Posts Tagged ‘Denny Hulme’

(R Wolfe)

Bugger!

Led Zeppelin first recorded ‘Communication Breakdown’ in 1969, although it was part of their live set from 1968. My whacko brain thought of that song and riff upon seeing this bit of ye olde school communication…

It would have been perfect if the song originated from 1967 given the date of the Brabham Racing Organisation team-leader’s (thaddl be Brabham JA) letter to the General Manager of Repco Brabham Engines Pty Ltd, Frank Hallam Esq is, according to Rodway Wolfe’s handwritten scrawl, 24 May 1967.

These days we have that internet thingy which makes our lives so instant in terms of communication, back then it was ‘snail mail’ or Telex machine if you were from the big end of town. I guess airmail from Surrey, UK to Maidstone, Victoria, Australia was three days or thereabouts? And the same in return with a neato ‘Par Avion’ sticker and a more expensive stamp affixed.

Jack’s note was sent between the Monaco and Dutch GP’s.

BRO had shown plenty of pace early in the season with Brabham and Hulme on pole and with fastest lap respectively at Kyalami albeit Pedro Rodriguez took the South African GP win in his Cooper T81 Maserati.

Jack flicking BT19 around with the abandon so characteristic during 1966-7. RBE740 powered, here ahead of Jim Clark’s Lotus 33 Climax FWMV 2 litre DNF, with Jack’s motor about to go kaboomba (unattributed)

At the following championship round- Monaco, Jack was on pole deploying the new RBE740 Series V8’s power and big, beefy mid-range punch for the first time in a championship round. But an unhappy early ending to the weekend was the Aussie’s new moteur breaking a rod on the first lap of the race. Denny won his first GP in a 620 engined BT20, so it was far from all bad from the team’s perspective- the race tragic for the sad demise of Lorenzo Bandini after a fiery crash aboard his Ferrari 312.

Merde! or Australian vernacular to that general effect- Brabham checks the hole in his nice new 700 Series Repco block, carved up somewhat from an errant conrod- Monaco 1967

But all the same their would have been a bit of consternation in the camp at the time, no doubt a phone call to Hallam was made about the buggered rod, or maybe Frank read about it in the late edition of Monday’s Melbourne daily ‘The Sun’?

The Lotus 49 Ford Cosworth DFV changed the GP world when it appeared in the hands of Clark J and Hill G at Zandvoort on June 4- the need to lift was clear!

So, lets address Jack’s requests.

Sorry about that sketch of Brabham’s requested 700 Series block modifications! Sadly we don’t have it- which is a bumma.

The modified Daimler rods and caps are RB620 bits, not 740- so Jack is after some bibs and bobs to keep alive some of the RB620’s by then in circulation in Europe. Not to forget Denny was still using RB620’s until he got a 740 for Spa in mid-June. The ‘620 Series’ Repco was the first of the Repco Brabham Engines series of race V8’s and was based on the standard Oldsmobile F85 block- ‘600 Series’ block and ’20 Series’ cross-flow heads in Repco nomenclature. The ‘740 Series’ was the new for 1967 motor- ‘700 Series’ bespoke Repco designed block and ’40 Series’ exhaust within the Vee heads.

The water rail changes appear routine race experience evolution, in fact whilst the whole letter is dealing with normal stuff its still interesting, if you know what i mean? And the engine fitters will have been given the bief to watch the chain tensioner fit.

Jack’s checklist of engine parts is interesting.

I thought all of the RBE engine rebuilds happened at Maidstone but clearly that is not the case, some engine work was being done in The Land of The Pom. Interested to hear from you RBE lads on this point.

Brabham and Hallam at Sandown with their newborn, January 1966 (R Wolfe)

The photograph above is of the two participants in the above correspondence at Sandown Park, Melbourne during the 1966 Tasman round. It is a ‘pose for the press’ shot given the race debut of the Repco V8 in the companies home town.

It was the second race for the RBE620 Series V8- the first was a 3 litre unit used by Jack during the non-championship South African GP weekend on 1 January, DNF with a fuel injection pump problem.

The engine above is a 2.5 litre jobbie- easily picked by its long Lucas injection trumpets, this time an oil pump broke- the chassis is the one and only BT19 which carried Jack to the 1966 title, and as can be seen in the Monaco photographs, well into 1967. The RBE620 became a paragon of reliability after some initial traumas were rectified…

The RBE 620 Series engine story is here;

https://primotipo.com/2014/08/07/rb620-v8-building-the-1966-world-championship-winning-engine-rodways-repco-recollections-episode-2/

The RBE 740 Series engine story is here;

https://primotipo.com/2016/08/05/rb740-repcos-1967-f1-championship-winning-v8/

Tailpiece: Denny en-route to Monaco victory aboard an RBE620 powered Brabham BT20, Jo Siffert’s Rob Walker Cooper T81 Maserati behind DNF…

Credits…

Rodway Wolfe Collection, Getty Images, Bernard Cahier

Finito…

(R Goldfinch)

Denny Hulme acknowledges the plaudits of the crowd upon his retirement from the February 1967 Australian Grand Prix at Warwick Farm…

The ‘Creek Corner Mob’ were a notoriously loud, knowledgeable group of spectators, ‘the bugler’ in particular always comes up in conversations about the place with Sydney enthusiasts even now.

Denny’s Brabham BT22 Repco ‘640’ V8 retired on lap 41 of the 45 lap race with a burst radiator hose, the race was won by Jackie Stewart’s BRM P261 2.1 V8. In a troubled weekend the Brabham Repco lads started raceday further out west at Sydney’s Oran Park attempting to sort fuel injection and handling dramas before heading back to the ‘farm for the race. Jack was fourth aboard BT23A Repco ‘640’.

Love this Bruce Wells portrait of Denny on the ’67 WF grid. Note the ducting used in the hotter races of that year to get cool air into the centre of the 640 and 740 Repco’s- aimed at the fuel metering unit (B Wells/TRS)

Stewart, Clark, Hill- BRM P261, Lotus 33 Climax, Lotus 48 Ford FVA, then Jack and Leo Geoghegan- Brabham BT23A Repco and Lotus 39 Climax with Denny alongside the pit counter on the row behind, Brabham BT22 Repco (B Wells/TRS)

Its weird the way your brain works, or mine does anyway?!

