GT in pursuit of Stirling Moss who is already outta picture- and won the race in Ferrari 250SWB (LAT)

The time had come though, Roy was 40, it was right to retire from Formula 1 at the seasons end. But he continued to race sports and touring cars with great success, often for his lifelong friend, John Coombs until 1965, when he retired from racing but not before another couple of big accidents- flipping into the lake at Oulton Park after a puncture to his Jaguar Saloon and at Le Mans in 1963 when his E Type Lwt spun on oil dropped by Bruce McLaren’s Aston Martin. He crashed, then Bino Heins was burned to death in his Alpine, Bino  having sought to avoid Jean-Pierre Manzon who was unconscious in the middle of the track having also crashed after losing control on the oil.

Motor racing is and very much was dangerous!

Testing a very early Ford GT40 at Le Mans in 1964- Colotti ‘box, wire wheels all in evidence (unattributed)

Salvadori was also involved in the original Ford GT40 campaign via John Wyer, his friend/Team Manager from Aston Martin. In fact his last race was in a GT40 at Goodwood in 1965 finishing second overall and winning his class.

In 1966 and 1967 he managed the Cooper F1 team, but was still not averse to a steer, doing some of the early test and development work on the new for ’66 3 litre V12 Cooper T81 Maserati at Goodwood. The driving strength included Pedro Rodriguez, John Surtees and Jochen Rindt.

Testing the very first Cooper T81 Maserati in early 1966 at Goodwood. A race winning car and potentially the ’66 champion with an ace behind the wheel from the start of the season. Surtees joined mid-way thru the season after his spat with Ferrari- losing he and the Scuderia a probable championship to canny Jack (Getty)

c’mon Roy, gimme Pedro’s car! Salvo and Jochen Rindt during 1967 (unattributed)

Meanwhile the garage business which funded his racing in the early days had flourished into major BMW and Alfa Romeo dealerships- they were sold to a public company providing the means and tax necessity perhaps for he and his wife Sue to move to Monaco.

His flat overlooking the Grand Prix finishing line became famous for its parties during GP weekends. He died on 3 June 2012 a familiar figure at historic racing gatherings down the decades.

Etcetera…

Wharton and Salvadori, BRM and Maser, Madgwick, Goodwood, Easter Monday 1954…

I was researching the photo above, its before an infamous high speed contretemps between the two Brits and found this piece Doug Nye wrote in his ‘Goodwood Road and Racing’ column in November 2016- here it is in all of its wonderful glory…

‘One of the great personal rivalries that used to be played out – in part – at Goodwood, was the personal antipathy between Roy Salvadori and Ken Wharton. Roy was a supremely self-confident, stylish, charming, debonair, soft-hearted, philanthropic south-London used-car dealer. His race driving philosophy was pretty much no holds barred, and he was always prepared to stick his elbows out and push and shove, or to position his car in such a way on track – as in a braking area or turn-in point for a corner – in which a close-quarters rival would be embarrassed (or intimidated) into giving way, fearing the consequences of contact – which in that period could be utterly horrendous.

Ken Wharton was evidently an almost equally charming, friendly kind of chap out of a racing car’s cockpit. But the Smethwick garage proprietor – who was in the 1950s one of the most versatile of all competition drivers – having been a front-runner in everything from mud-plugging trials to rallying and road racing in cars ranging from tin-top saloons to 500s, Grand Prix cars and the centrifugally-supercharged Formule 1 and Libre V16-cylinder BRMs, had a less armour-plated personality. He was never quite confident that he was really as good as he earnestly wanted, and tried, to be. In the car – especially at BRM when he found himself teamed with Fangio and Gonzalez (two hopes, no hope and Bob Hope) – he could only play second or third fiddle to the true stars of the day. But he plainly felt that Salvadori was not quite from the top drawer either – not a Moss, and most certainly no Fangio, nor Gonzalez. And so should Salvo attempt to assert himself on track against Ken Wharton, than Smethwick Ken would push back.

