Posts Tagged ‘Elfin 400 Repco’

(oldracephotos/King)

Bob Jane, Elfin 400 Repco, during the Longford Tasman round in 1967. Sweet Repco V8 music @ 7000 rpm flat out in fifth gear…

Idle moments in front of the Teev provide a male multi-tasking opportunity, looking for ‘that shot’ which inspires an article. Breathing, lookin’ at the telly and searching for photographic inspiration simultaneously- three things at once, my girlfriend can scarcely believe it.

There are some cars which are more prolific in terms of the number of photos in circulation though, usually for the same reasons. That is, they are sensational to look at, were race winners and in Australia raced nationally over a number of years and therefore every ‘snapper in the country, both professional and amateur has had a crack at them- and, kindly, circulated said photos on that internet thingy for us all to enjoy!

So…

In the decade from 1960 to 1970’ish there are several cars which are prevalent as defined above- Pete Geoghegan’s second Mustang, Allan Moffat’s Mustang Trans Am, Leo Geoghegan’s Lotus 39 Repco, Frank Gardner/Kevin Bartlett’s Mildren ‘Yellow Submarine’, Frank Matich Matich SR3’s and Bob’s Elfin 400.

Delivery of the new 400 to the Bob Jane team, Elfins Conmurra Avenue, Edwardstown factory, Adelaide in late 1966. The factory was not flash but the sense of history and those who had been there before was palpable when I inspected my humble Crusader Elfin Vee mid-build in the early nineties. From a modest place did some amazing cars originate (B Mills)

I’ve already done the Elfin 400 to death really…

But there are just too many wonderful photos of Bob’s car not to do this article which I originally intended to be pictorial.

One long previous article was specifically about Frank Matich’s Elfin 400 Olds aka the Traco Olds, the first completed. That piece also covered at somewhat laborious length the design and development of the car, here ‘tis;

https://primotipo.com/2015/05/28/elfin-400traco-olds-frank-matich-niel-allen-and-garrie-cooper/

The other was another lengthy tome, mainly about Hume Weir circuit but it also included a piece within it on Bob’s car, the third 400 built, click here;

https://primotipo.com/2016/05/06/hume-weir/

Bob Jane in one of his first runs, the first race meeting?, Warwick Farm Tasman round in 1967. Top gun that weekend Niel Allen in his Elfin 400 Chev (J Ellacott)

Elfin 400 Repco ‘BB67-3’ was raced by some mighty fine drivers whilst owned by Bob, here is the man himself during the Warwick Farm Tasman round in February 1967…

Jane raced it, so too did 1966/7 Australian Gold Star Champion Spencer Martin. Lets not forget Melbourne up and comer Ian Cook had some drives in 1968, he sadly lost his life at Sandown in 1973 in an ex-Bob Jane Racing machine too. And another young charger, Bevan Gibson took the wheel in 1969, and soon lost his life in it at Bathurst during the 1969 Easter Meeting.

What changed the direction of the article was re-discovery of my copy of ‘Gentleman John Harvey’, the biography on Harves which has some great first-hand material about Bevan by both Bob Jane and John Harvey. I couldn’t find the book when I wrote the Matich Elfin 400 piece, which would have been the right place for its contents, but given the limited print run of Tony McGirr’s book I thought getting these perspectives out there and more readily accessible worthwhile.

In researching Ian Cook i made contact with Grant Twining who owns the Devione Ford, a car raced by Ian. Grant was able to provide some much needed detail to flesh out his story- many thanks to him.

This 400 is significant in Repco Brabham Engines history too as it was fitted with the first customer, as against works engines provided to Jack Brabham. It was a 4.4 litre ‘RB620 Series’ V8.

Ken Hastings aboard the rebuilt ‘BB67-3’ at Sandown on the fast left drop to Dandenong Road circa 1970. Note the change to the bodywork at front and addition of a rear wing. Unguarded horse racing fencing an ever present danger back then. It’s practice by the look, the Pat Crea VW Beetle and ‘Chocolates’ David Robertson Ford Capri V8 sports sedans in the distance (L Hemer)

After the Gibson Bathurst tragedy the car was acquired by Melbourne racer Ken Hastings who rebuilt it. The car passed through several hands over the years before being bought by Elfin enthusiast/racer Bill Hemming, well known to Australians for the Elfin Heritage Centre which houses his collection of cars including ‘BB67-3′.

http://www.elfinheritage.com.au/

The car was rebuilt around a new chassis some years back albeit the very much shagged original frame remains ‘part of the package’- that is the CAMS ‘Certificate Of Description’ recognises the existence of the second chassis precluding the possibility of a ‘B Car’ being built. A neat solution I thought- history and safety are recognised.

Bob Jane leads Spencer Martin and the Elfin 400 Repco at Hume Weir, Queens Birthday meeting in June 1967. John Sawyer in the blue shirt behind, blue car is ex-Jones/Phillips et al Cooper Jaguar  (M Leirsch)

Elfin 400 Technical Specifications…

Lets cover the cars technical specs in brief as it’s covered in detail in the first of the articles referenced above.

The 400 was the third series of sports cars Garrie Cooper and his band of merry men in Edwardstown built. The first were the front engined ‘Streamliners’, the very first Elfins, then came the Clubman and later the mid-engined small-bore Mallala.

The 400 Series sporties were the first ‘big bangers’ he had built, a trip to the UK before he progressed the design too far got him up to speed with what was happening in Europe. The Group 5 Ford GT40 and Group 7 Lola T70, McLaren Elvas and Chaparral’s were the standout cars at the time for different reasons.

Rare colour shot of the Jane 400 in the paddock, date uncertain. Suspension as per text, note the wide based upper wishbone, magnesium uprights and solid Girling brake rotors. See the shot below, car now has a more substantial, but unbraced roll bar (S Lambert)

Whilst Garrie was building his first monocoque chassis car, the single-seater F3/F2/ANF 1.5 Type 100 very successful ‘Mono’ he decided an appropriately stressed multi-tubular spaceframe chassis would do the trick for the sportscar. After all, Ferrari were still winning plenty of races so equipped and the Australian market was conservative, a spaceframe was easier to maintain and to repair ‘in the field’ than a monocoque. Such a design could accommodate different engines he knew customers would want to fit to the cars. The frame was of square, round and oval section tubes, the aluminium undertray was stressed as were subsidiary bulkhead panels

Four chassis were built- first completed was the Matich ‘BB66-2’ which used a Traco Olds V8, then came the Globe Engineering ‘BB66-1’ a pushrod and later DOHC small-block Ford powered car,  Jane’s ‘BB67-3’ received a Repco ‘RBE620’ 4.4 litre V8 and ‘BB67-4’, originally owned by Andy Buchanan a big block Chev.

Bolted to these engines were various Hewland transaxles; HD4 for the Matich car LG500 for the Globe and Buchanan cars and DG300 for Jane’s.