The first thing which popped into my mind when I saw Denny’s salute was the famous post 200 metre Mexico ’68 Olympics medal award ceremony, brave ‘Black Power’ medal presentation dais salutes of gold and bronze medallists Tommie Smith and John Carlos.

It was ‘big news’ in Australia as Peter Norman, a great Australian athlete, was the silver medallist who bravely stood with, and in support of the Americans and their cause. Norman was punished for his actions by the Australian Olympic Committee’s ‘forces of conservative darkness’ for the rest of his life.

Denny’s pose and actions are in an entirely different context (to say the least) but its funny the stuff which sticks in a childs mind only to pop out fifty years later. The Olympics scene resonated with me at the time, no doubt meeting Norman at a school holidays athletics training camp in the early seventies added to the potency of the moment, times of great social upheaval and progress as they were.

Peter Norman’s obituary; https://www.theguardian.com/news/2006/oct/05/guardianobituaries.australia

Credits…

Roger Goldfinch, Bruce Wells/The Roaring Season

Tailpiece: Peter Norman, Tommie Smith and John Carlos, Mexico 1968…

Finito…

Bruce McLaren awaits his crew making changes to the setup of his new McLaren M7A Ford, chassis M7A-1, Silverstone 25 April 1968…

Its a day or so before the BRDC International Trophy, one of three non-championship F1 races run in Europe that season. Bruce is to have another good weekend, off the back of his Brands Hatch ‘Race Of Champions’ win in March, his teammate and Kiwi buddy Denny Hulme won the prestigious Silverstone race in an emphatic demonstration of the quality of Bruce McLaren and Robin Herd’s F1 design and construction capabilities.

McLaren in the M7A, from pole, Brands Race of Champions in 1968- he won. Alongside is Mike Spence BRM P126, Jackie Stewart Matra MS10 Ford and on row 2 Chris Amon Ferrari 312 and Denny in his M7A. That’s Jo Bonnier in last years McLaren M5A BRM V12 with his hand up on the second last row. Bruce won from Pedro Rodriguez BRM P133 and Denny LAT)

That season Bruce McLaren famously became one of the very few to win a championship GP in a car of his own name and construction when he won the Belgian GP. Denny Hulme took another three GP victories and challenged for the 1968 World Championship ultimately won by Graham Hill’s Lotus 49B Ford, the car for which the Ford Cosworth DFV was designed.

At the end of 1967 Ford’s Walter Hayes implored Colin Chapman to allow him to offer the DFV to other teams ‘for the good of Grand Prix racing’ such was his fear of Team Lotus dominance. Chapman, to his credit, waived his contractual entitlement to exclusivity- Lotus, Matra and McLaren raced the Ford engine in GP events in 1968.

McLaren M7A Ford cutaway (Dick Ellis)

The duo concepted a car which typified the ‘Cosworth Kit Car’ era. A short monocoque chassis ended aft of the driver’s seat and consisted of three steel bulkheads- one at the back, one at the front, and one open bulkhead at the dashboard which was then skinned with aluminium panels to form a full monocoque over the driver’s legs. It was an immensely torsionally rigid and strong structure compared with the very best spaceframes of only a few years before.

The M7A used glued and riveted skins of L72 aluminium alloy, a British standard for the aviation industry in a thickness of 22 gauge and in a few places 20 guage magnesium sheet. 40 gallons of fuel were distributed between four rubber bag-tanks- one either side of the driver in the tub, another behind his seat and the fourth in the scuttle. The Cosworth DFV engine was bolted directly to the rear bulkhead and at that stage of its development produced circa 420 bhp @ 9500 rpm.

Early test of the M7A at Silverstone on 5 April 1968. Denny up, Bruce by front wheel. Notice the McLaren wheels, ‘nostril’ ducted radiator outlets and top and bottom front suspension radius rods which mount to the bulkhead in the dash area of the tub (R Dumont)

The suspension, of conventional outboard design was derived from the very successful 1967 Can-Am Championship winning M6A Chev. It comprised outboard coil spring/damper units at both ends and single lateral links and trailing arms at the front- and single lateral top links, reversed lower wishbones and twin radius rods at the rear. Uprights were cast magnesium with of course adjustable roll bars front and rear. Steering was McLaren rack and pinion, brakes Lockheed discs all round and the transmission the ubiquitous Hewland DG 300 transaxle five-speed.

The radiator was conventionally mounted at the front, with a sleek fibreglass body topping the whole visually arresting package- hot air vented McLaren style out of ‘nostrils’ in the nose with an oil radiator at the rear above the ‘box and clear in the opening shot.

‘Pop’ McLaren and Alastair Caldwell supervise the McLaren pit in the French GP paddock, Rouen 1968. Note general car layout as per text, suspension, rad duct in lower shot- quality of design, execution and presentation a treat. #8 Denny 5th, #10 Bruce 8th. Shocker of a wet race with Jo Schlesser dead on lap 2 in the experimental Honda RA302 (unattributed)

Allen Brown reports in oldracingcars.com of the M7A’s 1968 season; ‘The first two cars were finished in March 1968, and both debuted at the 1968 Race of Champions, where Bruce McLaren dominated the race, winning from pole position, with his new teammate Denny Hulme finishing third. At the next race, the Silverstone International Trophy, Hulme took pole position and won, with Bruce content to take second place. It was not quite so easy at the first GP, the Spanish, but the M7As were third and fourth on the grid and Hulme finished second.’

‘After a poor weekend in Monaco, Bruce McLaren took his team’s first GP victory in the Belgian GP at Spa in June after Jackie Stewart’s Matra MS10 retired on the last lap. Results were mixed over the next few races, but Hulme won in Italy and in Canada to equal Graham Hill’s score at the top of the World Championship standings. A crash at Watkins Glen and retirement in Mexico ended his challenge, but had been a wonderful season for McLaren’s F1 team’.

McLaren M7A from Pedro Rodriguez, BRM P133- 1st and 2nd, Spa 1968 (unattributed)

McLaren and M7A at Watkins Glen 1968. Note the mount and location of the rear wing in the context of the text below (A Upitis)

In terms of the ebbs and flows of the season, in ‘The Year of Wings’, Matra and Ferrari- on Firestone and Dunlop tyres respectively won races later in the season and Lotus set the aerodynamic standard with high-wings after their initial appearance on the Ferrari 312 and Brabham BT26 Repco at Spa. McLaren lost some of their edge- the cars wings were less effective than Lotuses, when they remained attached to their cars, mounted in the middle of the M7A on the cars sprung mass, rather than Lotus 49 style at the rear on the unsprung suspension uprights, and Goodyear too lost their edge. Remember when there was competition between the tyre manufacturers?!

