Posts Tagged ‘Cooper T51 Climax’

(P Geard)

John Youl attacks Mountford Corner, Longford in his Porsche 356 during the late fifties…

John and his racer brother Gavin were scions of a prominent Tasmanian grazier family and very successful, competitive drivers until business pressures forced early retirement. Symmons Plains is a permanent legacy for the racing brothers built as it was on the family property.

(P Geard)

John proved his world level pace in several seasons aboard Cooper Climax T51 and T55 prepared by Geoff Smedley, whose just published book will be definitive on both drivers careers.

In the 1961 Longford shot below he is in the best of company (at right) aboard a Cooper T51 alongside #14 Brabham’s T53 with Austin Miller’s distinctive yellow T51 Climax behind.

(J Richardson)

Roy Salvadori won the South Pacific Trophy race that weekend from Bill Patterson and John with Austin fourth. Brabham was outed with a broken half-shaft on lap 16 of the 24 lap distance.

Here John’s appearance in the Porsche is a little earlier, the last photo below perhaps in 1957 and the others a little later- you can see the evolution from road car still fitted with hubcaps! to lowered rortier racer. I wonder what modifications were made to that 356 Super?

Credits…

Paul Geard, Historic Racing Car Club of Tasmania, Ellis French, Geoff Smedley, John Richardson

Tailpiece: Youl, White, Walkem on ‘The Flying Mile’, Longford circa 1957…

(HRCCT)

Youl in what looks like a motor-cycle racing helmet beside his Porker, the yellow machine is Graham White’s Vincent Spl and the obscured Cooper is Jock Walkem’s- the man in black. Delightful bucolic scene belies the high speeds and sound of straining engines which took place annually on this stretch of road over the March Labour Day long-weekend from 1953 to 1968…

Finito…

(I McCleave)

Jack Brabham playing with the kids in the Phillip Island paddock, Cooper T51 Climax, 14 March 1960…

Jack won the ‘Repco Trophy’ over 16 laps in a T51 rout from Bill Patterson, Bib Stillwell and Austin Miller in similar cars albeit none shared the latest 2.5 litre Coventry Climax FPF fitted to Jack’s ‘F2-4-59’- said to be ‘Brabham’s main car during the early part of 1959’. Austin’s motor was 2.2 litres with Bib and Bill having 2 litre units.

Brabham had a successful fortnight during his short summer of 1960 Australian racing tour, three races from three winning the Longford Trophy and Light Car Club of Tasmania Trophy on 5 and 7 March at Longford the week before.

Ian McCleave took the opening photo of ‘A youthful Jack Brabham showering my younger brother in dust…I seem to recall Dad charged with adrenalin winding the Austin A95 up to 90 mph on the way back to Melbourne!’

Lukey Heights is well familiar to ‘Island regulars in the background, its a top shot and another enthusiast that day, Robert Jones caught the start of the race, below.

Credits…

Ian McLeave, Robert Jones, Gordon Dobie Collection

Tailpiece: The Off- Brabham, Stillwell, Miller with Patterson on row 2…

(R Jones)

 

(G Dobie)

Finito…

 

Ron Flockhart and Mustang P51, Moorabbin Airport, Melbourne 1961…

I wrote an article three years ago about Ron Flockhart, his win together with Ivor Bueb aboard an Ecurie Ecosse Jag XKD at Le Mans in 1957 (he won in a D Type with Ninian Sanderson in ’56 too) and tangentially about his death in a Mustang P51 fighter in Melbourne’s Dandenong Ranges during preparations for his second attempt on the Australia-United Kingdon air record in April 1962. Click here to read it; https://primotipo.com/2015/01/17/le-mans-1957-d-type-jaguar-rout-ron-flockhart-racer-and-aviator/

Recently I came upon some photographs of Ron in Australia taken during the 1961 pre-Tasman racing internationals, this led to another ‘Flockhart Google cruise’ and discovery of the substance of this piece which is an article first published in ‘Pilot’ magazine written by Neil Follett and Nick Stroud. That article is from an aviation rather than a motor racing perspective- I found it fascinating, I know many of you ‘crossover’ into ‘planes as well as cars so here ‘tis, the racing bits which are mine, will be clear I think.

Ron Flockhart in red and Ivor Bueb with Jag XKD ‘606’ after the 1957 Ecurie Ecosse Le Mans win (unattributed)

‘One of the first racing drivers to fly himself to meetings in his own aircraft, Ron Flockhart raced at the top level in sports cars and Formula One before a growing interest in long distance record flights led to high adventure and stark tragedy.

William Ronald Flockhart was born in Edinburgh on 16 June 1923. He began his motor racing career in 1951, going on to win the 24 Heures du Mans race in 1956 and 1957 while driving a D-Type Jaguar with the Scottish Ecurie Ecosse team. Flockhart also participated in Formula One races, entering his first−the British Grand Prix−in 1954 and continuing throughout 1956–60. The Scotsman competed in fourteen F1 races with five different teams, his best result being a third in the 1956 Italian Grand Prix at Monza.

Flockhart also displayed an early interest in flying, owning Auster 5 G-ANHO during 1954–57, and becoming one of the first Formula One drivers to fly their own aircraft to race meetings. In the early 1960s he became interested in record flights between England and Australia, noting that the record was held by Arthur Clouston and Victor Ricketts in the DH88 Comet G-ACSS Grosvenor House.

The Comet won the 1934 MacRobertson Air Race and was the aircraft in which Ricketts and Clouston flew from London to Sydney (and then on to New Zealand) in 80hr 56min in March 1938. Flockhart considered that this record could be bettered. He was also interested in bettering the standing solo Australia−UK record, held by H F ‘Jim’ Broadbent, who had left Darwin in Percival Vega Gull G-AFEH on 18 April 1938, and landed in England on the 22nd having covered 9,612 miles in five days 4hr 21min, the last pre-war record flight between the two countries.

In October 1960 British holding company United Dominions Trust (UDT), through its subsidiary Laystall Engineering, formed an agreement with the British Racing Partnership to form a motor-racing organisation known as UDT Laystall Racing. As an extension of its racing activities, UDT became involved with the purchase of (Commonwealth Aircraft Corporation, Fishermens Bend, Melbourne built) Commonwealth CA-17 Mustang Mk 20 VH-BVM for Flockhart’s record attempt.

This aircraft had originally been purchased from the RAAF by former RAF and RAAF pilot James L ‘Wac’ Whiteman, who intended to enter the aircraft in the 1953 London to Christchurch (New Zealand) Air Race. Wac withdrew from the race when he realised it would not be competitive with the jets entered and in 1954 its ownership passed to Arnold J Glass, a fellow racing driver against whom Flockhart would compete in the 1961 and 1962 New Zealand Grand Prix races. Used latterly for target-towing experiments, it was sold to UDT for around £2,000 with around 100 flying hours on the clock. Flockhart was also able to obtain 63 gallon combat droptanks for about £7 each’.