Superb early 1967 shot of the Jane car. Engine is the first customer Repco engine delivered. Repco ‘RB620 Series’ 4.4 litre SOHC, 2 valve, Lucas injected V8, circa 400 bhp @ 7000 rpm. ‘620’ is the Olds F85 modified block and first series crossflow heads- this design was the 1966 F1 championship winning design in 3 litres capacity. Note the tubes to the chassis, oil dry sump to the right. Fuel tank capacity 28 gallons- with the option of more. Array of Smiths and Stewart Warner instruments, see chassis plate on dash left and vestigial roll bar- soon altered to a higher and full width hoop albeit unbraced. Simply superb bit of kit (S Lambert)

Suspension was period typical. At the front by upper and lower wishbones with coil spring/Armstrong shocks. Uprights were cast magnesium, adjustable roll bars were fitted with rack and pinion steering.

At the rear, beautiful cast magnesium uprights were used, inverted lower wishbone, single top link and two radius rods, again with coil springs and Armstrong shocks. Roll bars were again adjustable.

Wheels, cast magnesium Elfin jobbies, were 15 inches diameter, 10 inches wide at the front and 12 inches at the back. Owners progressively increased the amount of rubber on the road appreciably over the coming years in accordance with the incredible advances in tyre technology at the time.

Brakes were Girling alloy ‘BR’ calipers with the rotors 12 inches  in diameter at the front and 11 inches at the rear. The bodywork was designed in house, as you will see in the various articles the ‘aero’ of the car was far from ‘fully resolved’ when completed.

Bob Jane aboard his 400 in 1968 (T Parkinson)

And they say Enzo Ferrari kept his drivers on their toes! So too it seems did RF Jane…

It was only in gathering the photos of the 400 that I realised how many fellas drove the 400 in a short period of time.

Bobs race team plans were changed suddenly when Spencer Martin decided to retire having won the second of his Gold Stars with Bob in 1967- they won two on the trot in 1966-7 using Bob’s Brabham BT11A Coventry Climax.

Spencer Martin had this to say about the 400 ‘What caused the accident (to Gibson) was an aerodynamic design fault with the car. I had driven the car in ’67. It was the quickest thing around at that stage. It had a 4.4 litre Repco V8 in it, and was very, very quick. But the aerodynamics on the car were not right. Unfortunately, Bevan paid for it with his life.’

Martin then commented about seeing the sportscars on circuit at Longford in 1967 when Bob Jane raced the 400. Spencer ran the Brabham BT11A and was therefore on hand to watch the sportscars practice.

Noel Hurd in the Globe Products owned Elfin 400 Ford became airborne at high speed during practice, mowing down a row of fence posts after spinning several times but leaving the driver unhurt. ‘It was an Elfin 400, and I saw them coming down the long straight at Longford, in Tasmania. I wasn’t at all happy with the aerodynamics of the car. Looking back I think I was very fortunate. If I hadn’t retired I would probably have been in that car’ (at Bathurst Easter 1969)

Whilst testing the Elfin at Calder early in 1967 Martin was circulating in 44.2 secs, nearly a second under Niel Allen’s lap record in his 400.

Shell boys at Warwick Farm in 1966: Jane, Kiwi Jim Palmer, Harvey and Jackie Stewart- quite an array of talent, champions all (WF)

John Harvey had shown what he was made of in the RRC Phillips owned Brabham BT14 Repco- so Bob hired Harvey, (born 1938) bought the BT14 and popped the Repco engine from it into the back of the BT11A and off they went to contest the ’68 Tasman Australian rounds.

The logic was that the F2 BT14 chassis wasn’t man enough for the Repco, whereas the older ‘Intercontinental’ BT11A was. Harvey did the Hordern Trophy late ’67 in the car, Climax engined before the Repco for Coventry Climax engine swap was performed. Harvey’s ‘compare and contrast’ of engines in that chassis would be interesting. As Australians know Harves was Bobs ‘main man’, his contracted driver from then right through until Frank Gardner returned to Australia in 1974- joining Jane for 1975.

John Harvey on Warwick Farm’s pit straight during the 1968 Warwick Farm 100 meeting. DNF gearbox in Janes BT11A ‘IC-4-64’ Repco. Clark won in a Lotus 49 DFW. The Brabham was and is a famous car- first owned by David McKay’s Scuderia Veloce and raced in the ’64 Tasman successfully by Graham Hill it was then raced by Martin to two Gold Star wins. Still owned by Jane and restored to CC engined form (autopics.com.au)

Early in his time with Bob John had a bad accident at Easter Bathurst 1968 when an upright in the near new Brabham BT23E broke hospitalizing him for some while with a recuperation period even longer. His first meeting post accident was at Warwick Farm later in 1968. It was a meeting John was glad to get behind him as his eyesight, fine early in the day, had a bit of double-vision later as the day wore on.

Naturally on Jane’s part, if not Harvey’s, there may have been a question about him racing again after an accident Jane said could have been fatal. He needed another driver until Harves was fit.

Jane in the Longford pits in 1967, nice rear view of the 400 Repco (E French)

Ignoring the touring cars/sports sedans to focus on the cars which matter, Harvey raced the BT11A, then the ex-Brabham ’68 2.5 Tasman BT23E Repco, the Rennmax built Jane Repco 2.5, Brabham BT36 Waggott 2 litre and finally the Bowin P8 Repco Holden F5000. He raced the McLaren M6B Repco sportscar from 1969, with Bob. He drove the Elfin 400 only once and had this to say about it.

Bob drives and Harves carries the booty. McLaren M6B Repco, they have just won the final round of the 1972 Australian Sportscar Championship at Symmons Plains on 12 November- Harvey won 5 of the 6 rounds that year. Sex on wheels (oldracephotos.com)

‘I drove that Elfin only once and I didn’t like it. I didn’t like it at all. It was the sort of car that probably I could have been persevered with, and make it work properly. Or, at least to suit me. Maybe other drivers, including Bevan, were quite happy with it. But I certainly wasn’t. And that was the result of only driving it one time. I didn’t like it so I never drove it again’.

So, the 400 seems to be the car which Jane, who also raced it a lot, shared around a bit.

Ian Cook, Elfin Mono Ford, Calder 1967 (autopics.com.au)

 Ian Cook was a Melbourne boy (born 1941) who made a name for himself in single-seaters winning the Victorian Lucas Davison Series in 1.5 litre Elfin Monos in 1966 and 1967…

He drove an ex-Granton Harrison Mk1 in ’66 and in Garrie Cooper’s prototype Mk2 in 1967. This chassis was the car which Alf Costanzo drove the wheels off and shot to prominence after sold to him by Cook.

Ian, in addition to his Elfin raced Melbourne car owner Tony Osborne’s Argo Chev sportscar in 1967, no doubt his skill behind the wheel of this Cooper derived sporty, a far less sophisticated machine than the 400, was instrumental in him joining the Jane organisation in late 1967.

Ian Cook, Elfin 400 Repco on the Longford dummy grid in 1968. Car now has seat belts. Notice the different injection trumpets on the engine from the earliest 1967 shots

His first drive of the Elfin 400 was at Calder in January 1968, taking 2 wins. The Jane team then took the car to the Bathurst Easter meeting in 1968, together with the BT23E crashed by Harvey in practice.