Goodyear’s new G9 boots gave Denny the kicker he needed to win at Monza and then at St Jovite, Canada but Graham Hill and Lotus deserved the title in a year during which Hill held the team together and picked everybody up after Jim Clark’s tragic death at Hockenheim in April.

Looking at the M7 design from a commercial perspective, whilst McLaren by this stage were well funded by the standards of the day- the M7 design worked hard in contributing to the companies success by providing the basis of the M14 F1 car and the phenomenally successful M10A and M10B F5000 designs which were the ‘class standard’ from 1969-1971- constructed as they were under licence by Trojan Cars in Croydon.

Bruce, M7A Silverstone (V Blackman)

Lets get back to the photo which inspired this piece though, here is none other than DC Nye’s race report of the BRDC International Trophy, in full, from the June 1968 issue of MotorSport, the photographs are all my editorial selections…

‘For the 20th B.R.D.C. International Daily Express Trophy race at Silverstone, the Club amassed a small but fairly representative field of Formula One cars. Heading the entry were Hulme and McLaren in the two impeccably-prepared McLaren M7A-Cosworth V8s, which finished first and third in the Race of Champions, and Ferrari sent over two cars, one a new, slightly sleeker-chassised V12 with the engine lower-mounted than hitherto, and the other the car which Amon normally races. Drivers were the young Belgian, Ickx, and Amon, and though the New Zealander tried both cars he decided he preferred his own, and Ickx raced the new one.

Amon’s Ferrari 312’s, Ickx car in the foreground, Silverstone 1968. Amon Q5 and Ickx Q7 with Chris proving the pace of the Ferrari, despite the Cosworth onslaught with a fastest lap and 3rd place, Jacky 4th (unattributed)

Graham Hill had a solitary Lotus 49-Cosworth V8 which was entered by Gold Leaf Team Lotus, and B.R.M. were well represented with Rodriguez in the Bourne-built, Terry-designed P133 V12 and Spence in the similar, T.A.C.-built P126. Also in a P126 was Courage, having his first F1 race this season for Parnell, and Hobbs had Bernard White’s relatively unsorted Tasman 2-litre B.R.M. P261 chassis, specially lengthened by the works to accommodate the new V12 engine. Also B.R.M.-powered was the lone works Cooper T86B, with Gardner driving, as Scarfiotti was away practicing for the Targa Florio and Redman was reputedly testing F2 Dino Ferraris in Modena. Rob Walker had acquired a new Tasman Lotus 49 chassis to replace the one lost recently in a fire at his Dorking headquarters, Siffert driving as usual; Bonnier was in his 1967 McLaren M5A-B.R.M. V12, and the Swiss Moser had the ex-Hulme, ex-Ligier Brabham BT20-Repco V8. Lanfranchi completed the field in a 2.7-litre Climax 4-cylinder powered Brabham BT23.

Withdrawn entries included a second Parnell B.R.M. for Attwood and Sheppard’s Mallite McLaren fitted with a 3-litre version of the original Climax Godiva V8 for Taylor. Two works Brabhams were listed, but were not complete.

Last year’s G.P. practice record of 1 min. 25.3 sec. by Clark in the Lotus 49 looked a little sick compared with this year’s speeds, Hulme taking pole position with 1 min. 24.3 sec. to Spence’s 1 min. 24.9 sec., McLaren’s 1 min. 25.1 sec. and Rodriguez’s 1 min. 25.3 sec. Behind these four on the front row came Amon at 1 min. 25.5 sec., Hill 1 min. 25.6 sec., Ickx 1 min. 26.4 sec., and Siffert 1 min. 27.6 sec.

One minutes silence in memory of Jim Clark before the off. Hulme at far left on pole, then Spence BRM P126, McLaren M7A and the other BRM P133 of Pedro Rodriguez. Amon, Hill and Ickx on row 2 (Getty)

After a poignant silence in memory of the late Jim Clark, the field were given a maximum of three warming-up laps, and from the start McLaren took an immediate lead ahead of Spence, Hulme, Rodriguez, Ickx, Hill, Amon, Courage, Bonnier and Gardner. Lap 2 and the leading bunch were all scratching hard to draw out some sort of advantage; Courage was briefly ahead of Amon at Copse and Siffert and Gardner were both by Bonnier, who was being harried by Hobbs.

The leading McLarens, B.R.M.s, the lone Lotus and the two Ferraris soon towed each other away from the rest of the field, with Hulme slotting by Spence into second place on lap 4, then being repassed by the B.R.M. Lanfranchi had already stopped for a plug change on his 4-cylinder, and at the start of lap 6 Spence led McLaren into Copse, and was re-passed on the way out to Maggotts to remain the meat in an orange McLaren sandwich for a short distance before chopping by again and leading the bunch on lap 7 from Hulme, McLaren, Rodriguez and Hill, all nose-to-tail. Amon and Ickx had become slightly detached in the works Ferraris, but as they sped down Hangar Straight on that lap a stone was thrown up from Spence’s B.R.M., smashing Hulme’s goggles and giving him a nasty moment which dropped him back to seventh.

Hill and Amon in 3rd and 4th- Ferrari 312 and Lotus 49 Ford (LAT)

Almost immediately Rodriguez’s B.R.M. V12 began to misfire, an ignition lead dropping off, and he stopped before Maggotts, replaced the wire and drove on to the pits, where a more lasting repair was made. By lap 9, with Spence leading narrowly from McLaren, Hill was third in the lone Lotus, Amon was a close fourth and Hulme, whose eyes had stopped watering, was already on his tail and looking for a way by. Positions remained unchanged until lap 14, when the Lotus’ V8 engine died, and, seeing a lot of fluid resting in the vee, Hill thought the engine had suffered a serious breakage and had thrown water. In fact, a fuel pipe had split, and the fluid was petrol, but he was out anyway, and walked back to the pits. Hulme had nipped by Amon on this lap, and was going out after Spence, who had been re-passed by McLaren. lckx was falling back in fifth place with the very new and understeering Ferrari, with Siffert some distance behind, followed by Courage, Gardner, Hobbs, Moser, Lanfranchi and then an unhappy Rodriguez in the misfiring B.R.M., last.