Flockhart with the unloaded left front of his Cooper T51 Climax just kissing the Warwick Farm Causeway tarmac in 1961 (J Arkwright)

Racing in New Zealand/Australia, Summer 1961…

Ron organised an ex-works Cooper for his limited campaign of races in the Antipodes in the hot summer of 1961. T51 Climax ‘F2-7-59’ was ‘ex-Works Car No 3 according to the Cooper Register…believed to be Masten Gregory’s regular car during 1959…Bruce McLaren’s race-winning car at both Sebring December 1959 and at Buenos Aires in February 1960…and may be either the works teams spare car during 1960…or the car sold to Fred Tuck for 1960’ according to oldracingcars.com. Whatever the case, whilst the T51 was a good jigger, it was no longer in the full flush of youth with the quicker cars that season the T53 ‘Lowline’ Coopers of Brabham and McLaren, the works P48 BRM’s of Graham Hill and Dan Gurney and Rob Walker’s Lotus 18 Climax driven by Stirling Moss.

Flockhart and Denny Hulme fighting for 4th place during the 1961 NZ GP at Ardmore both in Cooper T51 Climax 2.5 FPF, Ron 4th, Denny 5th (sergent.com)

Moss disappeared into the distance in the 7 January NZ GP at Ardmore but was outed with a badly slipping clutch mid-race giving the win to Brabham from McLaren, Hill and Flockhart a plucky fourth.

With much preparation to do in Australia for his pending flight he missed the balance of the NZ events and re-acquainted himself with the Cooper T51 at the first international meeting held at the new, technically challenging Warwick Farm circuit laid out amidst a horse-racing facility on the western suburban outskirts of Sydney on 29 January.

Getty Images caption dated 2 February 1961 notes ‘The Flying Scotsman’ is travelling from Australia to England on a dual mission- first to marry BOAC hostess Gillian Tatlow and second to attempt to break the Australia-Britain record for single-engine planes..(Getty)

He was fifth in the ‘Warwick Farm 100’ held in scorching hot weather and won by the Moss Lotus 18 with its side-panels removed to help cope with the extreme conditions. A fortnight later he contested the last race of his ’61 tour, the ‘Victoria Trophy’ that year held on a circuit laid out on Ballarat Airfield, Ballarat is in Victoria’s Goldfields region 120 Km from Melbourne.

Flockhart at Ballarat Aerodrome, 1961. This Cooper T53 Climax  (autopics.coma.u)

Ron raced a Border Reivers Cooper T53 Climax to third to the works BRM P48’s of Gurney and Hill with Dan scoring the only ‘international win’ for that chassis that weekend. With that, and a fortnight until his scheduled Mustang departure for the UK he re-focused on a high-performance machine of an altogether different type.

Flockhart with G-ARKD, place? (Pilot)

Preparations begin…

‘With the end of the Antipodean motor racing season in early 1961, preparations began for the flight to the UK. Rolls-Royce ran checks on the Packard Merlin 38 engine, which had only run 110 hours since new, and which had never been ‘through the gate’. The magnetos were overhauled in Scotland and Smiths Australia set to work on overhauling the cockpit instruments.

Preparatory work on the airframe was undertaken at the Illawarra Flying School, which modified the fuel system by introducing a manual device by which the system could be depressurised. Two static vents were incorporated into the airframe under the cockpit sill, each containing a valve. This would enable Flockhart to run the droptanks dry without the risk of sucking air into the system. The system would then be repressurised from the exhaust side of the vacuum pump to assist initial transfer. This worked well, although a stiff bootful of rudder was required to counter the rolling moment causd by the change in lateral balance as a tank emptied.

In the limited space available in the Mustang’s cockpit two German Becker VHF radio sets were installed, which provided 36 communications channels, and Lear T12 automatic direction finding (ADF) equipment was fitted in the position usually occupied by the gunsight. No VOR, ILS, HF radio or marker-beacon receiver equipment was fitted−Flockhart held no instrument rating. Normalair supplied the oxygen equipment, Dunlop provided new tyres, and Lodge delivered new plugs. Rolls-Royce suggested that the Merlin be opened up to maximum continuous power every half-hour during the flight and again briefly during descent and approach.’

Bankstown Airport Sydney 1961 (G Goodall)

G-ARKD lookin’ a million bucks outside Fawcett’s hangar at Bankstown after final prep for the 1961 flight (G Goodall)

‘Final preparations and modifications were undertaken by Fawcett Aviation at Bankstown Aerodrome in Sydney, and the Mustang was officially added to the British register on 24 February 1961 as G-ARKD, in the name of Ronald Flockhart. In the days leading up to his departure for the UK Flockhart had logged a mere twelve flying hours in the Mustang.

In March 1961, Flockhart told British magazine Flight that piloting a Mustang for the first time was like ‘driving an ERA after a sports car; things happen very quickly’. He also admitted that it had taken some time to get used to the Mustang’s long nose and the technique of a curving approach, and had accordingly suffered ‘one or two bumpy landings’, but had quickly come to like the aeroplane very much. Flockhart noted that although the Mustang was big and powerful, ‘it was amply stable for the long hours of steady, level cruise’.

The planned route for the flight was Sydney—Alice Springs—Darwin—Sourabaya—Singapore —Rangoon—Calcutta—Karachi—Bahrain—Beirut—Brindisi—Nice and on to London, with overnight stops at Singapore, Karachi and Brindisi. Flockhart’s plan was to fly only during daylight hours and in segments of a maximum of five hours. All fuelling arrangments along the route were to be made by Esso, which Flockhart found to be ‘unfailingly helpful and efficient’

(Pilot)

Setting off…

‘On Tuesday, February 28, 1961, Flockhart and G-ARKD, painted in an overall bright red colour scheme with white detailing, departed Sydney for the first stop at Alice Springs. En route from the latter to Darwin, Flockhart experienced a magnetically charged dust storm, which affected his ADF equipment. He settled in at 12,000ft and followed the faint line of a solitary railway across the endless red terrain to Darwin.

The next day Flockhart departed Darwin for Surabaya on Java. Well out over the Timor Sea he saw an ominous line in the distance, marking an inter-tropical front piling clouds up to 50,000ft and higher. From 12,000ft he dived to low altitude to find a hole in the milky mist. After ten minutes the Mustang popped through the other side of the front with most of the paint on its leading edges stripped off. The diversion had cost a substantial amount of fuel and Flockhart elected to divert to Baucau on East Timor for replenishment.’