Bob and Ian were both down to drive the 400 but must have had problems with it in practice as it failed to start any of the events, certainly Cook drove it in practice. Or perhaps John’s serious accident was enough to ‘up sticks’ for the weekend. Their experiences in the 400 that weekend would have been interesting given the sad events which were to transpire 12 months hence.

(R MacKenzie)

Grant Twining reports that Ian Cook was the quickest of all the Elfin 400 drivers who raced the cars at Longford- Matich (noting the advance in tyres between 1966 and 1968) Jane and Noel Hurd. The photo above is of the front row of the ’68 Longford Tasman sportscar support race- #5 Peter Macrow in the Argo Chev vacated by Cook, Ian in the 400 and Chris Amon on pole in the Scuderia Veloce Ferrari P4/CanAm 350. Amon took the win, am keen to know the placings.

Four months later Jane won the Victorian Sportscar title at Winton in the 400 after Niel Allen retired his Elfin 400 Chev with a split gearbox housing.

After the Tasman BT23E was repaired Cook raced the car at the Lakeside, Gold Star round in July for 4th place. He doesn’t appear to have had another steer of the car, which is unfortunate.

Allan Moffat then raced the BT23E at the Sandown Gold Star round, bending it. More of that shortly.

The first race after repair of the BT23E was in John Harvey’s hands, at Warwick Farm in a support race late in 1968. His first championship steer was at the Sandown Tasman round in February 1969. John had engine dramas and failed to finish the race won by Chris Amon’s Ferrari Dino 246T. Amon also took the Tasman title that year.

Cook aboard the 400 at Hume Weir in 1968 (unattributed)

Ian Cook and Footscray Service Station proprietor, racer, ace machinist and later Brabham expert Denis Lupton were old friends.

Lupton ‘spannered’ Cook’s two Elfin Monos with great success. When the Jane drive came to an end they were keen to buy a Brabham BT23 to run in ANF2 but could not afford to do so. So the pair built the ‘Devione’, a car which took the BT23 track and wheelbase dimensions but was otherwise Lupton’s own design and build.

Ian was a skilled sheet-metal fabricator, between the two mates they had all the skills and experience to build a beautiful car. The spaceframe chassis used F2 Matra MS5 front and rear cast magnesium uprights. A Lotus/Ford twin-cam engine and Hewland 5 speed transaxle completed the cars major specifications.

The car was raced by both men, Cook doing the more ‘senior events’ inclusive of some Gold Star rounds whilst Lupton did club events. The car was built and then raced in the 1968-72 period.

Around 1970 Cook, a talented development engineer moved to Adelaide to join Chrysler, to assist Leo Geoghegan with the road and race development of the Valiant ‘VF’ Pacer, a four door sedan which was proposed to contest the showroom stock, ‘Group E Series Production’ racing which was booming at the time.

Cook was involved in establishing the Pacers road going specification, ensuring a nice balance of engine and braking performance and sorting ride heights, shock absorber settings and roll bars to get the right blend of handling, safety and performance. The first test of these cars was at Sandown in June 1969 during a 12 Hour record setting day.

Niel Allen’s Chev engine 400 ahead of Cook in Jane’s Repco engine variant during the 1968 Warwick Farm Tasman round. They are attacking The Esses. Results folks? Note the different noses on the cars (oldracephotos.com)

Into 1969 the Elfin 400 drive was Bevan Gibson’s, with John Harvey racing the Brabham BT23E and McLaren M6B, the latter with Bob.

Janes Brabham BT36 (BT30-27 was a late build BT30 to BT36 specifications) was raced only sporadically by John Harvey. 2 litre Waggott powered, it was a jewel of a machine but arrived in amongst the F5000’s and too late for the 1971 Gold Star series in which he could have given Max Stewart and Kevin Bartlett a ‘good shake’ at the title Max won.

Bob Jane Racing sold the car less engine to Lupton and Cook who owned it in partnership. They converted it to ANF2 form by the simple fitment of a Lotus/Ford 1.6 litre circa 200bhp engine. The car was to be shared by the friends as before with the Devione.

Lupton withdrew from the arrangement with Ian when he needed to raise some cash to care for one of his young children who needed hole-in-the-heart surgery.

On a cold, wet, foggy Sandown practice day Ian was being looked after by some ‘stand ins’ rather than his usual crew including Lupton- who was dealing with family matters.

Grant Twining, the owner of the Devione and a confidant of Lupton says their theory is that the Brabham’s tyre pressures were probably incorrectly set too low. During practice for the June 1973 meeting the car lost a tyre from a rim, slid into one of the Shell, over the circuit sign, concrete supports, killing him instantly.

A Melbourne driver, his is a story which deserves to be told in full. Suffice it to say, a fine engineer, competitor and man died way too young in very unfortunate circumstances.

Ian Cook accepting the plaudits of the unruly but respectful! Warwick Farm crowd, February 1968. Elfin 400 Repco (D Harney)

Most of us think of Allan Moffat (born 1939) and Janey as arch rivals which they undoubtedly were.

The droll, deadpan, Canadian ‘Marvin’ played the ‘Baddie Role’ so well, it was easy as a kid to dislike him as much as you liked his car! The Trans Am Mustang that is.

But not long after he returned from his successful sojurn of several years in the US, in 1968 he had a couple of drives for Bob- ‘Stuffing the nose of the 400 into the fence and hay-bales at The Causeway at Warwick Farm, and at the following Sandown he had a more comprehensive issue with the Brabham’ (BT23E) wrote journalist Ray Bell. The meeting Bell referred to was the September 1968 Gold Star round, the car, crashed in practice, did not start the race.

400 in the Longford paddock Tasman round, February 1968. Jim McKeown’s Lotus Cortina Mk2 alongside (D Cooper)

I’ve never seen any photos of Moffat aboard either car. Please share them if you have any Instamatic happy-snaps or better!

Moffat didn’t cover himself with glory it seems, not that it impacted his career trajectory! Factory Ford Series Production rides and the Trans Am were both happy 1969 events for both Moffat and we fans. What a ride he gave us all!?

Hume Weir front row of the sportscar feature, Queens Birthday weekend June 1967. Alan Hamilton’s white Porsche 906 Spyder, Spencer Martin in the Jane Elfin 400 Repco and nearside Bevan Gibson Lotus 15 Climax (M Leirsch)

Bevan Gibson (born 1946) I wrote about not so long ago in the article about the ex-Derek Jolly Lotus 15 which Bevan drove to within an inch of its life, bringing himself to the attention of Jane and others. Click here for a link to my article about the Lotus 15.

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

Gibson really was an interesting prospect- considerably younger than all of the other drivers. At 22 he was aboard one of the fastest cars in the country- also a tricky one. I’m not suggesting Bevan was in over his head. He had plenty of experience in the 200 plus bhp Lotus 15 and had done some laps in the BT11A Repco during 1968 ‘with a strict rev limit’ to be observed whilst driving the circa 280bhp single-seater.