Next lap Hulme was up into second place, and on lap 20 he passed McLaren after getting round in 1 min. 25.3 sec. to take the lead narrowly from his “number one”, Spence and Amon, and these four were still driving in very close company. But Lanfranchi had retired with bad oil surge, and Siffert’s sixth place evaporated on lap 26 when the clutch broke in the Tasman-chassised Lotus, and two laps previously Gardner had gone out in a trail of smoke and steam when the B.R.M. engine broke a liner.

Lap 28, and Spence slotted his slim B.R.M. past McLaren into second place, and as they lapped the tail-enders the leading group began to space out. But Amon closed on McLaren noticeably on lap 36 and was looking for a way by, but then lost time lapping Moser at Copse and dropped back, letting McLaren get away and latch on to Spence’s tail in second place. These two then drove very hard, entering corners side-by-side occasionally until lap 41 when the B.R.M.’s engine stopped suddenly at Club with a timing chain breakage, letting McLaren up into second place, but delaying him sufficiently to let Amon catch up in the Ferrari. Rodriguez had finally retired his sick B.R.M., Ickx was running a lonely fourth, with Courage fifth and about to be lapped, while the only other cars still running were Hobbs’ B.R.M. and Moser’s Brabham-Repco.

Hulme on his way to the first of four M7A wins in 1968, Silverstone, April 1968 (LAT)

Amon was trying hard to wrest second place from McLaren, setting a new outright circuit record on lap 44 of 1 min. 25.1 sec., 123.82 m.p.h., but Bruce was trying equally hard to stay ahead, doing 1 min. 25.2 sec. on the same lap, and, although the two of them were very close together on lap 45, Amon’s luck was running out and his goggles strap broke. Shielding his eyes from the airstream with one hand he drove for two laps before managing to haul his stand-by pair into position on his face, and this dropped him well back from McLaren, and although closing the gap slightly before the finish he came home in third place. Hulme was battered but triumphant, Bruce McLaren had a lot to smile about with his cars’ first one-two victory, and B.R.M. were well pleased with their turn of speed and not too worried about the frailty their cars had shown since they are still at an early stage in their development. The Ferraris had been rather outpaced from the start, but on a clear track and with McLaren as his target Amon had proved that he is one of the quickest drivers around.’—D. C. N.

Denny on his way to a win at St Jovite, Canadian GP 1968 (unattributed)

Etcetera: M7A Chassis by Chassis courtesy Allen Brown at oldracingcars.com…

‘The first two cars were finished in March 1968, and both debuted at the 1968 Race of Champions, where Bruce McLaren dominated the race, winning from pole position, with his new teammate Denny Hulme finishing third. At the next race, the Silverstone International Trophy, Hulme took pole position and won, with Bruce content to take second place. It was not quite so easy at the first GP, the Spanish, but the M7As were third and fourth on the grid and Hulme finished second. After a poor weekend in Monaco, Bruce McLaren took his team’s first GP victory in the Belgian GP at Spa in June after Jackie Stewart’s Matra MS10 retired on the last lap. Results were mixed over the next few races, but Hulme won in Italy and in Canada to equal Graham Hill’s score at the top of the World Championship standings. A crash at Watkins Glen and retirement in Mexico ended his challenge, but had been a wonderful season for McLaren’s F1 team

Bruce 8th, with Tyler Alexander and Alastair Caldwell and M7A at Rouen, Chris Amon 10th Ferrari 312 just heading out (unattributed)

Denny and Bruce at Jarama prior to the 1968 Spanish GP, M7A’s fitted with pannier side tanks. Denny 2nd and Bruce retired in the race won by Hill’s Lotus 49 Ford (unattributed)

Bruce on the way to that historic win aboard his M7A at Spa in 1968 (unattributed)

Hulme’s M7As was retained for 1969 for the Kiwi to drive, and the latest car, M7A/3, was modified to M7B specification with pannier tanks.  When that did not work, both the M7B and the prototype M7A were sold to privateers; both were crashed later in 1969 and both cars scrapped. Bruce drove a new McLaren M7C for the rest of 1969, and a huge amount of effort was wasted on the four-wheel-drive McLaren M9A. It didn’t help that Goodyear, McLaren’s tyre supplier, were well behind Firestone and Dunlop until the end of the season, when the latest rubber helped Hulme win the Mexican GP in his well-used sole surviving M7A. That last M7A was bought by Tony Dean for Formula 5000, and was then sold to a French Museum where it remains, the museum owners having turned down all McLaren International’s offers for the car.’

McLaren, Brands, M7A British GP 1968 (M Hayward)

More on the M7A’s…

Check out Allen Brown’s article which I have referenced and filched from extensively in this article

http://www.oldracingcars.com/mclaren/m7a/

Credits…

Getty Images, Victor Blackman, Ronald Dumont, Alvis Upitis, MotorSport June 1968 article by Doug Nye, Dick Ellis, LAT, Mike Hayward, Allen Brown-oldracingcars.com

Tailpiece…

Finito…

(R Schlegelmilch)

Vic Elford leans his machine gun on moustachioed teammate Lucien Bianchi’s, winged Cooper T86B BRM in search of a Messerschmitt BF109, Nurburgring 1968…

This is a pretty canny bit of impromptu PR by the Cooper boys at the height (sic) of the hi-wings explosion that summer in Grand Prix racing. That trend was all over pretty quickly due to the flimsy engineering of some of the appendages, that story covered by an article I wrote a while back; https://primotipo.com/2015/07/12/wings-clipped-lotus-49-monaco-grand-prix-1969/

Cooper’s built three T86B chassis for the 1968 season by adapting the 1967 Maserati V12 engined T86 design to accept BRM’s sportscar derived customer P101 V12 first used by Bruce McLaren during the later half of the 1967 season in the back of his McLaren M5A.