G-ARKD, Darwin 1961 (L Brighton)

‘After a quick refill from fuel kept in 45 gallon churns in a thatched hut, Flockhart took off for what he later recalled as ‘the loveliest part of the trip’−east-north-east over the Balinese islands and coral atolls to Singapore. The maximum endurance of the Mustang was seven hours, for six of which Flockhart could be on oxygen. Typical cruising speed was 225 knots at 12,000ft, although the speed would increase to 280 with the periodic opening of the throttle, as per Rolls-Royce’s suggestion.

The diversion to Baucau meant a late arrival at Singapore, where Flockhart was further delayed by an accident which had closed the runway at his next stop, Rangoon. Having received the all-clear to depart, Flockhart headed into the darkness, his first experience of flying the Mustang at night. Finding that the ADF equipment functioned better at night, he followed airways all the way to Rangoon, where the scarlet Mustang received a great deal of attention, not least from the Czechoslovakian crew of a SA Tupolev Tu-104.’

G-ARKD- 63 gallon drop tanks being filled, place unknown but looks like Australia (I Leslie)

Across India…

‘The following morning there was still plenty of interest in the aircraft, and on departure for Calcutta Flockhart held the Mustang down on takeoff until he could pull up 4,000ft almost vertically into cloud.

Navigating largely by means of contact flying−using established landmarks− Flockhart experienced difficulties on the leg to Calcutta, becoming embroiled in a cloud layer at 2,000ft which caused him to miss the let-down beacon into Calcutta and overshoot, forcing him to put down at Barrackpore, some fifteen miles north of Calcutta.

After a swift refuelling, Flockhart was off again for the longest leg of the journey, across India and Pakistan to Karachi, which he completed in 5hr 50min using 43gal/hr of fuel. Flockhart later related that he ate only a few Horlicks tablets on this leg, and refreshed himself on landing at Karachi with ginger beer kept cold in the ammunition bays.

At Karachi the Mustang was turned around in less than an hour, Flockhart taking off in the moonlight to follow the Iranian coast to Bahrain. As he later told Flight: ‘Navigation at night was wonderful. There is a great tranquillity about it. The isolation and the beauty contrasts sharply with the actions of those on the ground, who try to tie you down with streamers of paper. Flying at night in the moonlight, the only shadows are on the surface’.

It was still night when Flockhart landed at Bahrain, where he discovered that air had been leaking from the port main wheel oleo. This caused little concern, however, and after a safe landing the undercarriage was quickly repaired by the RAF. Flockhart was soon off again, to follow an oil pipeline to the mountains of Lebanon and Beirut. He was cleared−and then recalled−by Damascus air traffic control shortly after passing over the city, but, short of fuel, he elected to continue to Beirut and face the consequences there.

It was indeed at Beirut where the trouble started.

Despite the diversions and delays owing to minor repairs, Flockhart was still well ahead of his own schedule when he taxied out at Beirut for the next leg to Brindisi on 3 March.

Confusion on the ground, however, led to the Mustang’s coolant boiling while Flockhart was held while other aircraft landed. The Mustang finally departed for Brindisi but poor weather forced Flockhart to divert to his nominated alternate, Athens.’

G-AKRD on the deck at Athens Airport. Aircraft later damaged by a cockpit fire, left exposed for years in Athens and eventually scrapped, now seemingly resurrected from the dead (I Leslie)

‘Anxious not to lose any more time, Flockhart refuelled quickly and requested clearance from the Tower, which was refused as no flight plan had been filed. Requesting to file an airborne flight plan, Flockhart was refused again, the Tower demanding that he pay landing fees, despite the fact that these had already been seen to by Esso. As Flight elegantly put it: ‘temperatures rose−in the Tower, in the cockpit and in the cylinder heads’.

Realising that resistance was futile, Flockhart retired for a rest, before trying again in a few hours. With the paperwork sorted, he returned to the Mustang in the early morning, but found on starting that steam was issuing from the cowling. Refilling the coolant system, he found that the coolant was running out between Nos 3 and 4 cylinders on the starboard bank. By this time he was twelve hours behind his schedule, but two days ahead of the solo record.

Exhausted and frustrated, Flockhart left G-ARKD at Athens and continued to London by commercial airliner to be married as planned a few days later on 11 March 1961. The Scotsman subsequently told Flight that it was ‘not the flying, nor navigation, nor preparation which was responsible for the failure. It was an air traffic system out of touch with the individual needs of a type of flying that has not yet, by any means, disappeared from the global scene’.

In September 1961 the Mustang was severely damaged by a cockpit fire while being taxied at Athens airport, putting paid to its use in any further record attempt.’

Arnold Glass’ BRM P48 inside Ron Flockhart’s Lotus 18 Climax, DNF for both – Lycoming Special of Forrest Cardon to the right 16th- Maser 250F to the left of Cardon is Chris Amon 11th  to the Lycoming’s left, Ardmore 1962 (sergent.com)

Racing in Australasia 1962…

There was plenty of the depth in the international fields local drivers confronted in 1962- visitors included Moss back with a choice of Rob Walker cars- Lotus 21 and Cooper T53, McLaren and John Surtees also ran T53’s with Jack in a T55. We had our first look at Jim Clark aboard a Team Lotus Lotus 21 Climax but like Flockhart, Clark was hamstrung a bit by having only a 2.5 FPF- in the hands of the top-liners de-rigeur in ’62 was a 2.7 FPF ‘Indy’ engine. Ron raced a Border Reivers Lotus 18.

In a bit of Mini Cooper racing trivia the first such cars were taken to New Zealand and on to Australia by Bruce McLaren and Ron- a third car intended for Roy Salvadori missed the trip. They raced the ‘bricks’ at several of the meetings in which they contested the feature races with their GP cars. The potential of the machines, despite their size, was not lost of any of the racers or spectators who watched cars which of course became icons which define an age.

Dennis Marwood’s Humber leads Jim Steans Mini and the Coopers of McLaren and Flockhart at Wigram in 1962 (J Steans)

It was a mediocre tour really, Ron’s two NZ races were the Ardmore NZ GP and Wigram with DNF’s due to engine problems and a failed universal joint respectively. Moss won both races, the NZ GP famously a very soggy one in the Lotus 18 powered by a 2.5 FPF.

Fifth at Warwick Farm was much better for Ron and a high point, Moss took that win too, this time aboard the T53 2.7 having tried both cars in practice with Moss preferring the more-chuckable Cooper to the Lotus around the ‘Farm. Flockhart had an early day in the Lakeside International after a collision on lap 20, the race was won by Brabham’s T55.

Flockhart in the Border Reivers Lotus 18 Climax in the Sandown paddock 1962 (autopics.com.au)

Flockhart missed the Longford round won by Surtees and rejoined for the first Sandown International, like Warwick Farm it was laid out within a horse-racing facility and on Melbourne’s then south-eastern outskirts 40 km from the city. Brabham won again with Flockhart suffering bearing failure in what turned out to be his very last motor-race.