Pre driving deal. The Shell contracted Bob Jane Elfin Mono Ford alongside the Shell contracted Gibson family owned Lotus 15 Climax, perhaps at Calder, date unknown (unattributed)

Whilst racing the family Lotus 15 Climax Bevan worked in the workshop of Jane’s Chrysler Valiant Dealership in Sydney Road, Brunswick. The racing department was in the same premises.

Spencer Martin had been staying with Bob at his place in Kew, just off the Kew boulevard, a well known and challenging ‘racetrack’ then. Bob suggested he move out into a place of his own- sharing with Bevan, the pair ‘shacked up’ in a unit at Princes Park (Carlton) organised by Bob, the arrangement ran from 1966-7, at which point Spencer retired from racing and returned to his Sydney hometown.

Bevan Gibson having a steer of Bob Jane’s Brabham BT11A Climax in August 1968 (unattributed)

Its interesting looking at the history, the connection to the Gibson family via Hoot Gibson, Bevan’s employment by the Jane Organisation, and ‘batching’ with Martin that Cook got the 400 drive in early 1968 rather than Bevan.

Perhaps it was simply that they (Bob and Spencer) didn’t think Bevan was quite ready for it at that time? There is no doubt that they saw plenty of each others races, photos of various of the Jane cars with the Gibson 15 in shot show them sharing the Shell facilities at race meetings. I’m not suggesting Cook wasn’t worthy of the Jane drive- most certainly he was, I am merely musing over the reasons/timing of the decision to give the drive to Ian rather than Bevan in 1968.

400 in the Calder paddock in May 1967- I wonder if its Bevan’s Lotus 15, which was painted red for a while, alongside. No roll bar in this shot (T Thompson)

At the 1969 Sandown Tasman meeting, the race and championship won by Chris Amon’s Ferrari Dini 246T, Gibson took the fifth of five in a row wins in Jane’s Elfin 400.

Barry Catford, somewhat prophetically, wrote the following note as a reporter covering the meeting for ‘Australian Motoring News’. ‘During the sportscar race I noticed on each lap the nose of the Jane Elfin lifted markedly after hitting a bump on the main straight before the start/finish line. The bump would affect the other cars, but not as noticeably as it did the Elfin. It seemed as though the Jane car needed less ride height at the front and maybe more at the rear which then may have resulted in less air getting under the front of the Elfin as it lifted over the bumps’.

The accident at Bathurst happened that Easter, on 7 April, three months later

Bevan Gibson ahead of Niel Allen at Calder in March 1969, 400 Repco from 400 Chev (oldracephotos.com)

In ‘Gentleman John Harvey’ Peter Molloy recounts how John Harvey was completely shattered by what had happened to Bevan. ‘I really think that John wanted to give it away then and there’. But, ever the complete professional, he saddled up in the Brabham BT23E and contested the Gold Star race- won by Jack Brabham’s Brabham BT31 Repco after the Gibson accident with the remnants of the fire fighting foam still on the track and debris off to its side. On a track which bit him badly due to component failure only 12 months before.

Bob Jane had this to say about Bevan- ‘Hoot Gibson (father of Bevan)…were a family devoted to motor racing. ‘Hoot’ went back to the rallies from years before. Along with a lot of my mates like Lou Molina and all those sort of people. Young Bevan was a very promising driver. He was very aggressive. When I say aggressive I mean very brave. Unfortunately, that element of bravery brought him undone’.

‘The car he was racing, my car, was an Elfin. Obviously with the knowledge we have today about aerodynamics, things would be different. The car had a flat bottom, and Mount Panorama was a very fast track. It had two bumps and the end of the straight which brought a lot of people undone. The car took off, went upside down, and caught on fire. It was just a terrible, terrible tragedy’.

Gibson pictured with the Jane Elfin Mono, at Calder, date unknown (unattributed)

It wasn’t my intention to spend time dealing with the accident which befell Bevan at Bathurst.

As I mentioned at this articles outset, what started as a pictorial has ended up a feature. There are quite a lot of ‘I reckons’ about the accident online, my article includes these too. What is persuasive or a least informative are the views of those from within the Bob Jane Team, and Harvey details with Bevan sensitively and the accident in full, on that basis I include the following lengthy view of a friend and insider.

‘Bevan was a very bright young bloke. He had extremely good car control, and was very fast. He was a bit like a lot of us in our younger days, he was a bit wild at times. But he was able to harness that wildness, that energy, and put it into his driving. He was very good in competition and making excellent progress’.

‘Also some drivers may have a ‘devil may care’ sort of attitude. This can lead to some ‘spirited’ driving. I never felt this would bring Bevan into harm, but I did sometimes think he was a bit on the wild side. I felt that at times he threw caution to the wind. I have no hard core evidence for this…but I just remember feeling that at times’.

‘Quite apart from what I thought, he was certainly a good young driver. He had a lot of talent. Had he survived he would certainly have been good at his craft, and would have won lots of races…’

Lap 1 of the fateful Easter Bathurst Sportscar race 1969. The event was not an ASCC round- but was an important race with all the ‘top guns’ present. Niel Allen ahead in his ex-Matich Elfin 400 Chev, Frank Matich, suffering fuel feed dramas is 2nd, Matich SR4 Repco then Bevan Gibson, Elfin 400 Repco. Note the winglets on the front of the Allen car, big rear wing and front tabs on the SR4, Jane car devoid of these aero appendages (oldracephotos/Dick Simpson)

Bathurst Easter 1969…

John Harvey continues ‘On the Saturday night Bevan discussed with us the fact that the Elfin was lifting off the road coming over the last hump. I said to him”You can’t have it lifting off the road. If it lifts off the road it will go upside down”. We suggested that maybe the car was getting a bit ‘light’ going over the hump. I really didn’t know what technical things he could do to alleviate the situation’.

‘We expended the conversation to include Bob Jane and John Sawyer (Bob Jane Racing Team Manager/Chief Mechanic). Bevan suggested we may put some air ‘flippers’ on the front of the car, or some little winglets. This was late on the Saturday night, and hardly the right time to initiate things like that. The conclusuion was that we didn’t know if it would work. These are the sorts of things you have to test under controlled conditions. Raceday, particularly at Bathurst, is not the place to test.’

‘The only comment I made was “In all the years I have been coming to this place in whatever cars, if the car does not feel stable over the last hump- or even the second last hump- or if its a windy day- always lift off the throttle”. To do this may only drop your speed only a few miles per hour, but what it does is drop the nose of the car. Drop the nose of the car, and reduce the amount of air under the car. The car will therefore feel that little bit safer, and that much more stabile’.

‘So, that was that. there were a number of drivers who were aware of the problem and did just as I said. All we could do was pass this advice on to Bevan- all I can recall is that Bevan was running third. He then passed Niel Allen (ex-Matich Elfin 400) or Niel had some problem and Bevan was in second place’.

