Posts Tagged ‘Frank Matich’

(oldracephotos.com.au/JEllis)

Frank Gardner leads a twenty-three car field away at the start of the 23 lap, 103 mile 1964 Australian Tourist Trophy, Longford on 29 February…

Gardner is aboard Alec Mildren’s Lotus 23B Ford 1.6 from Bib Stillwell, Cooper Monaco Climax FPF 2.7, Frank Matich, Lotus 19B Climax FPF 2.6 and Bob Jane, Jaguar E Type Lightweight and then in the distance is Frank Coad in the Lotus 15 Climax FPF 1960cc which Derek Jolly raced to win this event at Longford in 1960.

The Lotus was for sale, with Coad in Melbourne, close to potential East Coast potential purchesers, rather than in Adelaide where Jolly lived. ‘Hoot’ Gibson bought it for Bevan to race not so long after this, he drove the wheels off it of course, on the way to a drive with Bob Jane Racing several years down the track.

Matich (Brabham BT7A Climax obscured) and Jane seem to have found a nice bit of concrete on which to base themselves for the weekend. Or is a purpose built bit of ‘wheel alignment’ concrete? (oldracephotos.com.au/Smith)

Bob’s E Type had not long been in Australia, it first raced at Calder in December 1963.

Mildren’s Lotus is a new car whilst the great rivals in ‘outright’ sportscars- and from about then single-seaters too with the Matich acquisition of a Brabham BT7A, Stillwell and Matich are racing well developed cars- the 19B was FM’s second Lotus 19, whereas Bib had been racing the Monaco since September 1961.

(S Dalton)

Who is that pushing the Lotus into position with Matich- Bruce Richardson or Geoff Smedley? Gerry Brown is behind the Stillwell Monaco perhaps- click here for plenty on that wonderful machine; https://primotipo.com/2015/03/10/bib-stillwell-cooper-t49-monaco-warwick-farm-sydney-december-1961/

(S Dalton)

Whilst the opening photo immediately after the start shows Gardner getting the initial jump, 2.7 litres of Coventry Climax torque cannot be denied with Stillwell running strongly as the field contemplates the run up the hill past the Water Towers to the drivers left.

Gardner is second and Matich third, probably taking it easy off the line in deference to the somewhat fragile gearbox, then Jane and perhaps Greg Cusack’s Ford Cosworth 1.5 pushrod engined Elfin Mallala.

Matich looking for something in the Lotus cockpit- ‘his orange maybe’ as Stephen Dalton wryly observed (S Dalton)

The race was disappointing in that Stillwell and Coad were disqualified for push-starts, neither car was fitted with an operable self-starter- whilst Gardner was a DNF with gearbox problems after completing 23 laps.

Stillwell led from start to finish and had the time to make two stops to argue the toss with officialdom- and still was in front of Matich who stayed with Stillwell early- until Bib was disqualified, then Frank eased back confident he would be adjudged the winner.

FM won in 61.18 minutes at a race average speed of 101.25 miles per hour (fastest lap 2:33.0) with Stillwell protesting that his starter motor was operable but wouldn’t start the engine! Jane was second (2:43.3) and Greg Cusack, Elfin Mallala Ford 1475cc, third, a lap behind (2:48.4).

Les Howard was fourth in his Lotus 23 Ford 1098cc, 2 laps adrift (2:57.9), he had a great scrap throughout with the Coad 2 litre Lotus 15 (disqualified) with Bryan Thompson’s Elfin Mallala Climax fifth and John Edwards- the first Tasmanian home, sixth in his Morgan Plus 6 1998cc (3:15.8) 4 laps behind Matich.

Cusack was timed at 140 mph on ‘The Flying Mile’, Matich 150, Stillwell did 156 mph- as did Jane’s E Type.

Checkout ‘Long Weekend at Longford’, a superb Tasmanian Government film of the 1964 Longford weekend, it has excellent coverage of this race, apart from the rest of it which oozes with the relaxed atmosphere of the times.

Cusack’s Elfin Mallala exiting Newry Corner for the run down The Flying Mile (R Bell)

Greg Cusack was on the climb towards Australian National F1, racing a couple of Elfins- an FJ/WR375 and the Mallala sportscar which was derived from Elfin FJ componentry.

Two Mallalas raced that Longford weekend- Cusack’s Ford powered, third placed car and one driven by Shepparton racer, and later Touring Car/Sports Sedan drawcard, Bryan Thomson. The Thommo car was Coventry Climax powered, that 1.9 litre machine was eighth.

(oldracephotos.com.au)

The Cusack Elfin Mallala at rest in the paddock, I’ve long thought the Mallala was the prettiest of all of Garrie Cooper’s sporties. Five of the cars were built in 1962-3 based on the hardware also used by Cooper in the Elfin FJ single-seaters I wrote about a short time ago- all still exist.

As to the drivers of the ‘Humpy’ Holdens, please let me know.

(S Dalton)

Jane above passing the pit complex. Is that the Kerry Cox driven Paramount Jaguar in pitlane?

Matich on his merry way below- a very successful car with quite a few Brabham suspension components by the time FM and his boys had finished with it.

(S Dalton)

Credits…

oldracephotos.com.au, Stephen Dalton Collection, Mr Ramsay, Ray Bell

Etcetera…

(Ramsay)

Bevan and Hoot Gibson going for a blast around the streets of Mansfield in the newly acquired, immaculate Lotus 15 Climax, circa 1964- I love this shot, its just so ‘period’.

The story of the ex-works/Jolly/Gibson Lotus 15 is told here; https://primotipo.com/2017/11/09/dereks-deccas-and-lotus-15s/

(oldracephotos.com.au)

Tailpiece…

Matich, Lotus 19B on Kings Bridge- he turns to the right as he leaves the bridge in the direction of Longford village. Note the little boat/yacht trailer in the foreground. If memory serves there is/was a boat club in that part of the track?

The 19B met its maker at Lakeside in July 1965. Matich took the car to a Gold Star round we was contesting in his Brabham as preparation for the ’65 ATT, which was held that November and won by Pete Geoghegan in a Lotus 23B Ford. Matich had an enormous accident in the 19B pretty much destroying it and hospitalising himself.

Related thereto was the loss of his Total, the French oil company sponsorship- the local franchise of Total was acquired by Boral Ltd who were not interested in motor racing. As a consequence Matich went in a new direction- sportscars to the exclusion of single-seaters until 1969, the net effect was the purchase of an Elfin 400 Oldsmobile (aka the ‘Traco Oldsmobile’) with which he won the March 1966 Australian Tourist Trophy back here at Longford.

The Matich Lotus 19 story is here; https://primotipo.com/2017/09/08/bay-of-plenty-road-race-and-the-frank-matich-lotus-19s/

Finito…

 

 

Matich A53 ‘007’ front suspension detail- upper and lower wishbones, coil springs and luvverly double-adjustable alloy bodied Koni’s- de-rigueur in F1 and F5000 at the time. Cast magnesium uprights, Melmag wheels, Lockheed calipers grabbing Repco disc rotors. Note the tubular steel subframe which mounts to the aluminium Matich designed but Commonwealth Aircraft Corporation fabricated monocoque chassis- they also cast the Matich steering rack. Pretty lady behind the car on Goodyear duty is unknown, sadly. Derek Kneller is working on the left front, guy with ‘builders cleavage’ is Grant O’Neill. Around the left-rear is Peter Hughes in the white T-Shirt with ‘Lugsy’ Graham Adams in the yellow polo shirt (T Glenn)

Bob Muir settles himself into the cockpit of the new Matich A53 Repco on Friday 1 February, prior to its debut race, the Oran Park Tasman round on 3 February 1974…

Frank and his team had finished the car before the Tasman but Matich was badly hurt in a boating accident the week before the meeting in which he was electrocuted and injured badly.