Sandown Park is only 10 Km from Moorabbin Airport and 30 Km from Kallista in the Dandenongs, both sadly to loom large for all the wrong reasons shortly thereafter.

Flockhart and mount, outside the Brookes Aviation hangar, Moorabbin Airport, fateful morning of 12 April 1962 (G Goodall)

Take two…

Not to be deterred, within months (of the 1961 Athens airport fire) Flockhart began looking for another Australian Mustang for a second attempt on the record that had eluded him. The aircraft chosen was former RAAF Mustang VH-UWB, acquired on Ron’s behalf by AREF Ltd of Ascot, Berkshire and registered G-ARUK. Flockhart had announced his intention to try and beat the record again, with plans to follow the route Melbourne—Sydney—Darwin—Singapore—Madras—Bahrain—Brindisi—London, starting on 16 April 1962.

‘Jock Garden, chief flying instructor and manager of the Civil Flying School, the flying training arm of the Mustang’s operator in Australia, Brookes Aviation, recalled in his memoirs: ‘Ron arranged to buy VH-UWB from John Brookes, and Brookes Aviation undertook a complete overhaul on the aircraft. Rolls-Royce, as a co-sponsor [of his next record attempt], sent out two engineers from England to service the engine; the aircraft was repainted in red and re-registered in the UK as G-ARUK.

I flew Ron over to Essendon Airport in the [Beech] Debonair early in 1962 and during the flight I asked if he had any recent instrument flying experience. When he told me he had none in the last eighteen months, I suggested it would be wise for him to gain recent instrument flying practice in view of the intended long flight, but he did not follow up on that advice.

‘I had the pleasure of doing the flight-testing of the Mustang on 19 March 1962, after its extensive servicing and it was in perfect condition with the Merlin the smoothest running engine I had ever encountered.’

‘A couple of days before he intended setting out on his record attempt Ron was to fly to Sydney to have maintenance done on his ADF unit. The weather conditions on 12 April were bad, with low cloud and rain, but Ron was determined to go. This proved to be a fatal decision as, within only a few minutes after departure, he lost control in cloud over the Dandenong Range and entered a spiral dive from which he could not possibly recover. He was killed instantly.’

The official report of the accident by the Australian Department of Civil Aviation gives the following conclusion: ‘While there is insufficient evidence to establish conclusively the cause of the accident, the possibility that the pilot temporarily lost control of the aircraft while circling in cloud, and that it subsequently stalled during the recovery and turn to avoid high terrain, cannot be excluded’.

Flockhart was flying the Mustang from Moorabbin to Bankstown to conduct fuel consumption tests and have the ADF equipment serviced. After encountering low cloud, he reported that he was returning to Moorabbin. The Mustang then changed course some 140° before entering a narrow gap between cloud-obscured hilltops in the Dandenongs.

The report stated that ‘the pilot circled in the vicinity of Kallista several times at low altitude and for the most part in cloud. The aircraft then emerged below cloud at a height of approximately 1,300ft, carried out a left turn probably to avoid higher terrain and, in the course of this turn, the nose dropped sharply and the aircraft struck trees and the ground at a steep angle, while rolling and turning to the right’.

At the time of the accident Flockhart held a British PPL endorsed for single-engined landplanes under 12,500lb (5,670kg) maximum permissible all-up weight. His total flying time was 961hr of which 69 were on Mustangs. During the six months immediately before the accident he had flown only five hours. He was not rated for instrument or night flying. In late 1960 he had undergone about 21 hours of ground-based Link trainer instruction on ADF, ILS and VDF procedures, but his logbook showed no record of any instrument flying or Link trainer instruction since that time.

Flockhart’s flying achievements were substantial and deserve a great deal of credit; his Mustang flight from Australia to Athens had been made with limited professional backing by a club-trained private pilot. Sadly, he never got the chance to finish the job — with his death on 12 April 1962, his final race had been run.’

Etcetera…

Flockhart hooting across Warwick Farm’s Causeway during the WF 100 in 1961, Cooper T51 Climax ( J Arkwright)

Flockhart’s Cooper T51 Climax in the Warwick Farm paddock in 1961. Car raced to a Longford win by Roy Salvadori the week later and then sale to David McKay at the end of the summer post the Hume Weir meeting also contested by Roy (J Arkwright)

‘Historic Dandenongs’ tribute to Ron Flockhart

Mustang A68-152, 135 and 175. All aircraft issued to 23 Squadron Brisbane so guessing RAAF Amberley circa late 1952/3. CAC Wirraway’s alongside (L Potts)

Etcetera: The Commonwealth Aircraft Corporation Mustang P51’s…

Source: airforce.gov.au- Point Cook Museum, Victoria

‘One of the finest American fighter aircraft of World War II, the North American Mustang owed its origin to a Royal Air Force (RAF) specification for a single-seat fighter to replace the Curtiss P-40. The first flight of the prototype NA-73 occurred in October 1940. Production models reached the RAF in November 1941 and these aircraft became known as Mustang Mk I (P-51) and Mk II (P-51A). The original 1,150 hp Allison engine lacked performance at high altitude, and the RAF employed the early Mustangs on low-level armed tactical reconnaissance sorties. Meantime, the US Army Air Force (USAAF) ordered a limited number of P-51s and P-51As as the Apache, to operate in the dive-bomber role.

However, once the basic P-51 design was mated with the proven Rolls-Royce Merlin engine, the aircraft became an enormous success. Through P-51B, C and D models, the Mustang became one of the finest Allied fighters of World War II, and was just as capable at long-range escort as short ground-attack sorties. Fitted with a bubble canopy in place of the earlier ‘Razorback’ fuselage, the P-51D was the most widely produced version of the Mustang, with 8,956 built.

Interesting developments of the Mustang included the XP-51F and XP-51G lightweight versions and, the fastest Mustang of all, the P-51H, with a top speed of 487 mph at 25,000 ft. The ultimate development of the aircraft occurred post-war, when two Mustang fuselages were joined, resulting in the USAAF’s F-82 Twin Mustang.

In November 1944, RAF Mustangs were first flown by the RAAF’s No 3 Sqn in Italy.

Mustang P51D cutaway drawing (Haynes)

In 1943, the Australian government arranged for the Commonwealth Aircraft Corporation (CAC) to manufacture the Mustang Mk IV (P-51D) under licence from North American Aviation. The RAAF urgently needed a new fighter, and so the first CAC Mustangs were built mainly from imported semi-finished parts. A prototype Mustang, A68-1001, was used for development trials and the first Australian production Mustang, A68-1, flew on 29 April 1945. This aircraft was handed over to the RAAF on 4 June 1945 and was used for trials by No 1 Aircraft Performance Unit until October 1946. It was placed in storage until 1953 when it was delivered to the Department of Supply at Woomera.