Cooper T86B- aluminium/electron monocoque chassis, front suspension by top rockers, lower wishbones and inboard mounted coil spring/dampers, rear suspension by single top link, inverted lower wishbones, twin radius rods and coil spring dampers, adjustable roll bars front and rear. Outboard disc brakes front and rear, Cooper steering rack. BRM P101 2998 cc DOHC, 2 valve, Lucas injected 60 degree circa 375 bhp V12, Hewland DG300 5 speed transaxle (Bill Bennett)

The heavy, relatively lower (a Cosworth DFV punched out about 410bhp at the time) powered machines were raced initially by Brian Redman and Ludovico Scarfiotti, who was tragically killed at Rossfeld Hillclimb over the June Spa weekend. He was replaced by Lucien Bianchi, who had an amazing year in sportscars, rally machines and in single-seaters. Click here for an article in part about Lucien; https://primotipo.com/2016/03/22/cowans-grunter/

Quick Vic got the steer after Brian Redman was badly injured at Spa when his suspension failed, the car then crashed into and over a concrete barrier, his progress arrested by a parked Ford Cortina- he escaped with a broken arm and minor burns but was out of racing for a bit. Johnny Servoz-Gavin and Robin Widdows had one-off drives. Best results for the cars were thirds for Redman in Spain and Bianchi at Monaco, whilst fourth places were scored by Scarfiotti in Spain and Monaco and by Elford in France.

German GP start, gloomy to say the least! Denny Hulme’s McLaren M7A Ford in shot, to his left and forward is John Surtees Honda RA302 with Elford’s Cooper to John’s front left. Up front are Ickx and Amon’s Ferrari 312’s, Hill is to Elford’s right in the hi-winged Lotus 49 and a slow starting Stewart, Matra MS10  in front of Hulme (PH Cahier)

Vic popped his Cooper on grid 5 at the Nurburgring but left the road on the first lap of the famously wet and treacherous race won by Jackie Stewart’s Dunlop shod Matra MS10 Ford. He won by four minutes from Graham Hill’s Firestone shod Lotus 49B Ford and Jochen Rindt’s Goodyear tyred Brabham BT26 Repco a further six seconds back. Stewart was magic that day aided by some schmick, trick Dunlop wets- one of his greatest drives in the minds of many including the great man himself.

JYS during his soggy, stunning run, Matra MS10 Ford (R Schlegelmilch)

Credits…

Rainer Schlegelmilch, PH Cahier, oldracingcars.com

Tailpiece…

(unattributed)

Finito…

(Ron Laymon)

Denny Hulme caresses his Repco Brabham ‘RB740’ V8 in the Mosport pits during the Canadian GP weekend, August 1967…

As well he should too, it was this engine which powered his Brabham BT24 to victory in that years drivers championship. Mind, you that statement is not entirely correct as Denny used the ’66 engine, ‘RB620’ early in the season as Jack raced the 740, that engine was only used by the Kiwi after Jack deemed it available and raceworthy to him.

In the meantime Denny scored 4th in South Africa and won at Monaco using RB620 V8’s- those results won Denny the title really, Jack was 6th and failed to finish in the same two races. Denny’s 51 points took the title from Jack’s 46 points and Jim Clark with 41.

Clark from Hill during the 1967 British Grand Prix at Silverstone, Lotus 49 one-two for a while at least, GH retired with engine failure on lap 64 to end a dismal weekend, he crashed after suspension failure on Saturday. Clark won from Hulme’s BT24 and Chris Amon’s Ferrari 312 (Sutton)

Clark’s 4 wins shaded Jack and Denny with two apiece in the epochal Lotus 49 Ford Cosworth. Any design which is competitive over four seasons, inclusive of drivers and manufacturers title wins (Hill in 1968 and Rindt in 1970) is ‘up there’ in the pantheon of great GP cars. The 49’s first win was Clark’s victory at Zandvoort in ’67 upon the cars debut, its last the result of Jochen Rindt’s stunning tiger drive at Monaco in 1970- at his friend Jack Brabham’s expense, the great Aussie pressured into a famous last lap error by the storming Austrian.

Without doubt the Lotus 49 was the car of 1967, its always said it would have won the title with more reliability that it did not have as a brand new car.

But that simple analysis fails to give credit to the Aussies.

The Brabham BT24 was a ‘brand-spankers’ design as well. Tauranac says that it was only his second ‘clean sheet’ GP design, his first was the BT3 Climax which raced from mid-1962. The GeePee Brabhams which followed were evolutions of that design.

Love these close-up shots. Its Denny’s BT24 and RB740 engine the cam cover of which has been removed to give us a better look. The cars spaceframe chassis is clear- small car for the era. Based on Tauranac’s BT23 F2 design the engine was tightly proportioned and economical of fuel so the package around could also be tight. From the bottom you can see the distinctive ribs of the 700 block below the top suspension radius rod. To its right is an ally tank held in place by a rubber bungy cord, a fuel collector which picks up from the two, one each side, fuel tanks. SOHC, 2 valve V8, circa 330 bhp in period. Cams chain driven. Note the rail carrying coolant behind and above the camshaft. Fuel injection is the ubiquitous, excellent Lucas product, to the left is the top of the Bosch twin-point distributor. In the centre of the Vee is a hornets nest of carefully fabricated exhausts- wonderful examples of tube bending art. Ferrari fitted 12 within the Vee of its engine in a trend common at the time. The idea was to get the pipes outta the breeze and away from suspension members. What a wonderful bit of kit it is (Laymon)

The ‘RB740’ SOHC, 2 valve, ‘between the Vee’ exhaust engine was also a new design. Both the Repco designed, Commonwealth Aircraft Corporation cast ‘700 Series’ block and the ’40 Series’ heads (the heads were cast by Kevin Drage at Clisby Industries in Adelaide) were new. They were completely different to RB620, albeit the 700 block could and was bolted to 20 Series heads and ancillaries when 620’s were rebuilt and its modified Oldsmobile F85 block cast aside as no longer fit for purpose.

Jack and Repco ‘blooded’ or tested the head design in the early 1967 Tasman races but the block was not ready then- the 2.5 litre 1967 Tasman engines were ‘640 Series’, a combination of the ’67 heads and the 1966 modified by Repco, Olds F85 blocks. The first 700 blocks were used in F1, not the Tasman Series. In fact the early ’67 F1 engines used by Jack were 640’s as well. Denny used 620’s early on in ’67, as mentioned above just to add to the confusion!