Bob was chosen by Frank to race the car after he tested it- against doctors orders and satisfied himself that the rigours of a full race weekend, inclusive of the 90 lap race in summer heat were beyond him at that early stage stage of his recovery.

As things transpired Muir raced the A53 only the once at Oran Park before Frank returned to the cockpit at Surfers Paradise a week later- FM did the last three Tasman rounds and soon after retired from racing for good.

Frank Matich tests the A53 early on that Friday before OP- I wonder how many laps he did and how long the task list was after his first test laps?! (D Harvey)

The 1974 Tasman was a beauty.

By the time of the fifth round at Oran Park, there had been four different winners in New Zealand.

John Walker took the opener at Levin on 5 January in his one-of-a-kind Lola T330 Repco Holden, Peter Gethin won at Pukekohe the following weekend in his VDS Chevron B24 Chev- then John McCormack was victorious in the somewhat geriatric, but continually developed Elfin MR5 Repco at Wigram- that year the New Zealand Grand Prix. Max Stewart won the Teretonga round in his mighty fast Lola T330 Chev ‘HU-1’ the very first of the breed, Frank Gardner’s development or prototype car in fact.

Muir aboard at OP. Repco Holden F5000 engine- car fitted with the ‘ultimate spec’ flat-plane crank unit giving circa 520bhp and not losing the mountain of torque for which these units were known in the quest for more power. Note the ‘Varley’ battery behind the Lucas injection unit and coil- no doubt now very well insulated from the ‘good vibrations’ of the engine which ‘shook the shitter’ out of the battery and cost the one race only A52 victory of the Glynn Scott Memorial Trophy, Gold Star race at Surfers Paradise on 2 September 1973 (T Glenn)

I wrote at length about Frank and his Formula 5000 designs a while back, click on this link for a comprehensive story and analysis of these wonderful machines, with A53 ‘007’ the last and best; https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/

This article is about the development of the Repco-Holden F5000 V8; https://primotipo.com/2018/05/03/repco-holden-f5000-v8/

(D Kneller)

The photo above is of Matich Chief Mechanic Derek Kneller and Bob Muir consulting during practice at Oran Park, the one below is a fortnight later at Sandown- its FM exiting Peters/Torana Corner and blasting up the back straight in a new ‘small-window’ Bell Star.

Bell together with Goodyear were two of the racing brands for which Matich held the local commercial rights. The helmet is a “Bell 120 (Degree) Full Face Helmet- they retailed at $79.90 at the time…”, quipped Matich employee Rob McDonald.

So, by Oran Park the Matich lads were up against it with their new car- the opposition were race ready off the back of the first four intensely Tasman fought rounds. Mind you, it is fair to say that the A53 was a slightly tidied up and evolved version of the short-lived A52 which met its maker when Muir had a testing shunt in it at Warwick Farm in late September 1973.

(unattributed)

Generally the designers original intent is its most pure, don’t you think?

If i’m critical of the look of the car, a machine which to me was a real honey of a thing, maybe the only element which is not aesthetically pleasing is the way the A50-52 cockpit surround doesn’t integrate well with the nosecone.

The thing was a jet right outta the box mind you- so who gives a shit what I think!

Repco’s Ken Symes and Derek Kneller push FM’s A53 from the Sandown fork up area or dummy grid into pitlane, Shell Corner or more boringly ‘Turn One’ behind. Note the engine oil sump on near side aft of the radiator. Note brake air-scoops since OP (P Weaver)

The A53’s was first completed and wheel-aligned on the ground on 11 January 1974- ‘by that stage the Tasman was already underway but we could have had the car finished easily in time for Pukekohe. Repco didn’t want us to go given the fuel shortage dramas they expected in New Zealand’ recalled Derek Kneller. The first OPEC Oil Embargo or crisis began in October 1973 with New Zealand particularly impacted given 80% of their crude oil needs were provided by Middle Eastern countries.

With hindsight Repco over-reacted, but the net effect of their decision (despite well before renewing Matich’s annual August to August sponsorship agreement through to the end of August 1974) was that Team Matich didn’t race in New Zealand- so the final build of the car was done in relatively relaxed fashion rather than with the pressure of the 5 January first round in mind.

‘Mind you, Frank sent me to the Pukekohe first round race weekend to scout around and report back on the Tasman field on latest developments and what everybody was up’ Derek recalled. No doubt the new Warwick Brown and Graeme Lawrence Lola T332’s were of particular interest.

When back in Sydney the crew completed the car- the team at that stage comprised FM, DK, Peter Hughes, Grant O’Neill and Leon Jarvis.

A53 was first tested at Oran Park on 24 January, the driving chores shared by Matich and Enno Buesselmann.

Enno had come out of FV and FF and had a strong 1973 driving the Bob and Marj Brown owned ANF2 Birrana 273 Ford-Hart- he was third in the championship that year behind Leo Geoghegan’s dominant, similar, works car. Matich decided to give him some laps in the car.

‘Enno did two stints of 10 laps apiece’ recalls Derek. ‘We didn’t time the first ten given it was his first time in a big car but he got down to a best of 47 seconds dead in the second of his two sessions. With the same setup as Enno FM did a 44.6- and then later in the day a best of 43.6 seconds after some changes were made to the car’.

The team then left the circuit with a decent job list before the Oran Park Tasman round.

‘Frank had a visitor from Repco in Sydney- one of the senior guys, he planned to take him out in his boat, Frank had a home and boat slipway at Clareville. The boat wouldn’t start- the battery was flat. He grabbed a Honda generator and the leads for a battery charger and mistakenly pushed the lead into the 240 volt, rather than 12 volt plug- he then got a big shock from the alligator clip which attached itself to the fleshy part of his hand, burning it badly. Simultaneously he fell forward downwards and over the battery, burning his chest and losing consciousness’.

‘Kris saw some of this from the wharf and jumped into a skiff to help his Dad- who motioned not to come near the live boat- the generator stalled ending the ordeal. Frank had burns to the fleshy piece of his right hand between the thumb and forefinger and chest.’ In addition there was the mental shock related to the whole incident. Most of you are aware the gearshift in a racing car is usually on the right so FM had a considerable challenge in managing 100 miles at Oran Park a few days hence.

Despite the accident Matich had not lost his sense of humour, team machinist/fabricator Peter Hughes recalls Frank saying to him ‘that when he lost consciousness and came around again “I could hear the generator running and thought I’ve died and gone to hell and they have Honda generators here!”, He also told me that he couldn’t grasp the round knob to turn it off and pushed the choke lever up to stall it. Sense of humour and thinking all the time’ concluded Peter.

Despite that setback Matich, heavily bandaged, and no doubt against his medical advice did ten laps of Oran Park on the Friday before the meeting getting down to a best of 42.4 seconds.

The team had dramas in practice at OP, typical teething problems, including  the engine, which meant that Bob started off the back of the grid, his best according to Team Matich records was a 42.8- the result in the race was a DNF after fuel-pump failure.

Max Stewart’s T330 won the ‘Oran Park 100’ race that day, but Peter Gethin again finished- its was his fifth in a row finish, this time in fifth place, ultimately he would win the title with an eight out of eight 1974 Tasman finishing record.

Derek, ‘On the Wednesday (6 February) after the race we went back to Oran Park for some further testing.’

‘We had fitted a new rear suspension crossbeam and also cured the fuel pump problem. During the Oran Park race Frank walked to several corners to observe the A53 on track, and after the race he checked his rear suspension drawing and come up with a new spec for the rear crossbeam, he stood the spring/shock unit more upright by a couple of degrees. After the Wednesday test he was pleased with the change.’