The first 80 Mustang 20s (A68-1/80) were delivered with Packard Merlin V-1650-3 engines, under the CA-17 designation. A second contract called for 170 improved Mustangs, but only 120 were completed. Known as CA-18, the first 40 were built as Mustang 21s (A68-81/120) with Packard Merlin V-1650-7 engines. The remaining CA-18s comprised 14 Mustang 22s (A68-187/200) with Packard Merlin V-1650-7 engines. A CA-21 contract for a further 250 Mustangs was cancelled and, in lieu of the remaining CA-18s and CA-21s, 298 lend-lease P-51Ds and Ks were taken on strength (A68-500/583 and A68-600/813). In addition, the RAAF also accepted Mustangs for the Netherlands East Indies Air Force (N3-600/640).

Produced too late for World War II, RAAF Mustangs were assigned to Japan for occupation duties and, early in 1946, Nos 76, 77 and 82 Squadrons flew into Iwakuni. In 1949 Nos 76 and 82 Squadrons withdrew to Australian and the Mustangs of No 77 Squadron remained to take part in the Korean War from June 1950 until April 1951, when they were replaced by Gloster Meteors.

In Australia, Mustangs remained in service with Citizen’s Air Force Squadrons until they were withdrawn from service in 1959.’

(MOV)

Technical Specifications CAC CA-18 Mustang Mk21…

Type/Airframe- Single seat long range fighter. All metal stressed skin construction

Engine- Single Packard Merlin V1650-7. SOHC, 2 valve, carburettor fed, two-stage supercharged V12. Bore/stroke 5.4×6 inches, 1650 cid, circa 1490 bhp @ 3000 rpm. Weight 1640 pounds

Dimensions- Span 11.28 m (37 ft): length 9,83 m (32 ft 3 in); height 3.71 m (12 ft 2 in).

Weight- Empty 3567 kg (7863 lb); loaded 4763 kg (10 500 lb).

Performance- Max speed 636 km/h (380 kt); Climb, 13 mins to 30,000 ft (9144 m); Maximum rate of climb 1059 m (3475 ft)/min; Service ceiling 41,900 ft (12 771 m); Range 1529 km (825 nm) on internal fuel tanks.

Armaments- Six 0.50 in calibre machine guns; two 454 kg (1000 lb) bombs or up to 10 rockets

Rolls Royce Merlin cutaway drawing (Aeroplane)

CA-17 A68-34 a pretty picture. Issued to 25 Squadron in 1951/2 so probably in the air over RAAF Pearce, Perth (SLSA)

Plane dudes have as much interest in chassis numbers et al as us car chaps of course, here they are..

A68-5 RAAF Serial no / Type CA-17 Mk20 Mustang / Construction no 1330 NA110-34370 (Flockhart’s 1961 plane)

Early build- 5th of a batch of 80 shipped to Oz as kits of parts, delivered to 1 Aircraft Depot ex-CAC 6 July 1945. To 78 Sqdn, then stored 14/11/45 till sold 30/1/53 to ex-Flt Lt JL Whiteman with only 35 hours up, Sydney- reg VH-BVM. To Arnold Glass, purportedly acquired with winnings from a racehorse ‘Johnny Zero’ which the aircraft was then called, Sydney May 1954. Target towing experiments with Fawcett Aviation in 1959, also flown by A Oates. To Ron Flockhart August 1960 with around 100 hours on the clock- reg UK G-ARKD Feb 1961. ‘Abandoned’ in Greece 4/3/61, cockpit fire whilst being taxied in Athens 7/9/61. Rego cancelled by UK CAA as ‘aircraft destroyed’ 26/11/61. Abandoned and left in the open in Athens 1961-1970. Reportedly broken up for scrap in Athens circa 1970.

6 June 2012 re-registered as G-ARKD to ‘Classic Flying Machine Collection Ltd’, Foulsham, Dereham, Norfolk, UK-‘remains/parts storage for restoration’

A68-113 RAAF Serial no / Type CA-18 Mk21 Mustang / Construction no 1438 (Flockhart’s 1962 plane)

Delivered to 1 Aircraft Depot ex-CAC on 1 April 1948. Issued to 78 Wing November 1949, to 1 AD July 1950, 10 Sqdn Townsville May 1953 for target towing duties. Sold August 1957, then again February 1958- Reg VH-UWB. Sold to Flockhart April 1962- reg UK G-ARUK. Flockhart’s fatal crash at Kallista 12 April 1962. Rego cancelled by UK CAA as ‘aircraft destroyed’ on 23/5/62.

CAC production line, Fishermens Bend circa 1945 (T Lyons)

Photo Credits…

‘Pilot’ magazine, Geoff Goodall Collection, W Cdr L Brighton, Ian Leslie, Jim Steans Collection, John Arkwright, autopics.com.au, Lionel Potts, Museum of Victoria, State Library of South Australia, Tony Lyons, Haynes, Aeroplane magazine

Bibliography…

‘Pilot’ magazine article by Neil Follett and Nick Stroud via aeroexpo.co.uk, sergent.com, oldracingcars.com, adf-serials.com.au, airforce.gov.au

Tailpiece: Cool dude- Flockhart, Warwick Farm 1961…

(J Arkwright)

Finito…

 

(R Lambert)

‘It goes just like a bought one Bib!’…

Jack Brabham about to give Bib Stillwell’s newish Cooper T51 Climax ‘F2-18-59’ a whirl during practice for the Longford Trophy in February 1960. Bib and his mechanic Gerry Brown are giving the car a shove.

Nobody knew those little babies like Jack of course. There was nothing wrong with the car a 2.5 litre Coventry Climax FPF would not fix, but neither love nor money would get you one of those in Australia at the time.

Jack and Bib swapping notes @ Longford in 1960. ‘What ratio did you say again mate’. These fellas had much in common-racing, business and aviation. Bib bought a heap of stuff off Jack- Coopers, Brabhams and planes! (K Drage)

Stillwell’s new car was shipped from Surbiton to Australia in July 1959. Fitted with a 2.2 litre Coventry Climax FPF engine, Bib first raced it in the 1960 NZGP at Ardmore where he finished 3rd behind the Brabham and McLaren 2.5 litre T51’s.

Back home, he won the Victorian Trophy Gold Star round at Fishermans Bend in February before the Longford International where was 2nd to Jack. He contested the Repco Trophy at Phillip Island in March where he was 3rd behind Brabham and Bill Patterson, Patto’s car 2 litre FPF powered like Bib’s that weekend.

Bib oversees Gerry Brown’s fettling of his Cooper in the 1960 Longford paddock. Near new car superbly prepared and presented as the racer/businessmans cars were right thru to the end of his historic racing career in the nineties (R Lambert)

The naughty corner bit came as a result of an accident Stillwell had at Easter in 1960.