My point is that the all new Brabham BT24 Repco won 4 races and took the ’67 drivers and manufacturers titles beating the all new Lotus 49 Ford which also won 4 GP’s- Graham Hill was winless in the other 49 that year. (I’ve ignored the 49’s guest drivers in this analysis)

BT24 sans Hewland DG300 during the German GP weekend. Elegant simplicity of the design laid bare. Spaceframe chassis, rear suspension comprising single top link, inverted lower wishbone, coil spring/damper, twin radius rods and an adjustable roll bar. Eagle eyed Aussies may note the ‘Lukey Muffler’ tipped exhausts (unattributed)

It could also be said that the 49 chassis design was not really all new- the 1966 Lotus 43 is identical in layout inclusive of suspension and using the BRM H16 engine as a stressed member, as the Ford DFV was.

So whaddam I saying?

That the spaceframe Brabham BT24 Repco combination was ‘newer’ than the monocoque Lotus 49 Ford which was really the 43 chassis design, suitably lightened and modified to carry the DFV, a much lighter and fuel efficient moteur than the sensational but corpulent, complex BRM engine. Let the correspondence begin! Here is a link to my Lotus 43 BRM article, form a view yourselves.

https://primotipo.com/2015/02/17/jim-clark-taking-a-deep-breath-lotus-43-brm/

Tell me in a conceptual sense how the 49 chassis and suspension differs from the 43? There was plenty of Ford funded PR hoopla around the Lotus 49, we have all seen the footage. It was hardly going to be the case that Chapman said of the Lotus 49 chassis ‘we needed a known platform to bolt the new engine to, so we used the BRM engined 43 chassis design with minor mods to suit the much lighter, smaller DFV’. Much better to tout the whole lot as ‘all new’- no drama in that, its all fair in a corporate bullshit sense, its just not quite true and largely a myth perpetuated by many over time. Time after time!

Lotus were not the first to use the engine as a stressed part of the car either, although that is widely attributed to Chapman. Jano did it with the D50 Lancia, Ferrari with the 1512 and BRM the P83 H16.

In any event, lets give the Brabham BT24 Repco ‘740’ V8 the respect it deserves but seldom gets.

Clark in the Mosport paddock 1967, his eyes well focused on the fashionably attired young Canadian missy, despite having just bagged pole. Lotus 49 Ford (unattributed)

Canadian GP Mosport- 27 August 1967…

This first Canadian F1 GP was in many ways an exemplar of the words above. Clark and Hill qualified 1-2 with Denny sharing the front row on Q3.

Clark led from the start to be passed by Hulme, Denny’s flat, fat Repco torque curve was more suited to the slippery wet conditions than the DFV which was notoriously abrupt in its power delivery early in its development. Bruce McLaren’s BRM V12 engined M5A was up to 3rd at one point. As the track dried Clark worked his way into the lead- which he kept after rain started again until lap 68 when the engine cut out. Jack won from Denny with Hill in the other 49 4th and Canadian driver Eppie Wietzes a DNF during a Lotus 49 guest drive with the same ignition dramas as Clark.

Maybe the truth is that the difference between the Lotus 49 and Brabham BT24 in 1967 was that Clark sat aboard a Lotus not a Brabham? For sure Jimmy would have been lightning fast in the light, chuckable BT24. Faster than Jack and Denny for sure.

Graham Hill quizzing Jack about the pace of his BT20 ‘640’ at the Silverstone BRDC International trophy in April 1967, Mike Parkes Ferrari 312 took the win from Jack. Red car is Bruce McLaren’s McLaren M4B BRM (Schlegelmilch)

A further point is around car preparation. The 1962/68 World Champion, Hill G, still at the peak of his powers was effectively neutered from the time the 49 appeared by the unreliability of the chassis he drove- of his 9 Lotus 49 starts he retired 7 times. Three of those were engine failures, the others due to driveshaft, suspension, gearbox and clutch problems. Clark retired 3 times in the same 9 races with ignition, suspension and ZF tranny dramas.

Brabham Racing Organisation prepared beautifully consistent cars in 1967 powered by very reliable Repco engines. Factory Brabhams took the championship F1 startline 22 times in 1967 for 4 DNF’s, all due to 740 Series engine failures- Jack’s broken rod at Monaco, both drivers at Spa and Denny’s overheating at Monza.

Clark was far and away the quicker of the two Lotus men- Jim started from pole in 6 of those 9 races, Hill from pole in 3 of them. As I have said before ‘if yer aunty had balls she’d be yer uncle’- but IF Hill had won a race or two that Clark did not, the manufacturers title would have been Lotuses not Brabhams. Because the lads from Hethel did not prepare two equally reliable cars the title was Brabham’s not Lotus’, surely a fair outcome?!

Denny Hulme in his ‘brand spankers’ Brabham BT24 Repco ahead of Chris Amon’s Ferrari 312 during the 1967 French Grand Prix, Bugatti Circuit, Le Mans. Jack won from Denny, Chris retired on lap 47 with a throttle linkage problem. The Ferrari 312 was a big car, the sheer ‘economy’ of the little, light, BT23 F2 derived BT24 shown to good effect in this shot. Note the air-scoop used to cool the fuel metering unit in the Tasman and some of the ‘hot’ races in the GP season (unattributed)

Denny’s 1967…

Didn’t he have a ripper season! In addition to the F1 drivers title he could easily have won the Can Am Series in Bruce McLarens M6A Chev, the first of the wonderful ‘papaya’ cars too. He went back to Mosport a month after the Canadian GP and won the Can Am race in addition to wins at Road America and Bridgehampton. Bruce just won the title with a smidge more reliability than his Kiwi buddy, 30 points to 27.

Denny didn’t have great reliability in the Tasman Series at 1967’s outset but then again the Brabham main game was engine development in advance of the GP season’s commencement. The cars were match fit for the World Championship partially due to development work done in Australasia by Jack, Denny and Repco in January and February whilst Tauranac beavered away on his new BT24 chassis design back in the UK- which is about where we came in!

Michael Gasking in grey coat and Roy Billington in shirtsleeves fitting a 2.5 litre RB640 V8 at Repco Maidstone during the 1967 Tasman. Cars raced in the ’67 Tasman were BT22 ‘F1-1-64’ for Denny and BT23A ‘1’ for Jack. The latter car is very much the F1 ‘BT24 prototype’ being a modified F2 BT23 frame to which the RB640 engine was adapted. Not sure which car is being fettled in this photo. It looks as tho they are about to fire her up- you can just see the end of a white ‘Varley’ battery by Roy’s foot and a red slave battery alongside. The motors Bosch distributor cap is missing but not a big deal to fit. The sound of those engines is oh-so-sweet! Not sure who the other two dudes in shot are, intrigued to know (Gasking)

Who Says Ron Tauranac designed the Brabham BT24?…

The BRO lads based themselves at Repco’s Maidstone headquarters in Melbourne’s western suburbs during the Tasman Series to fit engines before the Kiwi rounds and before/between the Sandown and Longford rounds in Melbourne and Tasmania each year. These two events were traditionally the season enders.