Frank drove 27 laps in total and Bob Muir drove 12. The majority of Frank’s were in the 42’s with a quickest of 41.0. Bob’s furst stint was also in the 42’s and his second stint reeled off 5 laps- 41.3, 41.1, 41.3, 41.0 and 41.0. Pole for the race was 39.9. From my working with FM i know there would have been at least 1 second being held back in testing when FM was fighting fit let alone suffering from the injuries from the accident. After this test we were given another work list to complete before setting off for Surfers on Thursday afternoon’ Kneller concluded.

Team Matich then trucked the mighty quick car up to the Gold Coast where Matich was so fast in the A52 not so many months before during the September 1973 Gold Star round.

His time was good enough for fourth on the grid, despite it being his first real go in the car and coping with a broken throttle cable and too much oversteer- he finished third behind the Teddy Pillette and Gethin VDS Chevron B24’s despite knocking off a front wing on lap 15.

FM’s was a mighty fine display of speed amongst all those highly developed cars- not to say personal grit and determination in all the circumstances.

Sandown is a power circuit, Matich put his flat-plane crank 520bhp Repco engine to good use qualifying second on the grid behind Gethin. A crowd of over 20,000 people saw Matich lead for 15 laps before water pump problems- apparent from lap 5, the resultant cooked motor ended his day.

Gethin took the win from Graham McRae’s McRae GM2 Chev- the disappointment of the series in terms of results if not in absolute pace and Walker’s T330 Repco.

A53 at rest in the Adelaide International paddock (C Bond)

 

Matich during his final race appearance- the ‘Adelaide 100’ at Adelaide International on 24 February 1974. FM fourth behind Warwick Brown, Peter Gethin and Graeme Lawrence- Lola T332, Chevron B24 and Lola T332, all Chev powered (D Mellonie)

And so to the final Tasman round, Adelaide International, and as it turned out FM’s final race.

Frank again popped the car second on the grid, the car was fitted with a fresh engine, a tenth shy of Stewart’s T330.

In the race he was running second before spinning on some oil and again worked his way up to second- and challenging Brown hard in the final stages, before he spun four laps from the end when his engine momentarily cut out. He finished fourth, 27 seconds behind winner Warwick Brown.

WB had the honour of taking the very first win for the Lola T332- the first of hundreds of victories for the T332/T332C/T332CS/T333 F5000/Single-Seat Can-Am family of cars! Warwick’s car, or his patron, Pat Burke’s to be more precise, chassis ‘HU-27′, was the very first of the T332’s.

The A53 was a great bit of kit- it won the the 1976 Australian Grand Prix in John Goss’ hands (in chassis A51/3 ‘005’) a couple of years after it’s birth.

If only FM had gone to the US in 1974. It would have been fascinating to see how a 520 bhp, flat-plane-crank Repco V8 powered A53 would have fared amongst a plethora of Lola T332 Chevs. With the lessons learned during the unsuccessful 1973 L&M Series campaign for sure they would have put up quite a fight…

Derek Kneller and Ken Symes fettle the A53 in the Sandown Park paddock (A Radley)

Lets come back to Frank’s retirement, Derek Kneller again picks up the story.

‘We were set up beautifully for 1974.

Repco had renewed the sponsorship arrangement in August 1973, they had allocated us four engines which were powerful, as displayed during the Tasman races we did- and the new car was quick.

Consulting with the Matich Red Books (FM used a series of red hard cover foolscap books as data logs), when he got out of the car at Adelaide he dictated a long job list for the car, all to be done before the next race. Car too low/too much brake on the rear/too much wing?/steering vibration/more roll stiffness at rear/stay with banana wing (Matich at the time had the ‘original Matich wing’ and an ‘American banana’ style)/check bump steer and shocks/rear springs harder/new brake ducts/tyre pressures too high.

When he got out of the car and we left Adelaide he planned to race on.’

Frank and Joan Matich in the Warwick Farm form up area poor to the 1973 Tasman round- Matich A50 Repco ‘001’. Note the neck brace Joan is wearing

‘In Adelaide he spun twice, once on oil and the second time he couldn’t work out why. He had constant ringing in the ears as a result of the boating incident and just felt at 39 he could not concentrate as he had always been able to before so he felt it was perhaps time. At the same time FM’s wife Joan was having severe ongoing problems with her neck including surgery. So it was a combination of factors as a consequence of the accident and the need to focus on Joan and the rest of the family that led to the decision to retire, sell the racing cars but otherwise remain in business including the racing franchises such as Goodyear and Bell’ Kneller said.

No doubt Matich indicating he wanted to retire made the decision for Repco to withdraw from racing easier given the global competitive pressures upon them in the increasingly difficult economic situation of the time- oil shocks, the progressive lowering of Australian Tariffs and global ‘stagflation’.

Derek Kneller returned to the UK (there are some great stories there to be told when his book is finished!, c’mon Derek lots of us are waiting for that little baby!) with Peter Hughes the last of the race team to leave, he ‘worked with Tony Simmons for a while then when John Goss finally bought the A53 I worked with John and Grant O’Neill until 1975- the 1975 Tasman was the last series with John before marrying and travelling around Australia for two years.’

(M Bisset Collection)

Etcetera: The closely related Matich A52 Repco ‘006’…

During 1973, as related in one of the linked articles above, Matich took two A51’s to the US to contest the American F5000 Championship, the ‘L&M Series’, the cars used were chassis ‘005’ and ‘006’- ‘005’ was tested for a day at Warwick Farm before shipping to the states, ‘006’ was not.

The team who travelled to the US were, FM, DK, Chief Mechanic, Chris Miles, Team Manager, Bob Riley, Draftsman and engineering of the car, John Anderson and Leon Jarvis, Mechanics and Ken Symes looking after four Repco V8’s

Derek Kneller recalls ‘The cars did not perform as expected we had a handling problem on the latest spec Goodyear’s and the bumpy nature of the US circuits. The tyres weren’t identical to those we tested before going to the US. FM wasn’t the only driver testing the F5000 tyres, the final production tyres we were presented were different, so we were playing catch-up. The cars were still as fast as any at the Riverside first round mind you’.

‘The biggest problem was engine related. The higher cornering speeds of the US circuits threw up a scavenge problem in the Repco engines, this seemed to get worse as the season went on and at Watkins Glen the crankshaft bearings were damaged in both cars during practice and both were withdrawn from the race after discussion with Repco management in Maidstone the night before the race. This meeting was the first at which we ran the flat-plane crank engines.’

‘If Frank had qualified on the time he did on the Friday we would have been on the front two rows at the Glen. By then Matich had the car sorted on the tyres- this involved changes to shocks/camber and toe to get the loading right. We also moved the battery to the front to load the car up front a bit more.’

‘At the start of the season the A51 was as competitive as the T330 but its development accelerated with so many drivers and teams running and experimenting with the T330’s’.

‘Straight after the race weekend at Watkins Glen chassis ‘006’ was flown back to Sydney with me so that the handling and engine problems could be sorted. Chassis ‘005’ was left in the States with the rest of the team.’

Matich A51 ‘006’ and A51 ‘005’ in the Watkins Glen pitlane, June 1973- A51 ‘006’ rebuilt as an A52 using the same ‘006’ chassis as per text (D Kneller)

‘On returning to Sydney the engine problem was overcome, an additional scavenge pump was added to scavenge oil from above the camshaft. Oil was being retained in the valley above the camshaft in the longer fast corners causing oil starvation in the oil tank, leading to bearing failure.’