He had won his Bathurst 100 heat but had an indiscretion with the fence at the bottom of Conrod Straight in the final, damaging the front of the car. Alec Mildren’s Maserati 250S engined T51 was victorious that weekend at the start of a very successful season for the veteran racer/motor dealer- he carted away the AGP and Gold Star.

Repaired, Bib’s machine was fitted with a 1.9 litre FPF and became his spare car  parked in the corner of his workshop. He focussed his affections on the just acquired ‘Victa’ T51- David McKay’s car ‘F2-14-59’ which was carefully assembled by Victa’s factory Foreman, Jim Roberts at Coopers before shipment to Sydney. The car, of similar leaf spring rear suspension specification to ‘F2-18-59’, was on the market after ‘Victa Consolidated Industries’, manufacturers of iconic Australian lawnmowers, decided to sell it rather than have David continue racing it after only 2 events.

The interesting part of the story, you knew I would get there eventually didn’t you?, is that in a quirk of fate and fortune the spare car in The Naughty Corner of Stillwells Cotham Road, Kew workshop won the 1961 Australian Grand Prix at Mallala, South Australia.

The sequence of events goes like this.

Lex Davison raced his Aston Martin DBR4/250 3 litre GP car to 2nd by a bees-dick to Alec Mildren’s Cooper T51 Maserati in the 1960 AGP at Lowood in June. He raced the car again at Lowood and Warwick Farm in 1960 and the Farm, Ballarat Airfield and Longford in early 1961 before shipping it to the UK.

Lex Davison’s Aston DBR4/250 outside Gino Munaron’s Cooper T51 Maserati during the Guards Trophy Intercontinental race at Brands Hatch in August 1961. There were 17 starters with Brabham’s Cooper winning a race of attrition, the only other finishers Salvadori, Davo and Bandini. With the new 1.5 litre F1 ‘taking off’ this was the last Intercontinental race (Getty)

He raced it throughout 1961 in the Intercontinental Formula races prevalent that year during an extended family trip and racing holiday. He also contested some sportscar races and Le Mans with Stillwell in an Aston DB4GT Zagato, click on the link below for some information on that adventure.

https://primotipo.com/2015/09/22/aston-martin-db4gt-zagato-2vev-lex-davison-and-bib-stillwell/

When it became clear the Aston DBR4 would not arrive back in Oz in time for the 9 October Mallala race he sought an alternative and immediately thought of his Melbourne competitor, friend and fellow Holden Dealer, Stillwell, who had five Coopers at the time according to Graham Howard! (4 single-seaters and a Cooper Monaco sports-racer I think)

Melbourne Holden Dealers meeting? Stillwell, Davison and Patterson cluster around Lex’s renta-drive soon to be AGP winning Cooper at Mallala in the lead up to the ’61 race. They had Holden dealerships in Kew, Richmond and Ringwood respectively until Bib jumped ship ‘sensationally’ from Holden to Ford circa 1965 (Davison)

Bib kindly agreed to rent Lex one of these, his Naughty Corner spare ‘F2-18-59’, fitted with a 2.2 litre FPF.

By that stage Bib’s frontline tool of choice was a T53 ‘Lowline’ Cooper fitted with a 2.5 FPF. Whilst he wanted Lex in the field Bib did not figure the ‘Crafty Cobbler’- Davison’s primary family business was in shoe manufacture and distribution- three time AGP winner would present too much of a problem to he and the T53 who, together with Bill Patterson’s T51 were the quickest combination in Oz at the time.

A quarter page agreement between the two racers dated 5 October- four days before the race provided for a hiring fee of £100 with the car to be returned in a condition satisfactory to the owner. If the racer was written off, Bib was to be paid £3000.

Stillwell T53, David McKay T51 and the nose of Jones T51 before the start of a Mallala heat. Stan DNS the GP itself with mechanical mayhem- a great shame. Gerry Brown is behind Bib’s car in the top shot with Kevin Drage leaning on the cars tail (K Drage)

 

 

In a race full of irony, David McKay, by then aboard his Scuderia Veloce ex-works T51 which Brabham raced in Australia that summer of 1960/61, was adjudged by the Race Stewards to have jumped the start. This is still a controversial decision in the view of objective observers all these years later- he was punished a minute for his alleged misdemeanour.

Bill Patterson dominated the race from the start in another T51 before fuel vaporisation problems caused multiple stops.

Bib was never a threat as his team managed to fit the wrong tyres to his T53. Accounts of this vary, but Graham Howard’s ‘History of The AGP’ version is that the team erroneously had a Dunlop R5 D12 and a D9 fitted to the rear of the car with a matched set of D12 R5’s at the front. The result was difficult handling and a ZF slippery diff which was worn out by the races end.

Lex took the win behind McKay on the road but ahead after application of McKay’s penalty. The Naughty Corner Car had been beautifully prepared by Stillwell’s Kew based team led by Gerry Brown before handover to Davison’ s crew led by Alan Ashton’s AF Hollins boys in Armadale not too far away from Stillwell’s Kew Holden Dealership and race workshop in Melbourne’s inner east.

Davison’s Cooper rolled to a stop several hundred yards after the finish of the race- a fuel union attachment on one of the cars fuel tanks had cracked when he hit a straw-bale after a spin at Woodrofe Corner, the borrowed Cooper was out of fuel, it could not have raced any further! Lex’s luck extended to the start of the race too when his crew noticed a gearbox leak which they plugged with a rag soaked in gasket goo.

Sometimes things are just meant to be!

Many say Lex was lucky with all of his four AGP wins, he was too. But he made his own luck in that his cars were always beautifully prepared and driven very fast with mechanical sympathy- he finished races where others did not. Was 1961 his luckiest win?, only he can say.

Ecurie Australie onto the grid. Peter Ward, Lex in his usual cloth cap, Alan Ashton, Warwick Cumming with T51 ‘F2-18-59’.  McKay’s car behind with then, I think then the amazing, fast, radical Eldred Norman built Zephyr Spl driven by Keith Rilstone (Davison)

Lex may have been a dark horse before the start of the weekend, his disdain of the ‘Anti-Climaxes’ as he called the Coopers a matter of record- then he won the AGP in his first race of a water-cooled Cooper, amazing really.

But he was hardly a Surbiton novice having raced air-cooled Coopers for years in hillclimbs and shorter circuit events, the Cooper Irving/Vincent s/c was a very potent device. He knew the probable handling characteristics of the T51 prior to commencement of Fridays practice in a car beautifully prepared by Gerry Brown but cared for by Lex’s mob- Alan Ashton and Warwick Cumming over the race weekend.