This became a pretty explosive situation in that era when drivers were not belted into the cockpits of their racing cars, when wire wheels were narrow and racing tyres slim, heavily treaded and easily intertwined should cars clash side-to-side. Competing cars were also quite tall, quite hefty, relatively unstable, and easy to overturn. On the back of the admission ticket or pass were printed the words ‘Motor racing is dangerous’ and in the ’50s that was absolutely and often painfully self-evident.

There was a history between Salvadori and Wharton before the Easter Monday Goodwood race meeting in 1954. The feature Glover Trophy race was run over 21 laps, for Formule Libre cars which set Roy Salvadori’s new Sid Greene-entered Maserati 250F against the V16 BRMs of Ron Flockhart – in the latest short-chassis Mark II variant – and Ken Wharton in the full Grand Prix-spec long-wheelbase V16 Mark I.

Roy squeezing all there was from the little Cooper T45 Climax during the 1958 British GP @ Silverstone. 3rd in the race won by Collins Ferrari Dino 246 (J Ross)

 

Roy alongside Mike Hawthorn and Jean Behra on the front row of the Glover Trophy at Goodwood, Easter 1958. Cooper T45 Climax, Ferrari Dino 246 and BRM P25. In the row behind is Scell’s BRM and Brabham’s #18 Cooper. Mike won from Jack and Roy (J Ross)

 

Reg Parnell, Roy and Carroll Shelby, Le Mans 1959 (unattributed)

 

Roy shared this Aston DBR1 with Jim Clark @ Le Mans in 1960, the Border Reivers entered car was 3rd in the race won by the Ferrari 250TR of Paul Frere and Olivier Gendebien (unattributed)

 

Roy and Les Leston shared this DBR1 @ Le Mans in 1957, DNF oil pipe. Ron Flockhart and Ivor Bueb won in a Jag D (unattributed)

 

Roy from Graham Hill, Oulton Park GT race in 1961, Hill won with Roy 3rd (unattributed)

 

You can sense the mutual trust and respect between photographer Bernard Cahier and RS in this Monza 1962 shot. Lola Mk4 Climax, Q13 and DNF engine in the race won by Hill’s BRM P57. The Lotus 25 Climax behind is Trevor Taylor’s works machine  (B Cahier)

 

 

Bibliography…

MotorSport article by Simon Taylor in August 2012, ‘The Guardian’ obituary, ‘Goodwood Road and Racing’ column Doug Nye, ‘Goodwood Remembered’ Peter Redman, Stephen Dalton Collection, oldracingcars.com, ‘Roy Salvadori Racing Driver’  Roy Salvadori & Anthony Pritchard, David Fox

Photo Credits…

John Richardson, John Ross Motor Racing Archive, B Cahier, Getty Images- GP Library/PA Images, Pinterest, Simon Lewis Transport Books, LAT, Tom March, George Phillips

Tailpiece: Roy, Aston DBR4, Zandvoort 1959…

Finito…

Charles and John Cooper, Cooper Climax and Babe, late fifties…

I’m a big fan of the Getty Images archive, there are so many photographs there to inspire thousands of articles but Joisus the captions are usually pretty blardy useless. Good enough for the mum and dad recipients of the newspapers they were most often published in but lacking the detail anoraks demand!

This one is a case in point, it reads as follows: ‘Building Cooper Formula 2 racing cars for British racing. Charles Cooper (left) with a fitter at (sic) a Cooper Formula 2 car’, no date of course.

I’m not a Cooper expert but am keen to date the shot, identify the Cooper’s type and the name of the lissom young lass on the workshop wall!

Some hints: the Cooper has coil spring (when fitted) rather than transverse leaf front suspension. The Coventry Climax FPF engine is fitted with twin-SU rather than Weber carbs. The chassis is of no help to me in terms of distinctiveness, it’s the same ‘offensive to purists’ but ‘perfect in practice’ curvy Owen Maddock designed spaceframe which went into all Coopers of the period. Having said that an expert will see what I do not.