After the engine problem was sorted it was decided to redesign the chassis to overcome the handling deficiencies, hence the A52 design…The A52 was built using the A51 ‘006’ chassis and rear end but with a longer engine/gearbox adaptor (bellhousing) giving a 2inch longer (50mm) wheelbase than the A51, this was in line with the Lola T330′.

‘The radiators were moved to the sides of the chassis along with modifications to the engine water pump so that each radiator cooled the opposite side cylinder head and were shrouded with aluminum ductings’.

‘The oil tank was repositioned behind the left-hand radiator (from beside the cars gearbox, outside its wheelbase) and the battery moved from the front of the car to above the bellhousing’.

At the front of the chassis the steering rack was moved from the chassis itself to a heavily redesigned front subframe. The top pick up point for the shock absorber/spring assembly was raised approx 1 1/4 inch (30mm) along with a redesigned lower wishbone and new front uprights. These mods gave an increase in front suspension movement’.

‘To complete the design a chisel shaped nose made from fibre glass was added, the complete car was about 10 Kg lighter than the A51’.

‘The A52 was tested extensively by Frank at Warwick Farm during late July/early August 1973 with a hope of returning to the US series, but a problem with the sponsors in the US prevented this happening’.

FM Matich A52 Repco, ahead of Max Stewart’s Lola T330 Chev, Glynn Scott Memorial Trophy, September 1973 (K Payne)

‘We had hoped to be back by Atlanta but we had problems with Carroll Smith and the Earley’s who owed us money. They were a father/son combination who were chiropodists operating their business and workshop in Dover, Ohio. Smith went AWOL at the Glen- non-one could get hold of him, he was bluing with the Earley’s too and then turned up a couple of races later with Graham McRae’ recalled Derek.

‘Frank sent me back to bring all of the cars, spares- the lot, Ken and Ando were still there whilst the other three had already come back to Australia.

FM side aspect at Surfers, similarity to A53 clear albeit A53 sidepods were bigger and longer to cover the fuel cells meet the new for 1974 deformable structure regulations (K Payne)

 

Matich off to the side of the circuit at Surfers trying to diagnose his problem- a destroyed battery internals (K Payne)

‘The A52’s only race was the Gold Star race, the ‘Glynn Scott Memorial Trophy’ at Surfers Paradise on 2 Sepember 1973 when fitted with a flat plane crank Repco F5000 engine. This gave over 520hp and sounded like a Cosworth DFV on steroids! (the best of the two-plane Repco engines gave circa 495bhp@7000rpm)

‘FM was quick straight away- he knew what the tyres needed, he led the race setting fastest lap before retiring with battery failure, the high frequency vibration from the engine shook the internals of the Varley battery apart.’

‘The car was comprehensively destroyed in a test session at Warwick Farm in late September whilst driven by Bob Muir. The chassis was beyond repair, both the outer and inner skins were damaged. The photos show damage from the car hitting the water-sprinkler system at Warwick Farm, 50mm diameter steel pipes- at great speed’.

‘Frank was not happy as he had just left the circuit after a successful session to visit his wife Joan, who was in hospital- and had let Bob have a steer to get another drivers opinion of the car, Bob had been driving a Lola T330 Chev in the US’.

As a consequence of the death of A52, A53 was born using the last remaining Commonwealth Aircraft Corporation constructed chassis.

(D Kneller)

Photos of the comprehensively damaged A52 ‘006’ back at the Matich workshop in September 1973.

‘The ‘006’ remains stayed at the Matich Military Road workshop and were then moved to the warehouse in Aartarmon and then later Darley Road and were finally junked a week or two before I rejoined Matich in 1989′ said Derek.

‘Frank knew I would want to repair and restore the car which he didn’t want to do so he got rid of it not long before I arrived back to run his Headway Helmets business- I shipped a Mondiale Formula Ford out for Kris (Matich) when I came back to Australia too’ Derek recalled.

(D Kneller)

Photo and Other Credits…

Tony Glenn, Derek Kneller, Peter Hughes, Peter Weaver, David Mellonie, Dale Harvey, Peter Weaver, Alan Radley, Ken Payne via John Payne, Curt Bond, oldracingcars.com, ‘Australian Competition Yearbook’ 1975 Edition.

Click here for Allen Brown’s great summary of the Matich F5000 cars;

https://www.oldracingcars.com/f5000/matich/

Tailpiece: Muir, ready to rock n’ roll, Oran Park pit lane 1 February 1974…

(T Glenn)

Its all happening above, its the Friday before the meeting.

An obscured Bowin P6F Formula Ford is between the Matich and Brian Foley’s ‘Chesterfield Racing’ XA or XB Ford Falcon Panel Van.

The shapely form in the driving suit holding the helmet in the middle of the shot is Christine Cole/Gibson who ran a Group C ‘105 Series’ Alfa 2000 GTV from 1973 to 1975 in many races including the 1975 Australian Touring Car Championship (which she gave a really good shake!) and Manufacturers Championship- its probably Foley to the left of Cole?

The more you look, the more you see…

Finito…

(oldracephotos.com.au)

Brian Bowe settles himself into his Elfin Catalina Ford in the Baskerville paddock, 1966…

There is no such thing as an ugly Elfin, this little car looks a picture in the bucolic surrounds of Tasmania. Garrie Cooper’s first single-seater racing cars were built off the back of his front-engined ‘Streamliner’  sportscars success.

The pace of these Catalinas was demonstrated by Frank Matich and others, they sold well with twenty FJ’s/250 Production/275 and 375 Works Replicas built from 1961 to 1963.

This chassis was raced by Melbourne single-seater, sportscar and touring car ace Brian Sampson and was powered by a Ford Cosworth 1.5 litre pushrod motor.

It was bought by Bowe and ‘was Dad’s first factory racing car having competed in specials before that’ John Bowe said.

‘In fact had I had my first drive of a racer in this car at Symmons Plains in private practice. I was twelve, and just about to start high school!’ ‘In discussions with Dad in the weeks before i’d worked out how many revs in top was 100 mph and did just that- when he realised how fast I was going he stood in the middle of the track and flagged me down. Furious he was! Happy carefree days’.

Indeed, John Bowe, by 1976 was a works Ansett Team Elfin F5000 driver, the Bowes were an Elfin family, not exclusively mind you. JB raced an Elfin 500 FV, 600FF and 700 Ford ANF3 en-route to his F5000 ride- and 792 and GE225 ANF2 cars as well.

Lindsay Ross identifies Arthur Hilliard’s Riley Pathfinder racer and towcar at the rear right of the shot by the paddock fence. The blue sporty is Bob Wright’s Tasma Peugeot.

A quickie article about the Bowe Catalina became a feature thanks to Ed Holly posting online some of the late, great Australian motor racing historian, Graham Howard’s photo archive. Specifically shots of the prototype Elfin Formula Junior taken at the time of its birth at the Edwardstown factory and subsequent public launch at Warwick Farm on 17 September 1961.

As a result we can examine these important Elfins in far more detail than I had originally planned, including a contemporary track test by Bruce Polain and owner/driver impressions from Ed.

Bruce Polain testing the Elfin FJ Ford at Warwick Farm in September 1961 (G Howard)

Bruce Polain wrote an article about his experiences that day in ‘Australian Motor Sports’- here are the salient bits of it, lets get Bruce’s contemporary impressions of the car before exploring the design in detail.

‘Taking it quietly over The Causeway, the little Elfin accelerated hard in third gear on the run to Polo Corner. Braking firmly, the speed fell away rapidly and I was conscious of considerable suspension movement as we ran over the bumpy entrance to the corner- a reminder that this was the flooded section of the track during the ‘first ever’ Warwick Farm.’