Further, like Patterson and Stillwell, he was razor sharp. Whilst Bill and Bib were the form drivers locally, Lex had been sharpening his skills in the UK in the DBR4 and some drives in a DB4 Zagato. He arrived home very much ‘ready to boogie’- the Cooper may not have been instantly familiar but he was in the zone from the moment he arrived in South Australia. Another factor to Lex’ advantage is that the 2.5’s were having trouble getting their power to the road. Mallala was a brand new facility, the bitumen was slippery, his 2.2 litres in the circumstances were enough to do the job that weekend.

Finally, the ‘rear-leaf sprung’ T51’s (later series T51’s had coil spring rear suspension) were very chuckable, forgiving devices. The Mallala layout then is the same as it is now with many tight corners- the circuit is a delight if your open-wheeler has good front end bite and a tad of oversteer on exit- the Naughty Corner Car was just the right spec T51 for that circuit on that particular weekend.

Last word on Mallala to Graham Howard in his biography of Lex; ‘On lap 31 Patterson pitted…Lex…in his first race with an “anti-Climax”- was leading an Australian Grand Prix. It was an odd situation, but even odder were Lex’s repeated attempts to overtake McKay (with a minute penalty applied): Lex only had to follow him over the line to win. Lex’s needless repeated attacks and waved fists spelled it out: he drove most of this race with almost red-mist passion.’

Back to the history of the AGP winning Cooper.

In late 1961 after occasional use by Stillwell and three-time Australian GP winner Doug Whiteford, the naughty Cooper was sold to Tom Wilson, then to Frank Coad who raced it on the Victorian country circuits. Barry Stilo was up next in 1965, then Ray Deighton in 1967 and later Michael Robinson.

For many years the car was owned and used in the early days of historic racing in Australia by Stan Rumble. I recall seeing it race a few times in that period. It was sold by him in 1996 to Sydney’s Peter Landan who completely restored it. I’m not sure who owns it these days.

T51’s to the fore, bucolic Bathurst ‘Craven A’ Gold Star race Easter 1961. Stan Jones from David McKay and Bill Patterson on the run to Forrests Elbow- Patterson won the 19 lap race from Jones and Stillwell- T51 2.5’s, 2.3 in Stan’s case (J Ellacott)

The Cooper T51 is one of the great customer Grand Prix cars. Its up there with the Bugatti T35 and Maserati 250F as the best of competitive tools for the privateer which could be acquired off-the-shelf.

Eleven factory built T51’s were resident in Australia ‘in period’, an amazing number given the size of the country and the racing scene at the time. The previous sentence was easy to write, but the research carried out to come up with the number was robustly tested and discussed by a group of very knowledgeable Cooper enthusiasts on ‘The Nostalgia Forum’ between January and March 2010. Click here to read the thread, don’t do so unless you have 90 minutes though!

http://forums.autosport.com/topic/122950-how-many-cooper-t51s-came-to-australia/?hl=%20cooper%20%20t51

So, many thanks to Dick Willis, Stephen Dalton, the late David McKinney, Jim Bradshaw, David Shaw, Eldougo, Ken Devine and Ray Bell for their painstaking research through old records, race accounts and results, photographs and car sale advertisements.

The list is as follows, the fellows above were smart enough not to apply chassis numbers, I have done so using Allen Brown’s oldracingcars.com to assist but any additions to the experts narrative or errors of interpretation are all mine…

‘F2-20-59’: Bib Stillwell’s red and yellow new car. Delivered to Stan Jones and transferred to Bib Stillwell, then to Austin Miller incl Chev Corvette V8 fitment and Australian LSR (extant)

‘F2-18-59’ Bib Stillwell’s darker red car, Davison’s ’61 AGP winner, Whiteford, Wilson, Rumble et al as story above (extant)

‘F2-4-59?’: Bib Stillwell’s ex-works 2.5, Sternbergs in Tasmania (extant)

‘F2/14/59’: Victa Consolidated Industries/David McKay new car, Stillwell, Bryan Thomson (extant)

‘F2-15-59’: Bill Patterson’s new, first car crashed at Lakeside 1961, to John Brindley (unknown)

‘F2-2-57 or F2-5-57’: Bill Patterson’s replacement car, 1961 Gold Star winner, apparently ex-works via either Atkins or Tuck team (extant)

‘F2-16-59’: Noel Hall’s new car, destroyed in 1961 but parts used in the build of his Rennmax Climax 2.2 FPF (extant)

‘F2-22-59’: Alec Mildren’s new car, Maserati 250S and later T61 engine, 1960 AGP and Gold Star winner, dismantled and parts used to construct the Rennmax built Mildren Maserati sports-racer. Replica or reconstruction later built for Paul Moxham by Gary Simkin and Ivan Glasby (extant)

‘F2-7-60’: Stan Jones light blue new car 1960, later Sternbergs Tasmania (unknown)

‘F2-9-60’: John Youls 1960 car, stayed in Tasmania (Hobden, Curran) (extant)

‘F2-5-57 or F2-7-59’: Scuderia Veloce ex-works car, McKay, Cusack, Amon driven (extant)

Note that the Arnold Glass raced T51 Maserati 250S engined car ‘CTA/59/F1’ is excluded from the list as a machine built ‘offsite’ by Harry Pearce at Tommy Atkins workshop rather than at Cooper’s Surbiton factory.

Stillwell, T51 , Forrests Elbow, Easter Bathurst 1961, Gold Star round- this car the ex-works ‘F2-4-59?’ (J Ellacott)

Bibliography…

‘Historic Racing Cars in Australia’ John Blanden, The Nostalgia Forum, ‘Lex Davison: Larger Than Life’ Graham Howard, ‘History of The Australian GP’ Graham Howard and Ors, oldracingcars.com, The Nostalgia Forum

Photo Credits…

Ron Lambert Collection, John Ellacott, Kevin Drage, National Motor Racing Museum, Davison Family Collection, Getty Images

Tailpiece: Like ‘r-soles really, everybody has one! A plague of Cooper T51’s, ‘Craven A International’ Bathurst 2 October 1960…

Jones in blue, Mildren, Brabham up front, then John Leighton Cooper T45 FPF and Bib Stillwell in red, front engined car on row 3 is Arnold Glass Maser 250F, Noel Hall and Austin Miller in yellow. Then John Youl beside Bill Patterson’s white car- the other yellow machine is Doug Kelley’s ex-Miller Cooper T41 Climax FWB. The cars are all T51’s except where specified otherwise (NMRM)

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…

(K Drage)

Falls mainly on Warwick Farm, at least at its first open meeting it did, 18 December 1960…

Sydneysiders heap plenty of shite on Melburnians given our ‘four seasons in one day’ weather which does present its challenges to the ladies every now and again. Whilst I am a Mexican (Victorian) I am a Sydneysider by inclination having lived ‘in the guts’ of the place for nine wonderful years, in Observatory Hill/Millers Point. As a local when it does rain up there it can be sub-tropical in its intensity, it absolutely chucks it down in Cairns like fashion, as it did during the ‘Farms opening meeting- all of it.