My guess, and its no more than that, is a 1958 Cooper T45 Climax. Mind you, that fuel tank is a biggie, matched by another on the other side- none fitted at the moment its more likely an F1 Cooper T51. Or maybe an F2 Cooper running in Gee Pee events as the T45 did with 2 litre FPF’s fitted in 1958.

But most importantly what is the name of blondie-locks, she really has the looks to lift the mood of even the snarliest mechanic on the coldest of Surbiton, winter mornings…

 Credit…

 PA Images

 

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(LAT)

Stirling Moss leads the 1956 Australian Grand Prix at Albert Park in his works Maser 250F…

The dark, gloomy, wet weather shot could be in Europe. Stirling won the 80 lap, 250 mile race held on 2 December 1956 by a lap from teammate Jean Behra, Peter Whitehead’s Ferrari 555 Super Squalo, Reg Hunt’s Maser 250F and Stan Jones similar car.

The excitement of this post Melbourne Olympic Games race meeting run over two weekends I covered in an article about the Australian Tourist Trophy which Moss also won the week before, in another works Maser, this time a 300S, click here to read it;

https://primotipo.com/2016/01/29/1956-australian-tourist-trophy-albert-park/

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Moss during the 1958 Melbourne Grand Prix metting in Rob Walker’s Cooper T45 Climax. He raced sans the rear engine cover in the final, such was the heat, so this is a practice shot or heat (Fairfax)

This short article is pictorial in nature, I rather like the justaposition between his win in the conventional, state of the art 250F in 1956 and victory 2 years later in the 1958 Melbourne Grand Prix. This time  Stirling was in a paradigm shifting, mid-engined Cooper, in this case a T45 Climax. He took the first modern era, mid-engined GP win on January 19 1958 in a Cooper T43 Climax at the Buenos Aires circuit in Argentina.

Moss chills in the Albert Park paddock before the off in 1956 (S Landrigan)

 

Stirling won that 32 lap, 100 mile Albert Park, Melbourne GP race run in super hot conditions on 30 November 1958 from Jack Brabham’s Cooper T45 Climax 2.2 FPF.  Doug Whiteford’s Maser 300S and Bib Stillwell’s Maser 250F were 3rd and 4th. The race was an F Libre event attended by over 70000 spectators. Brabham led away at the start but Moss soon passed him and moved steadily away keeping a strong lead despite easing in the final laps given his cars water temperature, which was off the Smiths clock!

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The two Cooper T45’s were the class of the field, Moss and Jack took a heat apiece. Stirling’s car was fitted with an Alf Francis built Coventry Climax FPF, 4 cylinder DOHC, 2 valve, Weber carbed engine of 2051cc, it was a ‘screamer’ with trick cams and crank. Jack’s T45 toted a 2.2 litre FPF, revised ‘Ersa’ 5 speed ‘box and double wishbone rear suspension.

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Jack’s Cooper being fettled in the Albert Park paddock in 1958, probably a practice day shot, T45 Climax (G Rhodes via KBY191)

Brabham was still on the rise as a driver, he raced in F2 in 1958 (and in the F2 class of some GP’s) but took 4th in the Monaco classic, 6th in the French, 7th in the Portuguese and 8th in the Dutch GP at Zandvoort-all in works F1 Cooper T45’s. His time was shortly to come of course in 1959 and 1960.

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Moss takes the chequered flag in his Cooper T45, Melbourne GP, November 1958 (LAT)

Sadly, the 30 November 1958 Albert Park race was the last race meeting until the modern Albert Park era which commenced with the first of the F1 Grands Prix in 1996. Or more precisely some historic events in the years before which softened up the public to the concept. The use of the park for motor racing became enmeshed in Victorian State politics, the net result was the end of racing for nearly forty years.

Barry Green observed in his book, ‘Glory Days’; ‘In many ways that final meeting represented a changing of the guard. The two nimble, little, rear-engined cars had blitzed the field, underscoring the fact that the writing was on the wall for the big, front engined cars. So too, the days of the wealthy sporting amateur, of racing for a silver cup and the fun of it all. Professionalism had arrived-to see that, one had to look no further than the darkening sky over Albert Park; to a hovering helicopter , about to pluck Stirling Moss from the crowd and whisk him off to Essendon Airport and connections to the Bahamas for the Nassau Speed Week’.