‘Nevertheless the poor surface failed to affect the comfortable ride and with a slight amount of understeer I swung the car into Polo. The handling characteristics were such that it gave understeer into a corner and a small amount of oversteer on the way out. This is quite a popular setup as through a corner it allows a fast entry to begin with, then as the steering is brought back to a neutral position, the oversteering tendency may be checked by applying more power to the rear wheels.’

‘…I enjoyed the delights of driving this beautifully constructed, fast and most forgiving racing car. The semi-reclining seat was more than comfortable and gave excellent lateral support, which is so important for ease of control in corners. At speed, steering was delightfully light and precise- you could eat your lunch with one hand. The lusty 1100cc Cosworth Ford engine was a  wonderful propellent, easy to fire on the starter button, docile low down, yet bags of power when the accelerator was pressed.’

John Hartnett at Rob Roy Hillclimb in outer Melbourne’s Christmas Hills, Elfin Streamliner Coventry Climax chassis ’13’ (R Hartnett)

Cooper first commenced design of the FJ in 1960, as stated above, off the back of success of the Streamliner series of sports cars built from 1959 to 1963- twenty-three in all.

During this period the name out front of 1 Conmurra Avenue, Edwardstown, an Adelaide suburb, changed from ‘Cooper Motor Bodies’ to ‘Elfin Sports Cars’ which was indicative of the evolution of the then forty year old Cooper family business away from coach-building to the sexier but perhaps more challenging world of production racing cars.

Whilst nominally a Formula Junior design the twenty cars built had a range of engines fitted in capacities from 1 litre to 1.5 litres- Ford 105E, 116E, Peugeot, Coventry Climax FWA, Vincent HRD and Hillman Imp. They very quickly proved themselves capable of going wheel to wheel with the best cars from the UK- then THE hotbed of FJ development of course.

Lotus 18 like upright and rear suspension clear in this shot, as is the split-case VeeWee 36HP gearbox (G Howard)

The chassis of the car was a multi-tubular spaceframe of 16 and 18 gauge mild-steel tubing in varying diameters from five-eighths of an inch to an inch. It was strengthened by fitment of a stressed floorpan made of 19 and 20 gauge aluminium alloy.

Rear suspension was clearly inspired by the Lotus 18. It was fully independent with fixed length driveshafts which formed the suspension upper members. The lower wishbones incorporated adjustments for camber, toe and roll-centre height. ‘Driving and braking torques are controlled by long trailing arms (radius rods in more modern parlance) two per side.’ The uprights or ‘pillars’ are Cooper’s design of cast magnesium.

(G Howard)

Front suspension was period typical using unequal length upper and lower wishbones, note the Armstrong shock absorber, adjustable roll bar, unsighted is the Alford and Alder Triumph front upright. Steering was by way of a lightweight rack and pinion, the wheel wood-rimmed with a diameter of 13.5 inches. The brakes were Lockheed 2LS front and rear, the drums alloy bi-metal with radial finning.

(G Howard)

The engine was the Ford 105E which would become ubiquitous in the class. Cooper built the engine in Adelaide.

GC and his team designed and printed a very detailed brochure about the cars, no doubt with the racing car show in mind- giveaways are important at these events.

Its interesting to see how the two Ford Cosworth 105E engines offered were described.

The ‘Poverty Pack’ 250 Production Model FJ was a budget racing car fitted with pressed-steel wheels, cast iron rather than alloy bi-metal brake drums, non-adjustable shocks and non-close ratio gearbox.

It was offered with a Ford Cosworth 1000cc Formula Junior Mk3 ’85 Engine’ producing over 85bhp @ 7250rpm. ‘Every engine is dynamometer tested to at least this output before leaving the factory.’

The engine was fully balanced including crankshaft, flywheel and clutch, connecting rods and pistons.

Carburation was by two 40 DCOE Weber carbs on Cosworth manifolds- they were enclosed within the bodywork and fed by cold air from a duct on the lefthand side of the cockpit. The distributor was modified, the crankshaft pulley was ‘special’ for the water pump drive- visually the whole package was set off by a Cosworth light alloy rocker cover so the ‘psyching’ started in the paddock.

The ‘ducks guts’ 275 Works Replica Model offered the Cosworth Mk4 1100cc engine giving a minimum of 95bhp with ‘the average output of these engines 97-100bhp’.

The trick Mk4 differed from its smaller brother in that it had a bigger bore, special stronger connecting rods, special steel main bearing caps, bigger valves and different combustion chambers. ‘Replaceable valve guides are fitted as standard. Like the Mk3 these engines have a competition clutch, tachometer take-off, oil cooler union and special anti-surge sump.’

When the Ford Cosworth 1500cc engine was later fitted in the Works Replica model it was designated ‘375WR’.

(G Howard)

Gearbox was a split- case VW 36 horsepower which was modified in Adelaide and fitted with close ratios with ‘top gear running on a special roller bearing.’ A lightweight bell-housing mated the gearbox and engine, the final drive ratio was 4.42:1. The gear lever was mounted to the left of the driver. Note the different lower wishbone inner end alternative pickup points.

(G Howard)

When completed the little car (prototype car #4 ) was a handsome little beastie complete with full bodywork from nose to aft of the gearbox.

Success came quickly, its interesting looking at these photographs of the car being prepared for and shown at one of the track days to get the message out there. The motorsport shows the boys from Adelaide attended on the east coast would have been a significant exercise and cost at the time.

I don’t think Cooper’s commercial success in the toughest of markets in the toughest of industries- manufacturing has ever been truly recognised. I  have mostly run and owned small businesses all of my adult life and know full well how hard it is to churn a dollar- Elfins survived and thrived for several decades under Garrie’s stewardship and then that of Don Elliott with Tony Edmondson at the coalface. I’ll stop the Elfin history there which is not to discount what followed, but from a production racing car perspective, that was it.

(G Howard)

The bodywork for the first three cars was made of aluminium by craftsman John Webb who was a constant throughout the whole of Elfin’s ‘glory days’- right up to the construction of the body of Vern Schuppan’s MR8C Chev Can-Am bodied F5000 machine.

On the fourth and subsequent cars the fibreglass bodywork was by Ron Tonkin- this comprised the nose, tail sections and cockpit surround. The side panels were of aluminium and ‘semi-stressed’.

Very pretty wheels were of magnesium alloy, 13 inches in diameter ‘with wide rims, (4.5 inches at the front and 5.5 inches wide at the rear) were finished in black anodite before machining. The wheels and uprights were Elfin’s design and cast by the Commonwealth Aircraft Corporation at Fishermans Bend in Melbourne.

‘Unsprung weight is further reduced by incorporating the wheel bearings directly in the front wheels.’

(G Howard)

 

(Ed Holly)

The photograph below is a very well known one to some of us of a certain age who bought or were given for Christmas 1973 (!) a copy of Bryan Hanrahan’s ‘Motor Racing The Australian Way’- this photo introduced the Elfin chapter. A decade or so later it was published in the ‘Elfin Bible’ Barry Catford and John Blanden’s ‘Australia’s Elfin Sports and Racing Cars’.

(G Howard)

Clustered around the Elfin are Tom Stevens and Norman Gilbert from BP- almost from the start Elfin supporters and sponsors, Cliff Cooper, Garrie Cooper and Murray Lewis ‘with the prototype Elfin FJ ready to leave for an interstate race meeting and motor show’.

The car was first shown at the Melbourne Racing Car Show in August 1961 and then raced for the first time at Warwick Farm that September in the hands of Arnold Glass, then an elite level competitor racing a BRM P48.

Barry Catford wrote that Arnold was in Adelaide to contest events at Mallala’s opening meeting on 18 August 1961 and had plenty of time on his hands to visit the team at Conmurra Road having fatally (for the car) boofed the BRM in practice. The story of that car is told here; https://primotipo.com/2018/03/16/bourne-to-ballarat-brm-p48-part-2/

Glass offered to drive the car on its race debut, something Cooper and BP’s Tom Stevens were keen to support.