During these trips Jack, Denny, Roy Billington and others out from the UK operated from Maidstone both preparing the cars and spending time with the guys who built their engines. The Repco fellas all have incredibly strong, happy memories of these times.

The sketch below was made by Jack and Denny in the Maidstone lunch-room during a break in the days proceedings on the ‘1967 tour’.

Michael Gasking recalls that in between tea and bikkies the ‘guys were explaining to us what the ’67 F1 car would look like and its key dimensions’- so there you have it, Jack and Denny’s conceptual thoughts on the ’67 F1 car! The funny thing is, at that time, early March 1967 Ron Tauranac may not have been too far advanced with the ’67 chassis, the first didn’t appear until Jack raced BT24/1 at Spa on 18 June.

In the interim Ron was busy at Motor Racing Developments pushing F2 Brabham BT23’s out the door- far more profitable work than knocking together a few F1 cars for Brabham racing Organisation!

In any event, what a wonderful historical document! JB’s rendering of the RB740 engine is sub-optimal mind you, but its clear the guys have taken the time to carefully draw the car in pencil, and then add the dimensions in ink, or ‘biro’ I should say!

(Gasking)

Its hard to compare all of the BT24’s publicly reported dimensions with Jack’s sketches level of detail but the total height of the car at 34 inches tallies, whereas Ron’s final wheelbase was 94 inches rather than Jack’s 91.5 inches.

Re-engineering Jacks total width from tyre to tyre outside extremities at the rear of 69 inches- to a rear track dimension, using his 12 inch wide tyres, gives a rear track calculation of 57 inches for Jack whereas Ron’s was 55 inches.

The little air-ducts either side of the nose and in front of the driver didn’t make it, the steering wheel diameter agrees at 13 inches mind you these were trending down to what became the 10 inch norm. The outboard suspension layout all around is spot on of course, as is the use of a V8 engine…

At the end of the lunch, Michael scooped up the drawing which is now, 50 years later shared with us, many thanks Michael! Wonderful this internet thingy, isn’t it?

(Max Millar)

Related Articles…

On the Repco RB740 engine

https://primotipo.com/2016/08/05/rb740-repcos-1967-f1-championship-winning-v8/

The 1967 Repco Brabham season

https://primotipo.com/2015/09/03/life-magazine-the-big-wheels-of-car-racing-brabham-and-hulme-30-october-1967/

Hulmes 1967

https://primotipo.com/2014/11/24/1967-hulme-stewart-and-clark-levin-new-zealand-tasman-and-beyond/

Tailpiece: 1967 wasn’t all plain sailing, Brabham, Monaco…

(Getty)

Jack looking intently at the sight of his RB740’s Laystall, steel crankshaft. He can see it thru the side of the engines block, an errant connecting rod has punched a hole in its aluminium casing! Dennis Jenkinson’s MotorSport Monaco ’67 race report records that JB started the weekend with an RB640 engine fitted, and popped a new 740 in- which had circa 20bhp more, which he ran-in on Saturday and then qualified with, on pole.

Bandini got the jump at the start with the rod failing on the journey to Mirabeau, whereupon Jack spun on his own oil, travelling backwards all the way to the Station Hairpin, in the middle of the jostling pack. But the robust engine continued to run on 7 cylinders for the journey back to the pits, where this photo was taken, the great Aussie inadvertently trailing oil all the way around the course, the lubricant having an easy path out of the moteur via a not insignificant hole!

The rod problem was quickly fixed by Repco who fitted Carrillo’s- drama solved. The chassis is BT19, Jack’s ’66 Championship winning frame. Brabham first raced a BT24 at Spa on 18 June, Denny did not get his until Le Mans on 2 July. So you might accurately say the ’67 drivers and manufacturers titles were won with a mix of 1966 and 1967 chassis’ and engines!

Bibliography…

 ‘Brabham, Ralt, Honda: The Ron Tauranac Story’ Mike Lawrence, GP Encyclopaedia, Michael Gasking, ‘History of The GP Car’ Doug Nye, Garry Simkin

Photo Credits…

 Ron Laymon, Michael Gasking Collection, Sutton, Getty Images, Max Millar

Postscript: Jochen Rindt driving the ring off the BT24 at Kyalami, South Africa on 1 January 1968- he was third behind a Clark, Hill Lotus 49 1-2. Clark’s last F1 win sadly…

 

 

 

 

Gary Knutson and Jerry Mallett with their Lotus 11 Climax at the ‘Garden of The Gods’, Colorado Springs, Colorado circa 1959…

Knutson went on to become one of the ’main men’ during the McLaren ‘Papaya Period’ after doing stints with Traco and Chaparral, but here he is posing with his later business partner and their new car just acquired from Jim Hall.

Its amazing how you find stuff such as this wonderful photograph. I was trying to find the correct spelling of Gary’s surname which I always get wrong- off to Google. Click away. Bingo! The trouble is the photo is on ‘The Nostalgia Forum’, the most content rich motorsport website on the planet. I can never deal with a new thread on TNF in less than an hour.

Tyler Alexander and Gary Knutson tend to their charge in the Bridghampton paddock, 1968. Bruce waits patiently. Both M8A’s had engine dramas this race- Bruce ran a bearing and Denny’s chucked a rod. Mark Donohue won in Roger Penske’s M6B Chev (P Lyons)

Contributions to this thread of TNF include bits by Wally Willmott, Howden Ganley, Jerry Entin and others. Here are some snippets, its not a comprehensive article about Knutson but a pot-pourri of bits and bobs plus a link to a fantastic, detailed article in Hot Rod magazine on development of the Big Block Chev ZL1 V8- Knutson was up to his armpits in that project of course.

The connection to Jim Hall was via Jims brother Chuck who was going to the University of Colorado, at Boulder, as was Knutson. Gary prepared Chuck’s Corvette with which he was third in class at Pikes Peak in 1958.