Bob Jane team and Elfin 400 at Calder, date uncertain. John Sawyer in blue suit behind the car. No roll bar fitted in this shot (unattributed)

‘Bevan then started to catch the race leader, Frank Matich  (Matich SR4 Repco ‘760 Series’ quad-cam 4 valve Repco 5 litre V8- a normally vastly faster car than the Jane Elfin 400).  Franks car had gone onto  seven cylinder for some reason, but he still had a good lead. Bevan was starting to catch Frank. Maybe Frank’s car now went onto six cylinders. I don’t know. All we knew was that Bevan started to catch Frank fairly rapidly, Bevan went across the top of the mountain behind Frank, and down through the Esses. From there it was on to Conrod Straight’.

‘It appeared to us that if he caught Frank he would bide his time and pass where it was safe to do so. At this stage no one was thinking about aerodynamics. Plus, i’m not at all sure what role that may or may not have played. It appeared that Bevan ‘drafted’ Frank down the straight. He caught right up on Frank and surely knew he had him. I think by this time there were a couple of laps left to go in the race.’

‘Naturally I have no way to know what is going on in Bevan’s mind. But I can easily imagine him thinking “I’ve caught up to Frank Matich. I can pass him and win this big race at Mount Panorama”. Which, of course would be a big win to have’.

‘So Bevan drafted Frank down the straight. He seemed to me to pull out just before the last hump. He pulled out to get the run down the inside of Murray’s Corner, and beat Frank under brakes. I suppose they were travelling at 160-170mph, and Bevan had pulled out just before the last hump. When Bevan hit the fresh air the car seemed to accelerate. The Elfin lifted, went up in the air, and came to earth upside down. The car almost instantly caught flames, and that was that’.

‘There was no doubt in my mind that Bevan died in that first upside down impact. The rest of the destruction and the fire, didn’t really matter’.

John then sensitively deals with the hours and days which follows, and points out that despite over 25,000 miles of testing, and the advance of aerodynamic understanding in the decades which followed the accidents which befell Mercedes Benz at Le Mans not so few years ago. Two flips to Mark Webber.

Bevan Gibson, Elfin 400 Repco, Bathurst Easter 1969. An outstanding young talent taken too soon. RIP Bevan Gibson (oldracephotos.com)

Bibliography…

‘Historic Racing Cars in Australia’ John Blanden, ‘Gentleman John Harvey’ Tony McGirr, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, ‘Elfin’ Barry Catford and John Blanden

Special thanks to Grant Twining for insights and information about Ian Cook

Photo Credits…

Ellis French, Dennis Cooper Collection, Dale Harvey, J Ellacott, oldracephotos.com, Dick Simpson, M Leirsch, S Lambert, Bob Mills Collection, GTRX, Tony Parkinson Collection, Wayne Wooton Collection, T Thompson, Tim Watts

Etcetera: Niel Allen from Noel Hurd and Bob Jane, Elfin 400’s all …

 

Mixed sportscar bag in country NSW. Jane at Hume Weir in early 1968 from a Lotus 11, Meyers Manx VW beach buggy! and Geneer Outlaw VW (oldracephotos.com)

 

Bob Jane off the line at a Calder Raceway drag meeting in, I think 1968. He took out ‘Competition Eliminator’ with an 11.78 second/117.80 mph pass for the standing quarter (W Wooton)

 

Ken Hastings at Sandown circa 1971, note the changes to the 400 body and addition of the rear wing (T Parkinson)

 

Bill Hemming in his beautifully restored ex-Jane 400 Repco at Phillip Island in recent years (G Russell)

Tailpiece: Butt shot for the tailpiece seems apt. Niel Allen Elfin 400 Chev, bodywork by Frank Matich, compare and contrast with the standard rear of Bob Janes 400 Repco. They are heading over Sandown’s old Causeway and about to swing left into the approach of the very quick Dunlop Bridge in 1968…

Tailpiece 2: End where we started with Bob Jane- at Longford in 1967, alongside is Alan Hamilton’s Porsche 906. We have liftoff…

(T Watts)

Finito…

 

 

jane

(Bryan Liersch)

Bob Jane leading his champion driver, Spencer Martin onto the Hume Weir dummy grid for his first race in ‘Bob’s baby’, his Elfin 400 Repco 4.4 V8, June Queens Birthday weekend 1967…

Martin was by then the reigning national Gold Star Champion. In fact he was half way through a year in which he won his second title on the trot, and then having achieved his motor racing aims retired from the sport at elite level’.

#85 in the background is the ex-Bib Stillwell, Tony Osborne owned Cooper Monaco Olds V8 driven by Ian Cook.

Click here for an interesting article on Spencer; https://primotipo.com/?s=spencer+martin

The inspiration for this article are a number of great shots of the Hume Weir circuit near the mighty Murray River and border of New South Wales and Victoria. The circuit, closed in 1977 won’t be on the radar of international enthusiasts although Jack Brabham and Roy Salvadori raced there during the Australian International races in the summer of ’61.

Brabham 1961, Cooper T53 Climax (C McQuellin)

 

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Jack Brabham wins the ‘Craven A International’ in his Cooper T53 Climax in March 1961, love the ‘Fergy’ in the background, Hume Weir  (unattributed)

 

JB post one of his wins with booty, ours is a parched brown land (C McQuellin)

I knew the circuit, i just missed racing there, it was closed by 1979 when in bought my first Formula Vee, was built in a disused quarry which provided construction stone and gravel material to build the Hume Dam, particularly its retaining wall. Although a Victorian i am a Thredbo skier, a legacy of 9 years working in Sydney and for years summer and winter have driven from Melbourne along the stretch of road from Ebden to Tallangatta with Lake Hume to my left. From Khancoban where the Alpine Way starts is a phenomenal drive to Thredbo Village. This drive, in fact the whole journey from Albury through Corryong, Khancoban, Geehi and Dead Horse Gap to Thredbo is one of Australia’s great drives.

Watch the ‘coppers’ though they police it furiously, the area near Scammells Lookout, a must stop, is an area to stick to the limits in particular!

For years i have driven for miles with Hume Dam on my left and wondered about the Hume Weir project and researched it, some old shots i found are too good not to share.

So, this masterpiece comprises a piece about the building of the Hume Dam, the birth of its Hume Weir Circuit ‘love-child’, the history and some shots of the circuit and a bit about Bob Jane’s Elfin 400 the photos of which at Hume Weir inspired the article.

For my international friends, the ‘where the hell is he talking about?’ question is addressed by the map below, ‘Hume Weir Circuit’ is in red, the road to Thredbo is also there.

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1960’s aerial shot of Hume Weir circuit, dam and dam wall. At the bottom of the shot is ‘Scrub Corner’, the tightest hairpin in the country, then heading ‘up’ is the ‘Back Straight’ into the combination of corners called ‘The Loop’, then left (going down the page again) into ‘The Esses’ past the pit entry and onto the ‘Front Straight’, the start/finish line is at the start of which (Dallinger)

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Dean Street, Albury 1920’s (Dallinger)

Australia is the driest continent on the planet, as a consequence there have been some major infrastructure projects since Federation in 1901 to provide water for irrigation of crops and/or power. The Hume Dam is one, on much bigger scales are the Ord River Scheme in WA and most impressively and significantly the post-war Snowy Mountains Scheme in NSW.