The team of Garrie and Cliff Cooper, Tom and John Lewis took the car to Melbourne and then on to Sydney for its debut. Garrie drove the car initially and whilst it handled well the softly sprung machine bottomed over The Causeway and Northern and Western crossings (of the horse racing track underneath).

Modifications were made that night but several laps early in the day indicated the cars balance was lost- further changes were made, the cars poise had been regained in official practice when GC again drove.

Glass had no chance to officially practice but sweet talked the officials to allow him to run during one of the other racing car sessions- he was within three-tenths of Leo Geoghegan’s well developed Lotus 18 Ford FJ. The weary crew retired at 3 am on race morning having replaced the gearbox and clutch- which was slipping towards the end of the Glass lappery. All the hard work was rewarded with a second to Leo- not bad for the cars first race.

Keith Rilstone’s Catalina Ford ‘6317’ on its first day out at Mallala in very late 1963, factory records have it’s completion that November (G Patullo)

The prototype car, chassis ’61P1′ was sold to Adelaide businessmen and racers Andy Brown and Granton Harrison who had much success with it. Queenslander Roy Morris did well with his Coventry Climax FWA engined car- as did John McDonald’s 1350cc engined car- neither FJ legal of course.

One of the most commercially astute moves Cooper ever made was the appointment of up and coming- well ok!, he had well and truly arrived by then, Frank Matich as the works driver of three cars which were located at his Punchbowl, Sydney Total Service Station. An 1100cc chassis ‘625’, a 1500cc chassis ‘627’ and a Clubman fitted with another Cosworth engine of 1340cc. In addition Matich was appointed as Elfin’s NSW agent.

An interesting aspect is that in the process of deciding who to give the factory cars to, Matich tested the cars, as did Peter Willamson and David McKay with FM the quicker of the three. Perhaps Cooper’s gut feel as to the driver he wanted was validated by this process. The choices are interesting in that Williason was at the start of his career whereas David McKay was in the twlight’ish of his.

Mel McEwin #16 Elfin Catalina 1500 passes Andy Brown in the Elfin FJ Ford prototype during the ‘GT Harrison Trophy’, support race at the 1963 ATCC meeting. Keith Rilstone won the race in the truly wild Eldred Norman built Zephyr Spl s/c- McEwin was 3rd and Garrie Cooper 4th in another Elfin Cat 1500- I wonder if it was seeing the cars up close at this meeting that made up Keith’s mind to get with the strength and buy one! (B Smith)

Whilst Matich was new to single-seaters, his outright pace in various sportscars- Austin Healey, C and D Type Jags, Lotus 15 and 19 Climax was clear. For Frank the deal was a beauty as he had the opportunity to show his prowess in a new field. Catford wrote that FM’s only open-wheeler experience to that point was a few warm-up laps in Leo Geoghegan’s Lotus 20B Ford when it first arrived in Australia early in 1962.

Critically, Matich put Elfins front and centre to racers in Australia’s biggest market- New South Wales, with subsequent sales reflecting the success of Matich and others.

Cooper got a longer term benefit as Matich turned to him for his first ‘Big V8’ sportscar, the Elfin 400 Olds aka ‘Traco Olds’ in part based on GC’s design talents which he had experienced first hand in the small-bore machines listed above. Matich in turn proved the pace of the 400, outta the box, in winning the 1966 Australian Tourist Trophy in his third meeting with the car at Longford in March 1966.

The red Elfin was the Junior, the 1500 was green up until Frank decided to let the 1500 go, which went to Charlie Smith and the red car went from 1100 to 1500′ Ed Holly

Frank’s first meeting in the FJ cars was at Warwick Farm on 14 October 1962- Matich was fourth in the Hordern Trophy Gold Star event- in amongst and ahead of some of the 2.5 litre Coventry Climax engine cars, and despite a one minute penalty for a spin! (tough in those days!).

This was indicative of what was to come a fortnight later in the first Australian Formula Junior Championship held at the new Catalina Park circuit at Katoomba in the NSW Blue Mountains, 100 Km to Sydney’s west.

Frank Matich is shown below in the red Elfin FJ Ford alongside Gavin Youl’s Brabham BT2 Ford and Leo Geoghegan in a Lotus 22 Ford. The front row comprised the latest Brabham, Lotus and Elfin FJ’s- Leo’s Lotus was literally just off the plane. On row 2 is Clive Nolan’s 5th placed Lotus 20 Ford.

(B Miller)

Matich won the 30 lap race from Youl and Geoghegan in a weekend of absolute dominance , the win was the first of many Australian titles for Elfin and spawned the ‘Catalina’ name for this series of spaceframe chassis open-wheelers.

Catford notes the presence that weekend of Tony Alcock in the team- well known to Australian enthusiasts as an Elfin long-termer and close confidant of Garrie Cooper before going to the UK and returning to form Birrana Cars with fellow South Australian Malcolm Ramsay. International readers may recall him as one of the poor unfortunates to perish in the plane piloted and crashed by Graham Hill upon return to the UK after a French circuit test of the new Hill GH1 Ford F1 car.

Matich contested eight events hat weekend! in the two Elfins- FJ/Clubman and Lotus 19 winning six of them and placing in the other two.

Development work and evolution of the cars continued throughout their production life including incorporation of Triumph Spitfire disc brakes on the front- with Jack Hunnam fitting alloy racing calipers and discs to all four wheels of his car.

Lyn Archer’s Catalina at the Domain Hillclimb, Hobart in November 1964. Lyn raced the car successfully for a few years, sold it, and bought it back. Upon his death a few years back his family still owns it (R Dalwood)

Other notable drivers of Catalinas were Kevin Bartlett in the McGuire Family Imp engine car, Jack Hunnam, the Victorian Elfin agent won 12 races from 18 starts in his supposedly 165bhp 1500cc pushrod Ford engine disc braked car ‘6312’, before selling it to Tasmanian Lyn Archer. He won the 1966 Tasmanian Racing Car Championship in it and was timed at 150mph on Longford’s Flying Mile in 1965. Greg Cusack was quick in the car owned by Scuderia Veloce, winning the 1964 Australian Formula 2 Championship from David Walker’s Brabham and Hunnam’s Catalina. Other Catalina racers included Barry Lake, Keith Rilstone and Noel Hurd.

Perhaps the most unusual application of a Catalina was chassis ‘6313’ which was acquired by Dunlop UK for tyre testing to assist the Donald Campbell, Bluebird CN7 Proteus attempt on the World Land Speed Record at South Australia’s Lake Eyre in 1963 and 1964.

That effort is in part covered here but a feature on the Elfin Catalina aspects of it is coming soon- all but finished, https://primotipo.com/2014/07/16/50-years-ago-today-17-july-1964-donald-campbell-broke-the-world-land-speed-record-in-bluebird-at-lake-eyre-south-australia-a-speed-of-403-10-mph/

‘6313’ Ford on the Lake Eyre salt- steel wheels fitted with Bluebird Dunlops in miniature (F Radman)

 

This corker of a shot is by Gavin Fry- were it not for the presence of the Elfin Catalina on the trailer (who?) it could be an Australian summer beach scene, but it is an early Calder meeting (when?) (G Fry)

The Elfin Mallala was a very important car in the pantheon of Elfin’s history.

The twenty cars built provided solid cashflow for the Cooper family business, off the back of the solid start the Streamliner provided, the company now had a reputation for making fine single-seaters in addition to sporties.