Checkout this fantastic BP film, supporters of Moss’ attendance at the event, of the 1958 Melbourne GP meeting…

Bibliography…

‘Glory Days-Albert Park 1953-8’ Barry Green

Credits…

stirlingmoss.com, LAT, Fairfax Media, Graham Rhodes, Simon Landrigan

Tailpiece: And a fine tail it is too. Moss, Maser 250F and mechanic in more recent times. ‘I won’t remember your number, text me’ is the gist of the conversation…

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(unattributed)

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Cliff Allison releases his Lotus 12 Climax from the Monaco haybales in 1958, whilst teammate Graham Hill passes in the sister car…

It was a significant race for Lotus, their debut as Grand Prix competitors, Allison was classified 6th and Hill’s race ended on lap 15 with engine dramas.

Coventry Climax had still not built a 2.5 litre version of their FPF 4 cylinder engine, so Lotus, like Cooper were competing with engines of 1960cc, well below the 2.5 litre F1 capacity limit.

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Jesse Alexander’s shot captures the atmosphere of Monaco ’58, shot taken from the ‘Milk Bar’

 

Times of change in racing are of immense interest to those of us with an historic bent, 1958/9 is one of those eras with the growing influence of the ‘Green Cars’ a portent of the British dominance to come. And of course Cooper showing the mid-engined path still with us today.

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Cliff Allison at Monza in 1959 (Cahier)

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Lotus 12 in all its naked glory at Zandvoort in 1958. It was about as small as a front engined GP car could get, ignoring the fact it was designed as an F2 car! In 1958 ’twas as modern as tomorrow and as passe as yesterday simultaneously (Cahier)

Indicative of  mid-engined growing superiority was the failure of all the Maserati 250F’s entered to qualify; driven by Godia-Sales, Kavanagh, Taramazzo, Gerini, de Fillipis, Testut, Gould and the great, but aging Monegasque Louis Chiron. In 1957 Juan Manuel Fangio won the race in a factory ‘Piccolo’ 250F.

Successful British motor-cycle dealer BC Ecclestone had acquired the Connaughts but Bernie, Paul Emery and Bruce Kessler all failed to qualify the cars too.

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Bernie Ecclestone trying hard to qualify his Connaught Type B Alta, to no avail as was the case for his 2 teammates (unattributed)

Things were better for the Green Cars at the front of the grid with Brooks, Behra and Brabham in Vanwall, BRM and Cooper respectively. Salvadori and Trintignant were next up in Coopers, the quickest Ferrari, Mike Hawthorn, 6th in his Dino.

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# 18 Savadori Cooper T45 Climax, # 6 Behra BRM P25, #16 Brabham Cooper T45 Climax, # 30 Brooks Vanwall VW57, winner Trintignant partially obscured behind Brabham Cooper T45 Climax, # 32 Lewis-Evans Vanwall VW57…and the rest, turn 1, lap1 (unattributed)

In a race of changing fortunes Behra, Hawthorn and Moss all led but suffered mechanical failures. Trintignant won the race in Rob Walker’s Cooper T45 Climax from Musso and Collins in Dinos. Moss’ Argentina Cooper T43 win was no ‘flash in the pan’…

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Moss, Hawthorn, Brabham and Trintignant. Ferrari Dino 246, Vanwall VW57 with Monaco ‘snub nose’ and Coopers T45 Climax x 2 (unattributed)

Etcetera…

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Photo Credits…

Jesse Alexander, The Cahier Archive, John Ross Motor Racing Archive

Tailpiece: Allison made the Lotus 12 sing…

alli italy

As here at Monza 1958. He put the car 5th on the British GP grid, well in front of Hill in the new Lotus 16, finished 6th at Zandvoort, 4 th in the Belgian GP at Spa and 7th at Monza, such were his performances he was off to Ferrari in 1959 at Enzo’s invitation (John Ross)