Travelling the roads mentioned above gives some insights into the ‘Snowy the scale of this nation building post-war project, its one of the civil engineering wonders of the world, can only be experienced on the ground, its un-Australian not to experience it at some point in your life!

Explorers Hume and Hovell trekked through the area in 1824, Albury was first settled by Europeans in the 1840’s.

As early as 1863, it was clear that water management was needed to ease the boom and bust flows of the rivers. Lochs and weirs were advocated but when representatives of the three colonies impacted, NSW, Victoria and South Australia met in Melbourne, the talks came to nothing. Not much different to today really, when the Premiers meet. Difficulties with border customs, bridge and punt tolls, along with self interest made necessary compromises between the parties impossible.

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Albury/Bethanga Bridge construction 1920’s (Dallinger)

After Federation (when the colonies joined to form a country) in 1901 a more global view of national priorities was capable of being made and after consideration of 25 sites the present one was chosen.

The factual material which follows is a truncated version of a paper by Joe Wooding for the ‘Albury & District Historical Society’ on construction of Hume Dam.

To build a reservoir, lots of land is needed, in this case, prime river frontage. 15,582 acres in NSW  and 87,268 in Victoria. Not everyone was pleased with the compensation offered, the lawyers were happy though as the courts were ‘chockers’ with disputes for over a decade.

Construction commenced in November 1919, soon tent cities sprang up on both sides of the river. More permanent buildings were soon erected. On the Victorian side, the hamlet of Mitta Junction, became known as Ebden Weir and the site for operations.The higher ground in NSW was called Hume Weir, started from nothing. In 1920, the title Hume Weir was officially bestowed on the whole project in honour of the explorer.
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Relatively early works, 1920’s (Dallinger)

Massive amounts of infrastructure were needed. I must admit to always being amazed at what was built with the equipment available in earlier times. (noting the Pyramids scale of achievement!)
A metalled road from the main road at Wirlinga, now Old Sydney Road was built to the site. A Hume Weir rail siding was established from which vast amounts of stores, equipment and cement were conveyed to the NSW work site by a fleet of 10 solid rubber tyred Thornycroft motor lorries. In Victoria, a branch from the Wodonga to Cudgewa rail line was laid to Mitta Junction. A road bridge to link the two villages spanned the Murray just below the work site.
Two quarries were established. The one in Victoria provided earth fill and clay for the embankment and later the site for the Hume Weir circuit. Originally, 2 steam locos were used to haul trucks along the earthen bank, 8 were added later. The rail tracks were constantly re-laid as the bank grew. Two steam grab cranes were used in early excavation work at the quarry. Two ‘navvies’ were deployed, steam cranes which ran on the rail system. Much of this equipment was brought from Nagambie and Eildon. Over 500 horses were  used to haul monkey-tailed scoops and drays.
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Horses still had a role despite modern construction techniques of the day (Dallinger)

In NSW the stone quarry is on Hawksview Hill. Four steam locos and numerous trucks were brought from Burrinjuck. The rail system was extensive, rails ran to and from the quarry and the Bethanga Bridge site. Rail was also used inside the coffer dam to service the spillway foundation excavations.

Steam power was widely used, some of the machinery was extraordinary. In NSW two huge cement mixers capable of producing 900 cubic yards per day were operated. The crusher was a 30 ton Hadfield made in Sheffield, England. It was unloaded at the weir rail siding and with great difficulty, transported to the quarry by 2 large steam traction engines.
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(unattributed)

A flying fox spanned the river from east to west with a large steel cable 400m long. The cables were attached in such a way allowing coverage of almost the entire work site. 300 tons of concrete blocks were used as ballast on the mobile pylon. A trolley was attached to the cable, enabling loads of up to 10 tons to be placed almost anywhere on the work site. The Bucyrus steam shovel was capable of lifting 3½ cubic yards and the only machine on site using caterpillar tracks.
dam train

(Dallinger)

‘The process of using crushed rock rather than smooth river gravel and adding large rock individually, produces ‘cyclopean concrete’. A 750mm wide concave rubberized conveyor belt carried the concrete, which could be retrieved at any point, by concrete shutes, for placement at the work site. Belts were pressure cleaned for their return journey. The huge rocks, some weighing up to 10 tons, called ‘plums,’ were cleaned with a high pressure hose before being individually craned into the wet concrete. Some were completely buried, but many were left half exposed to ‘key in’ the next batch of concrete. Steel reinforcing was only used near the top of the spillway. The structure is about 17% rock. At its base, the wall is 32m thick and double that if you take in the dissipater wall’.

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Dam wall 1927, looking at the Murray upstream (unattributed)

‘As well as road works in the villages, other amenities were provided. Residences, barracks, stores, recreation halls, a post office and police presence were established. Electricity was installed for lighting only and turned off at 11pm. A Church of England was transported in. A casualty ward, a doctor with a phone and car were provided. Dances and pictures, obviously silent, as ‘talkies’ were not seen in Albury until 1928. The school had 66 pupils in 1921. The baker, milkman, greengrocer and butcher called regularly as did the ice man. Sport attracted many of course’.

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Dam wall work progression (unattributed)

Manual labour was harsh with a 48 hour week, later reduced to 44 hours. Picks, shovels and
bare hands were often the only method of filling drays. Returned soldiers from the Great War
were given preference for employment, followed by married men. Estimated numbers of
workmen employed varies greatly with about 1000 cited. At the peak of construction around 1927, numbers given were Victoria 355, NSW 650, Bethanga Bridge 89. With a large workforce and dangerous working conditions, accidents were a reality, with total fatalities estimated at 6-9 people.
The Weir was officially opened by the Governor-General, Lord Gowrie, on November 21 1936
 ‘by closing an electric valve control circuit which released the water through two giant needle valves…the greatest irrigation work in the Southern Hemisphere and one of the most important in the world. It cost £5,550,000 to construct, and is located nine miles from Albury’ The Albury Banner’ said.
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Dam opening ceremony in 1936 (Dallinger)

In 1957, the Power Station was completed with 2 turbines now capable of producing 58 Mw which is not large in the electricity industry. As a comparison, Albury’s peak demand for summe of 2013 was 110 Mw.

dam end
The 1960s saw a large increase in the weir’s pondage necessitating additional works on the
dam. One aspect was to open the old stone quarry and supply thousands of tons of granite to
stabilize the clay bank of the earthen wall.
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dam car
Wirlinga…

Hume Weir wasn’t the first circuit in the Albury area, Wirlinga was.

A public roads layout of 6.79K, roughly rectangular shape using Thurgoona, St Johns and Bowna Roads as well as the Riverina Highway was used. 14km  from the centre of Albury, the track was used several times before WW2. Rather than get lost in that tangent now, tempting though it is, we will come back to Wirlinga another time.