Importantly Cooper had attracted some of the biggest names in Australia to his marque- Matich and McKay to name two. The Catalina ‘hardware’ also spawned a small run of mid-engined sportscars- the Mallala, of which five were built from late 1962 to early 1964.

Ray Strong, Elfin Mallala Ford, Huntley Hillclimb in December 1968. This design, derived from the Catalina, is one of the prettiest of all Elfins in my book- effective too (B Simpson)

Perhaps the only thing which suffered by virtue of this commercial success, albeit still limited capital base, was Cooper’s own driving career as he had neither the time or the spare cash to build a car for himself!

That would be remedied by the ‘Mono’ Type 100, his ‘radical’ single-seater which followed the conservative Catalina- and in which GC was very quick.

The Mono is a story for another time but is told in part here; https://primotipo.com/2018/10/18/clisby-douglas-spl-and-clisby-f1-1-5-litre-v6/ and here; https://primotipo.com/2019/03/22/elfin-mono-clisby-mallala-april-1965/

Garrie Cooper in Elfin Mono Mk2D Ford Twin-Cam ‘MD6755’ at Symmons Plains in 1967 (J Lambert)

The Owner/Driver’s Experience…

Ed Holly gives us the Catalina owner/drivers perspective…

‘The works 1500 or WR375 was the first of 2 Elfin “Catalina’s”  that Frank Matich drove.

I bought chassis ‘625’ from Adam Berryman who had quite some success with it before me. As this was the first ever single-seater for me I had no benchmark to compare with, having raced MGA’s for about 7 years previously. It went on to give me success too including the Jack Brabham Trophy put up once a year by the HSRCA for Group M 1st place at their main meeting at Eastern Creek.

For me the transition to single seater was made very easy by this car and looking back there are a couple of reasons for that. Firstly in 2000 you could get very good Japanese Dunlops – a beautiful tyre and the car was shod with 450 front and 550 rear. This gave a very neutral feel to the car with the set-up fettled by Dave Mawer for me at that time.

The power was a great match to the chassis. As the engine only had a standard crank I revved it to 6,800 but the torque was tremendous, no doubt the 12.7 comp ratio had a lot to do with that. The gear-change and box were perfect, it had a VW C/R box and standard H pattern.

Race start would invariably see the car launch through the row in front, usually twin-cam Brabhams as they struggled with the dogleg gear-change from 1st to 2nd, the Elfin was a straight through change and very quick, and the engine torque allowed wheel-spin to be kept to a minimum and the power band came in at least 1500 rpm less meaning you were well on your way whilst they were still waiting for the torque to kick in.

Handling wise the car was viceless, the perfect first single seater – in fact I set a Group M class lap record at Eastern Creek with it at 1:45 and it took me about 5 years in my Group M Brabham BT6 (twin-cam 40 more bhp, 5 not 4 speeds and discs all round) to better that. Mind you the tyres as mentioned above were far inferior by the time the  Brabham arrived and in fact I re-set the lap record on 10 year old Japanese Dunlops – the brand new flown in English ones being about 3 seconds slower that same weekend.’

Matich in ‘625’ gets the jump at the start from Leo Geoghegan and the nose of Frank Gardner at the 1963 Blue Mountains Trophy race at Catalina Park- Catalina/WR375, Lotus 22 Ford and Brabham BT2 Ford- all 1500 pushrods. Matich won from Gardner and Geoghegan (J Ellacott)

‘Years later having driven Elfin, Lotus 20, Brabham BT15, BT6, BT21C and BT21 replica – I guess I was in a position to make a judgement about the Elfin.

In my opinion Garrie got it perfect for the time. Loosely based on the Lotus 18 concept, it is a hugely superior car to the Lotus 20 that succeeded the 18.

I spoke at length with Frank Matich about the design and we both agreed that on paper it didn’t look all that wonderful, BUT, it was – the results Frank achieved with it were sensational, often beating the Climax 2.5 powered Coopers.

I’ve never driven a Elfin with 1100cc- but Frank did and with a Junior 1100 he knocked off Leo Geoghegan in a Lotus 20 1500 at Sandown. To me that shows that the Elfin was just a little ahead of the competition in that wonderful early 1960’s period. And that is my observation too.

Finally the big race- 20 laps at Catalina for the Formula Junior Championship 1962 where the Elfin was up against the brand new Lotus 22 of Leo Geoghegan’s and the just arrived from UK Brabham BT2 works car driven by Gavin Youl – and other FJ’s – the Elfin and Matich beat them all even after running out of fuel on the last corner!’

(S Dalton)

Events like Melbourne’s ‘Motorclassica’ are fantastic shows of classic and racing cars but they are celebrations of the past.

Its amazing to think that in the sixties, whilst the old stuff had its place, a significant part of a competition car show comprised exhibitions of contemporary, and in many cases Australian made racing cars.

Stephen Dalton provided the cover of the magazine for the 1964 ‘Melbourne Racing Car Show’ put together by Melbourne businessman/racers Lex Davison, the Leech Brothers and several others.

The event was held at the Royal Exhibition Building over three days, 13-15 August 1964, and is somewhat poignant in that it’s purpose was to assist Rocky Tresise’ girlfriend Robyn Atherton raise funds in the Miss Mercy Hospital Quest. Many of you are aware that ‘Ecurie Australie’ founder, Lex and his protege, Rocky, died six months later- Lex of a heart attack at the wheel of his Brabham at Sandown, and Rocky a week later at Longford in Lex’ older Cooper.

Stephen notes that cars displayed included MG, Aston Martin, Lotus, Ferrari, Cooper and many others. Elfin were represented by local agent, Jack Hunnam whose new Mono was on display only several days prior to its race debut at Calder.

Etcetera…

The following is a nice little human interest story ran in ‘Pix’ magazine about Garrie Cooper and Elfin in 1963- courtesy of the Elfin Sixties Sportscars Facebook page.

I’ve included it as it’s very much ‘on point’- Cooper, Catalina, Clubman and Matich.

 

 

 

(Ed Holly)

Charlie Smith in the ex-Matich Catalina at Mount Panorama in 1963, he drove the car well with success. Don’t know much about this guy, had a drive or two in the Mildren Lotus 23 Ford, intrigued to know more.

(S Dalton)

Andy brown loops his Catalina as fellow South Australian John Marston approaches aboard his- Shell Corner at Calder on 20 January 1963. Andy went on to own one of the most famous Elfins of all a few years later, the ‘F1’ Elfin T100 ‘Mono’ Clisby 1.5 V6.

(Ed Holly)

 

(Ed Holly)

 

The photographs above are the balance of the pages of the Elfin Catalina sales brochure produced for use at motor shows not shown earlier in the article.

Credits and References …

oldracephotos.com.au, Ed Holly Collection, ‘Australias Elfin Sports and Racing Cars’ Barry Catford and John Blanden, Fred Radman, Grant Patullo, John Ellacott, Dick Simpson, James Lambert Collection, Brenton Smith Collection, Brian Miller Collection, Reg Dalwood, Article by Bruce Polain in ‘Australian Motor Sports’

(Ed Holly)

One Man’s Hobby. Or is that Obsession?!…

When Ed Holly and I first communicated about this article he sent thru a few pics of some engines he had built. I thought ‘gees! that’s interesting and amazing!’, so here they are.

Ed advises on how his engine building career commenced.

‘Having had a lathe for many years, when I added a mill to the workshop I wanted to learn how best to use it.

As I didn’t have a restoration project at the time, the lightbulb in the head said build a model engine – I flew models as a kid and loved the diesels back then as you didn’t need to buy a battery to start them!

So I searched the web and selected a BollAero18 and set about making one, a 1.8cc simple diesel. Well it took a while to interpret the plans having no technical background requiring that. I steadily worked through the components and the big day came and blow me down it ran !