Knutson and Mallett shortly thereafter saw a sportscar race in Phoenix and were hooked- they then approached Jim via Chuck to buy the 1.5 litre Coventry Climax powered Lotus 11 Le Mans Series 2.

Bruce McLaren and Robin Herd’s superb, simple monocoque M6A Chev- the ’67 Can Am Champ. ’67 engines developed on Al Bartz’ dyno in Van Nuys, Cal by Knutson as McLaren then did not have a dyno- look closely on the rocker cover and you can see the Bartz tag in addition to the McLaren Flower Power one! Cast iron Chev 350, four-bolt main bearing caps, 2.02 /1.60 inch intake/exhaust valves with 4 Weber 48IDA carbs 525 bhp @ 7600 rpm. An additional 25 bhp was gained with the adoption of Lucas fuel injection- Knutson used Traco throttle bodies on a Mickey Thomson cross-ram intake manifold intended for Webers. Also used was a Corvette Rochester fuel injection distributor to drive the metering unit and a Vertex magneto instead of a distributor. McLaren was reported disappointed with the power gain but the improved throttle response and driveability was significant with the M6A’s winning 5 of the 6 rounds and Bruce the championship from Denny (unattributed)

Knutson, born in 1937 lived in Colorado Springs where his mother was a teacher and father a photographer. His mechanical interest started with Soapbox Derby devices, a Maytag washing machine motor powered trike and Briggs and Stratton lawnmower engines, then ‘Whizzer’ ‘bike engines and soon an Ardun flat-head Ford V8 engine which went into a 1932 ‘5 window’ Ford which was ‘dragged’ and hill-climbed. Gary won a dirt hillclimb event in the car aged 16 at Georgetown.

Mallett recalls ‘When we ran the Lotus 11, both of us worked two jobs each to pay for the thing, but we would roll out of Colorado Springs on Friday night at about 7 pm and drive all night to Salt Lake City, Utah, New Mexico or Texas. The first race was in Dallas, Texas and after the all night drive, a shower and a cup of coffee, we really thought we were in the big leagues. Around 8 am a trailer showed up with four Ferraris. It was a long day’.

1967 Chev 350 McLaren engine detail at Road America. Note the Traco throttle bodies and Mickey Thomson magnesium manifold referred to above. Below is the Vertex maggy and roller-rocker valve gear- by whom I wonder? (D Friedman)

Knutson worked for Chaparral in the early days when the Chap 2 was first built and the team comprised Jim Hall and Hap Sharp, chief mechanic Franz Weis, ace fabricator Troy Rogers, with Gary as the engine man. At Traco Engineering before commencing McLaren’s in-house Chevy engine program, he worked on a ‘Who’s Who of all branches of motor racing engines doing 14 hour days with Wally Willmott, with Gary having oversight of the Ford Quad Cam Indy to McLaren F1 engine project.

The in-house CanAm project started with the ’67 McLaren Chev 350 cid engines which produced about 525 bhp @ 7600 rpm on Webers, before Knutson adapted Lucas fuel injection…

At this point, click on this link to a wonderful article in ‘Hot Rod’ magazine about the development of the McLaren Chev aluminium, big block ‘Rat Motors’ in which Knutson was the major player, it’s a beauty;

http://www.hotrod.com/articles/unlimited-rat-motor-racing/

1968 7 litre Chev ally LT1 ‘Rat Motor’. Development work initially done with cast iron block and the new L88 ally heads till the blocks became available. 4.25 inch standard bore and 3.76 inch stroke with Moldex steel crank, Cloyes roller timing chains, cam by Vince Piggins group at Chev R&D. Production solid lifters, Forgedtrue pistons and Carillo rods. Dry sump pumps by Weaver and magnesium dry sump pans by Chev R&D. The L88 heads had 2.19/1.84 inch intake/exhaust valves with the ports enlarged and re-shaped. Crane aluminium roller-rockers. Magnesium intake manifolds had a 2.9 inch bore for each cylinder with a fuel injector into each of the curved and tuned length steel velocity stacks. Intakes were modified Crower with MacKay making the intakes, Lucas metering unit, Vetex magneto and tach drives from magnesium. That lot generated  a real 650 bhp @ 7600 rpm with McLaren quoting 620 in-period . In ’68 the M8A won 4 of the 6 rounds and Denny the title. McLarens won every round of the series (HotRod)

Bibliography…

The Nostalgia Forum, classicscars.com

Photo Credits…

Gary Knutson Collection, Pete Lyons, Dave Friedman Archive, hotrod.com

Tailpiece: Moss, Hulme and Knutson astride another McLaren mechanic, McLaren M6A Chev, Road America 1967…

Stirling Moss is interviewing the winner Denny Hulme whilst Knutson looks pleased that his engine has won first time out. Road Am the first ’67 Can Am round on 3 September. Donohue and Surtees were 2nd/3rd in Lola T70 Mk3B’s with Bruce #4 below out with an oil leak on lap 6 (D Friedman)

Finito…

 

image

(Alvis Upitis)

 

Denny Hulme unleashing all 670 ‘neddies’ of his McLaren M8D Chev at Mid Ohio in August 1970…

The alloy block Chev V8’s were 7.6 litres in 1970, the ‘Batmobile’ arguably the sexiest of the Can Am McLarens and certainly one of the most successful.

Denny won 6 of the 10 rounds and Dan Gurney another 2 before sponsorship conflicts brought to an end his drive which arose as a result of Bruce McLaren’s fatal testing accident aboard an M8D at Goodwood on 2 June 1970. Peter Gethin, Dan’s replacement won another round adding to the ‘papaya rout’.

image

Denny and Teddy Mayer are easy to pick, perhaps some of you can help with the names of the rest of the team, modest ute and trailer indicative of a ‘no frills’ approach to all but the ‘weapons of battle’ (Alvis Upitis)

I wrote an article about the McLaren M8D a while back, click here to read it;

https://primotipo.com/2014/08/01/peter-gethin-mclaren-m8d-chev-can-am-1970/

image

Hulme won the Mid Ohio round, the ‘Buckeye Cup’ from Peter Revson’s Lola T220 Chev and Lothar Motschenbacher’s ex-works McLaren M8B Chev, in the shot above Denny is ahead of Lothar early in the race.

Credits…Alvis Upitis

image

Teddy Mayer, Denny and the team resolve the next set-up changes to Hulme’s steed (Alvis Upitis)