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Car #22 is Alf Barrett’s Morris Bullnose Spl. #3 Tim Joshua’s Frazer Nash TT Replica, #4 Hope Bartlett’s MG Q Type,  #6 Jack Phillips winning Ford V8 Spl, Wirlinga 1938 (Dallinger)

The 150 mile ‘Interstate Grand Prix’ (called the ‘Albury Grand Prix’ in the Sydney Morning Herald report of the 1939 race) was run on 19 March 1938. The ‘Albury and Interstate Gold Cup’ was run on 12 June 1939. Both handicap races were won by local Wangaratta boy, Jack Phillips Ford V8 Spl. The track wasn’t used post war.

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The lower pic shows Les Murphy in the O’Dea MG P Type from Colin Dunne’s similar car and George Bonser’s Terraplane Spl, help wanted in relation to the cars in the upper shot  Wirlinga 1938 (Dallinger)

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‘Sydney Morning Herald’ 13 June 1939

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Typically parched Australian summer, 1970’s. Hume Weir wall middle right and Great Dividing Range clear  (unattributed)

Hume Weir Circuit…

Hume Weir was enormously popular in the immediate area, in fact depending upon the year the locals were served by Tarrawingee, Winton outside Benalla and the ‘Weir.

When the circuit was leased from the Hume Dam authority by the Albury and District Car Club the members initially established an unsurfaced layout which was first raced on 2 November 1959. It was lengthened to 1.1 miles during the year, first used sealed for the Christmas meeting on December 12 1959.

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Cars race at one of the earlier meetings on the original dirt layout, Hume Weir 1959 (unattributed)

The financial support of Gold Star champion Len Lukey’s and his ‘Lukey Mufflers’ business allowed the amenities to be improved sufficiently to hold the 1961 international event. The ‘weir only got the gig, historian Stephen Dalton records as negotiations with PIARC to use Phillip Island fell over.

The 1961 program comprised an ambitious 21 events held on the Sunday and Monday 12 and 13 March, they were mainly short races with the feature ‘Craven A International’s 20 lappers on each day.

The meeting was contested by Brabham, Salvadori, Bib Stillwell, Bill Patterson, Austin Miller and Jon Leighton. It wasn’t a big field; Moss had long since left the country, as had the BRM drivers Hill, Gurney and Ron Flockhart and his Cooper.

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This shot shows the two sections of the track separated by a narrow strip of concrete, March 1961 meeting perhaps (unattributed)

Brabham.

The Internationals that summer were raced at Warwick Farm, Ballarat Airfield in Victoria and Longford and won by Moss Lotus 18 Climax, Gurney BRM P48 and Roy Salvadori’s Cooper T51 Climax respectively.

The Longford meeting was on March 5, Brabham and Salvadori travelled back to Melbourne from Tasmania, the Coopers were towed up the Hume Highway, the main Melbourne/Sydney artery to contest the ‘Craven A Internatioanals’ at Hume Weir on 12 and 13 March. No doubt it gave Jack an opportunity to catch up with his family in Sydney.

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Brabham’s Cooper T53 Climax out front of its Albury digs, Gabriel Motors.  (Border Mail)

It was all fairly casual, Jack’s car was accompanied by his mechanic and a driver for the towcar, an FC Holden Station Wagon which was maintained at a local Esso servo/workshop.

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Brabham’s Cooper T53 during his victorious March 1961 weekend (unattributed)

Jack won the race on the Sunday by just 0.9 sec from Patterson, the reigning Gold Star champion and Bib Stillwell’s Cooper T51’s in his T53.’The last 3 laps saw the leaders in the esses together and the crowd was wild with excitement as it was still anybody’s race but Jack Brabham showed championship form and held off the challenge to win’ said the Border Mails report.

hum brabs cheq

(Border Mail)

 

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Austin Miller’s distinctive yellow Cooper T51 Climax perhaps chasing Jon Leighton’s Cooper T45 and Roy Salvadori’s T51 during the Sunday race in which they were 4/5/6th (unattributed)

 

Roy Salvadori sussing the size of the cheque- ‘Can you make it in pounds sterling matey?’ (C McQuellin)

 

Brabham, Cooper T53 Climax (unattributed)

 

 

 

 

 

 

 

 

 

Brabham from Salvadori- Cooper T53 from T51 (unattributed)

 

Salvadori, Cooper T51 (unattributed)

On Monday ‘Brabham streeted the field in the international cup race and set a lap record of 51.2 seconds, a time equated to 147kmh’. ‘Twas again a Cooper 1-3, JB winning from Stillwell and Jon Leighton in Cooper T51 and T45 respectively.

With that both internationals jumped on a plane for the UK, their first event the Lombank Trophy at Snetterton which Jack won in his Cooper T53, Roy was 5th in a similar car.

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Brabham T53 just in front of Patterson T51 in Sunday’s race closing stages (unattributed)

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(Border Mail)

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The short nature of the circuit perhaps mitigated against its use for championship events having said that it hosted a round of the Australian F2 Championship from 1973-76 with later multiple Gold Star winner Alfredo Costanzo setting the all-time lap record in a Birrana 274 Hart 1.6 F2 car on 15 June 1975. In 1976 the circuit also held a round of the Australian Sports Car Championship, fundamentally though it is a circuit which is fondly remembered by club racers of both bikes and cars and spectators of course.

The circuit was essentially ‘killed-off’ by CAMS with ever increasing and more difficult safety requirements which the owner/promoters couldn’t afford. There was a section where the cars passed each other separated by a concrete wall which was of particular concern.

The last race meeting was held on 27 March 1977 although the track was used as part of the Alpine Rally which was run out of Bright, not too far away. Every now and again a ‘comp sec’ of a car club convinced CAMS to issue a permit for a ‘sprint event’ but essentially another circuit was lost, a real shame as the usual causes; noise in a built up area or urban encroachment which simply made the entreaties of property developers irresistible to circuit owners didn’t apply in this rural area.

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(Dallinger)

The photo above nicely juxtaposes the Dam with the circuit which is clear to see above the dam wall in the middle of the picture, plenty of water about in this shot! At present it is as dry as!

Molina Monza Holden Spl.

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You get a sense of just what a magnificent natural ampitheatre the circuit was, most of but not all of the circuit could be seen from one place. This is the Molina Monza Holden Spl, the shot isn’t dated so not sure who the driver is. The car’s specifications are outlined in this article amongst other Oz cars; https://primotipo.com/2015/05/13/shifting-gear-design-innovation-and-the-australian-car-exhibition-national-gallery-of-victoria-by-stephen-dalton-mark-bisset/

Perkins.

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(Dick Simpson)

Larry Perkins in the ‘boonies’ at ‘Scrub Corner’ on 28 December 1969 early in his career, car is characteristically a Perkins Vee. He is looking for a marshall to help him back to terra firma.

He was in F1 in a private Ensign nee Boro in 1975. This is early days tho, his early break was to get one of Bib Stillwell’s Elfin 600FF seats in 1971 taking the ‘Driver to Europe’ series. He stayed in Oz for ’72 and raced an Elfin 600B/E Ford to win the national F2 title. He then took Garrie Cooper’s first Elfin 620FF to the Formula Ford Festival at Snetterton at the end of the year, contesting the Festival with a few other Aussies and then stayed in the UK. F3 in 1973 and the rest is history…

Brock.