Making like a duck in Kevin Drage’s opening shot is Derek Jolly, the wealthy Penfolds Wines heir’s equipe of Jaguar XK 140 Coupe and ex-works Lotus 15 Climax is behind him. Not sure how he fared in the Sportscar events, click hear for a feature I wrote about him and the Lotus a little while back;

https://primotipo.com/2017/11/09/dereks-deccas-and-lotus-15s/

(K Drage)

The photo above in the form-up area is #9 Bill Patterson’s Cooper T51 Climax FPF 2.2, #21 Doug Whiteford’s Bib Stillwell owned Cooper T51 FPF 2 litre, then Stillwell’s red Cooper T51 Climax FPF 2.5 and Austin Miller’s yellow Cooper T51 Climax FPF 2.2. Bill didn’t start the ‘Warwick Farm Trophy’ feature race so this is the lineup for the preliminary or before the Victorian Holden dealer pulled the pin.

The ‘Warwick Farm Trophy’ was watched by 12,020 soggy spectators and was won by Bib Stillwell’s T51 2.5 from John Youl’s 2.2 litre variant, then Austin Miller and Lex Davison’s big-bellowing six-cylinder Aston Martin DBR4/250 3 litre. In the following four years, when held in glorious weather, Warwick Farm attracted between 23,000 and 36,021 (1962) to its annual International Meetings- strong numbers to see the F1 stars of the day. It was most unfortunate to have such poor weather for the circuits first big meeting but it was not at all a portent of what was to come for ‘Gods Little Acre of Motor Racing’ for the next thirteen years.

Stillwell’s Rice Trailer behind Lex, the ‘Ringwood’ Rice is Patto’s (K Drage)

Lex’ Aston, chassis DBR4/250 number ‘4’ was powered by a 3 litre Aston DBR1 sportscar engine- Astons won the 1959 Le Mans and Manufacturers Championship with these wonderful cars.

Lex popped the front-engined car on pole- he came sooo close to winning the 1960 Australian Grand Prix at Lowood in it from Alec Mildren’s terribly clever Cooper T51 Maserati in June. Then Davo ‘crossed the fence to the dark side’ and raced a Cooper T51 to a somewhat lucky win in the ’61 AGP at Mallala.

Must get around to doing an article about these Aston’s in Australia, were there two or three?…

(J Ellacott)

John Ellacott’s grid shot above comprises Patterson, Davison and Whiteford (red), then Miller and Stillwell (red) . On row three is John Youl Cooper T51 FPF 2.2, Stan Jones blue Cooper T51 Climax FPF 2.3 and Jon Leighton Cooper T45 Climax FPF 2 litre (this side) A row further back Arnold Glass sits on his lonesome in a Cooper T51 Maserati 250S 2.5 then there is John Roxburgh Cooper T45 Climax FPF 2 litre, Noel Hall Cooper T51 Climax FPF 2.2 and Jack Robinson’s Jaguar Spl XK120 3.4 litre and at the rear Alwyn Rose in the Dalro Jaguar 2 XK120 3.4 litre. As I said earlier the results I have say Patterson did not start so perhaps we lost him on the warm-up lap

David McKay’s Morgan Plus 4 #71 in the Sportscar race which he wins…

(J Ellacott)

Love this anecdote sent to me by journalist Ray Bell- ‘The first race ever at Warwick Farm was for sportscars and you have that pic of the Austin Healey leading McKay in the Morgan off the grid.

McKay dogged the Healey driven by Bob Cutler, until Cutler spun. McKay won, Cutler came in second. Later in the pits McKay went up to him and said, “You were never going to win that race, boy!”. And Cutler asked why.

“See his here” McKay said, pointing to the tiny service sticker on the window of the Healey (you know the ones, oil change due at x miles, with the oil brand or the servo name on it), “That’s advertising, I would have protested!”

Some people’.

For international readers, advertising as it also was in Europe, was banned on racing cars at the time.

Photo Credits…

Kevin Drage, John Ellacott

Special Thanks…

Ray Bell

Tailpiece…I don’t wanna get my feet wet! Derek Jolly, Lotus 15 Climax and ‘plug box contemplating a day for the ducks, and a damp practice session…

(K Drage)

Finito…

 

avus 1

Tony Brooks powers his Ferrari Dino 246 out of the Avus hairpin during his victorious German Grand Prix drive, 2 August 1959…

The 1959 event was held at the ‘Automobil Verkehrs und Ubungs-Strasse’ (AVUS) track in Berlin rather than its Nurburgring ‘home’. The vastly quick, banked track was tailor made for the Ferrari Dino 246 which had more power than the Cooper brigade, but considerably less handling. The recent partitioning of Berlin meant that a new south loop was added to the facility which dated back to the 1920’s.

Brooks arrived full of optimism, he had won on the super fast Reims road course on 5 July several weeks before. The Ferrari’s were right on the pace with Brooks taking pole from Moss’ Cooper T51 with Dan Gurney 3rd  in another Dino. Due to fears of tyre wear the race was run in two heats, Brooks won both of them. The minor placings also went Ferrari’s way to Gurney and Phil Hill.

The weekend is also famous as a consequence of Hans Hermanns survival of one of the most spectacular GP accidents ever. His BRM P25’s brakes failed on lap 35 of 70, the car hit hay bales and was launched into a series of somersaults with Hans thrown clear and escaping serious injury. He was a very lucky boy.

avus 2

Tony Brooks Dino ahead of Masten Gregory’s Cooper T51 Climax, the much under-rated Kansas driver qualified 5th but was out on lap 23 with engine failure (unattributed)

The meeting was overshadowed by Jean Behra’s death in a supporting sportscar race, the little Frenchman died instantly after spinning his Porsche RSK and hitting a flagpole in mid-air. Jean’s 1959 season I covered in an article, click on the link at the end of this piece to read it.

Portugal…

brooks

Tony Brooks pre practice at Monsanto Park, Portugal, Tony 9th (Klemantaski)

Brooks looking relaxed before the Portuguese GP at Monsanto, Lisbon. The 23 August race was won by Moss from Masten Gregory, both in Cooper T51 Climaxes, Gurney was the best placed Ferrari in 3rd with Brooks 9th- about where a good front engined car could expect to finish as the mid-engined paradigm shift gathered pace.

Credit…

Louis Klemantasi

Tailpiece: Three Ferrari 246’s in a Monsanto Park row- Dan Gurney, Phil Hill and Tony Brooks steeds await their intrepid pilots…

brooks 2

(Klemantaski)