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Peter Brock ahead of Lynn Brown’s Cooper S, these are ‘Sports Sedans’, anything goes sedans with Brock and Brown two of the sports finest pracitioners of the art. Brocky is young and made his Holden ‘Red’ 6 cylinder engined A30 sing, his performances in it resulted in Harry Firth, fine judge of talent picking him up as a Holden Dealer Team driver. Brock took his first Bathurst win in 1972.

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Brock, Birrana 273 Ford, Hume Weir 22 April 1973 (Robert Davies)

‘Peter Perfect’ only did one fullish season in single-seaters in this ex-works Birrana 272 Ford, its the very first of Tony Alcock’s monocoque cars. A good car but it didn’t have a Hart Ford engine, and the competition was hot in 1973-5 in F2, Brocky quickly went back to Holdens. A great pity, a natural driver of great smoothness, finesse and throttle control; oh to have seen Brock in a Repco Holden engined F5000 in the 1970’s!

Hansford.

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(P Hall)

Greg Hansford blasts onto the main straight 1977. Kawasaki KR750 water-cooled 2 stroke.

Beechey.

hun beech

(Bowdens)

Beechey changed from Holden to Ford running this ex-works Series Production Ford Falcon GTHO Ph3 with some cash from Ford in 1972. Here he is in April, DNF with clutch failure. Ford apparently then changed their minds wanting Norm to return the car and money they paid him, Norm telling them unsurprisingly to ‘jam it’.

Bartlett.

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(Bruce Wells)

Kevin Bartlett in polo-shirt at the wheel of the works Lynx BMC, the Curl-Curl  kid was on his way! Lotus 20 behind i think. Year anyone?

Bikes.

hun bikes

(John Small)

Jim Budd and Roger Hayes Team Avon Kawasaki’s lead the 1 hour production race at the ‘weir in November 1977. Third is Jeff Parkin and then Alan Hales both on Suzuki’s. Hot work in the heat.

Jane.

jane mustand

(oldracephotos.com)

Bob giving his factory Shelby built Mustang Trans-Am plenty during the 1970 Christmas ‘Weir meeting. His new Chevy Camaro 427 cannot be too far away, Norm Beechey took the 1970 ATCC in his Holden Monaro GTS350 but Jano won it in 1971/2 in the same car with a 427 in ’71 and ‘tiddly’ 350 small block in 1972.

jane torana

(Dick Simpson)

Bob was back with another new toy in 1971, one of his finest, the John Sheppard built Holden Torana into which was slotted one of the 4.4 litre SOHC ‘620 Series’ Repco V8’s once fitted to the Elfin 400 pictured below. CAMS didn’t allow it to compete with the wing for long, check out the Vees in the Weir ‘form up’ or dummy grid area in the background. This car was mainly raced by John Harvey, in ’71 Bob focused on the Camaro and winning the ATCC. The car is still around albeit Chev engined and in need of restoration.

jane elf

(oldracephotos.com)

Bob Jane didn’t race his Elfin 400 too much, it was mainly driven by his drivers; Spencer Martin, Ian Cook and Bevan Gibson. Here in early 1968 at Hume Weir Jane is ahead of a Lotus 11, Meyers Manx beach buggy! and, is it an Elva Courier. These big Elfins are sensational cars, i wrote a long article about them a while back, click here to read it;

https://primotipo.com/2015/05/28/elfin-400traco-olds-frank-matich-niel-allen-and-garrie-cooper/

400 rear

It’s interesting to see racing cars in the context of their day to gauge the impact they had on people, how ‘other worldly’ and fast they looked. Seeing them at historic race meetings is not the way the populace saw them at the time.

This shot does that in spades and the fair citizens of Conmurra Avenue, Edwardstown, an Adelaide suburb had seen plenty of cars leave the Elfin factory in their street. This one clearly captured their attention all the same.

That WOW! factor we all still experience at the sight of something really special, mind you, these days it’s usually the ‘WOW! Ugly as a Hatful of Arseholes’ impact rather than ‘WOW! Beautiful’. Such is the impact of cad-cam and the aerodynamicists ‘art’ on free flowing curvaceous forms.

The Mini 850 and Holden ‘EH’ on the typically Aussie outer suburban street nicely juxtapose the body of Elfins first ‘big-banger’ sports car with contemporary ‘roadies’ of the day.

WOW! indeed.

400 side

Elfin built four Elfin 400’s, all with different engines, the first completed was the Frank Matich Elfin 400/ Traco Olds featured in the article link above.

This car is about to be delivered to Bob Jane Racing in Melbourne in early 1967 in time for the sports car events which were a part of each years Tasman rounds.

It’s the first 4.4litre Repco ‘620 Series’ V8 fitted to a car, the engine developed in parallel with the 1966 Championship winning 3 litre variant of the same engine, victorious in Jack Brabhams hands that year.

In fact it is the first customer Repco engine sold, the first fitted to a sports car and the first fitted to a car built in Australia, Brabhams were built in the UK. So, significant in Repco’s’ history.

400 front

The SOHC 2 valve, Olds block, Lucas injected engine produced around 400bhp@8000rpm, enough in Australia, but not elsewhere in the world at the time, where big Chevs were dominant. In 1965/66 the Lola T70 was the ‘ducks guts’ in Group 7 sports car racing but the McLaren M6A appeared in 1967, from that moment the record books were attacked by the McLaren steamroller until the end of 1971 when Porsche ‘rained on their parade’ with the 917/10 and 917/30 turbo’ cars.

As stated above this car was raced by Jane himself, Ian Cook and Bevan Gibson. Unfortunately it was the car in which Bevan flipped on Conrod Straight, Bathurst at the Easter 1969 meeting, killing the promising young driver instantly.

Frank Matich was dominant in his range of sports cars in Australia into 1967, pickings at championship level were slim when FM was present. Matich’s Elfin 400 Traco Olds delivered its promise and his own SR3’s were almost identical in terms of chassis to the Elfin 400 if not the body.

The ex-Jane 400 is now restored and owned by Elfins’ Bill Hemming.

bevan

Hamilton Porsche 906 Spyder, Spencer Martin Elfin 400 Repco and Bevan Gibson Lotus 15 Climax, Hume Weir, Queens Birthday weekend 1967. Somewhat poignant shot given Bevan is to die in the car beside him 2 years later. Gibson made the families Lotus 15 Climax absolutely sing, it was his drives in this old car which earned him the Bob Jane drive (Bryan Liersch)

Bibliography…

Joe Wooding ‘Albury & District Historical Society’ paper on construction of Hume Weir

‘Elfin Sports and Racing Cars’ John Blanden and Barry Catford, Elfin Sports Cars Facebook page

Photo Credits…

Bryan Liersch, Bob Mills Collection, Dick Simpson, John Small, oldracephotos.com, Bowdens, Bruce Wells Collection, Robert Davies, Bowdens, Christopher McQuellin, Phil Hall

John J Dallinger’s stunning collection of Albury photographs

Tailpieces: Family, fun day out at the Weir…

hum humpy

(unattributed)

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Hume Weir humpy Holden mayhem (Dick Simpson)