That sort of started a bit of an obsession till the next project arrived.

(Ed Holly)

 

Now 16 model diesels later I have certainly learnt how to use a mill- more than half the engines are to my design and the English ‘AeroModeller’ January issue published plans and a review of one designed for first up builds. I called it the Holly Buddy.

Plans and build for this engine can be found at https://protect-au.mimecast.com/s/jFvcCZYMxgU5nKmqFz21YC

For those into specifics – the aim is one or two tenths of a thou taper in the bore and a squeaky tight piston fit at tdc – that’s the ultimate fit for a diesel. The photo’s show an inline twin before and after assembly.’

So…set to it folks, you too can be a race engine builder!

(Ed Holly)

 

(Ed Holly)

Tailpiece: Elfin 275WR Ford 1100 FJ…

Simply superb cutaway drawing of the Catalina by Peter Wlkinson. Very few Australian racing cars have been so ‘dissected’ in this manner over the years which is a shame.

Mr Wilkinson’s work, I know little about the man, compares very favourably with his peers in England and Europe at the time. Ed kindly sent me this cutaway at high resolution- ‘blow it up’, you can literally see the Elfin’s pixie like face on the wheel caps!

Car specification is as per the text.

Finito…

(unattributed)

Frank Matich ahead of the Australian sportscar pack at Warwick Farm in 1968- the car is his Matich SR3 Repco ‘720’ 4.4 V8, 5 May …

The chasing pack comprises the ex-works Scuderia Veloce Ferrari 350 Can-Am driven by Bill Brown- filling Chris Amon’s shoes after he departed back to Europe, Niel Allen’s white Elfin 400 Chev, Bob Jane’s #2 Elfin 400 Repco 4.4 driven by Ian Cook and then the #5 Scuderia Veloce Ferrari 250LM of Pete Geoghegan.

Pete and Leo G shared the car to win the Surfers 6 Hour enduro later that year, both had a drive or three of the ‘Old Red Lady’ as David McKay referred to his favourite car, in preparation for the race.

The #16 car is Tony Osbourne’s Argo Chev driven by Peter Macrow- then the twin-dark striped Lotus 23B Ford of Bob Muir another obscured Lotus 23- that of Glynn Scott, then the distinctive shape of a mid-dark coloured Elfin Mallala Ford driven by Ray Strong in front of Doug MacArthur, Lotus 26R and then, finally, John Leffler’s Cooper S Lightweight at the rear. His ‘Sports-Racing Closed’ Mini is somewhat of a fish outta-water amongst this lot.

Of the ‘big bangers’ racing in Australia at the time, the Lionel Ayers MRC Oldsmobile is absent as is the Noel Hurd driven, Globe Products owned Elfin 400 Ford. Oh, there is no sign of Alan Hamilton’s Porsche 906 or was he in between 906’s at the time perhaps?

There was no Australian Sportscar Championship in 1968- but the order of this race, in its first lap and just after the start is pretty much indicative of the state of competitive play at the time.

For the sake of completeness, the one race Australian Tourist Trophy, a prestigious event, was run at Mallala in January 1968 and won by Matich at a canter from Geoff Vercoe’s Cicada Ford, three laps adrift of FM’s SR3. Of the cars in the opening photograph, only the Jane Elfin 400 made the trip to South Australia.

Perhaps the timing of the ATT was sub-optimal as most of the top guns ran in the Tasman Series sportscar support races- at Surfers, Warwick Farm, Sandown and Longford over four weeks from 11 February to 4 March. The Adelaide race was tempting fate so close to the start of the Tasman and logistically Adelaide and the Gold Coast are a long way apart regardless of a team home base in Melbourne or Sydney.

Happy chappy. FM sits in his brand new Matich SR4 Repco 4.8 ‘760’ during the cars press launch at the ‘Rothmans Theatre’, Sydney Showgrounds on 26 November 1968. Car made its race debut the following weekend at Warwick Farm on 1 December

The ball-game changed into 1969 off course, Matich’s SR4 4.8 litre Repco 760- four cam ‘Sledge Hammer’ first raced at Warwick Farm on 1 December 1968. Then Bob Jane’s McLaren M6B Repco ‘740’ 5 litre and Niel Allen’s Chev F5000 engined Elfin ME5 joined the grids during 1969.

But Matich blew the grid apart with the SR4 all the same, and then, thankfully for all of us, jumped back into single-seaters (F5000) where he belonged.

But Lordy, didn’t he provide some fizz, fire and sparkle to sportscar racing for a decade or so? Just ask Chris Amon how quick FM was in a sporty during that Tasman Summer of Sixty-Eight…

Photo and Other Credits…

Snapper of the opening photograph unknown- i’d like to attribute it as it is a beaut shot if any of you can assist, Getty Images, Dick Simpson, Mike Feisst, Dave Friedman and Brian Caldersmith Collections.

‘Australia’s Top Sports Cars’ article by Graham Howard in Racing Car News May 1967. Thanks to Dale Harvey and Neil Stratton for assisting with car identification and the event date of the opening photograph.

Frank Matich and the SR3 Oldsmobile during the Warwick Farm Tasman meeting in 1967- the car’s race debut. That’s Ted Proctor’s Proctor Climax behind. Traco tuned ally Olsmobile V8, ZF 5 speed box and chassis all but identical to the Elfin 400 which preceded this car with some tubes added (D Simpson)

SR3 Etcetera…

I’ve not quite gotten to the Matich SR3’s yet, in terms of an article but click on the SR4 piece referenced below- there is a bit at the end of it about the SR3 and a complete Matich chassis list which will tell you what is what.

The 1967-1968 period is an interesting one from a technological racing history perspective.

Huge advances were made in tyres thanks to the application of vast wads of polymer chemistry research dollars to create products which were grippier than those which went before with consequent reduction in lap times.

Then of course their was the exponential progress in aerodynamics pioneered by Jim Hall and his boys at Chaparral in Midland, Texas well before their adoption by Ferrari and Brabham in F1 first, in 1968.

Sandown Tasman meeting the week after Warwick Farm, Peters Corner. This series of SR3’s were beautiful racing cars in all and whatever form. Note that the rear spoiler is bigger than that used the week before (B Caldersmith)

Of interest perhaps, is that it seems Matich and his crew have changed the roll-bar section of the chassis between its debut at Warwick Farm, see the colour photo above, and Sandown. Look how high it is in Sydney, and how low in Melbourne the week later whilst FM appears to be sitting in the same spot.

The car ran in as finished and completely unsorted state at the Farm with FM treating the whole weekend inclusive of races as a test and development exercise- Niel Allen won the feature race at that meeting in the ex-Matich Elfin 400 Traco Olds.

(M Feisst)

Peter Mabey prepares to alight the new SR3 he helped build, in the Sandown paddock. The gorgeous dark green machine with its neat gold ‘Frank Matich Pty Ltd’ and ‘SR3’ sign-writing and striping is about to be scrutineered.

The body, to Matich design, was built by Wal Hadley Pty. Ltd. at Smithfield in Sydney’s outer west, no doubt Wal and his crew enjoyed working on a racer rather than the hearses which were and still are their mainstream business!

The chassis was constructed by Bob Britton’s Rennmax Engineering in Croydon Park, also to Sydney’s west but closer in. Various independent sources have it, including Britton, that the spaceframe is pretty much tube-for-tube Elfin 400 with a few additional sections added to assist torsional rigidity.

Graham Howard credits the wheel design as Britton’s, said items of beauty were cast by the Commonwealth Aircraft Corporation at Fishermans Bend, Melbourne- also suppliers to Garrie Cooper.

Peter Mabey did the Can-Am tour with FM in 1967, I wonder where he is these days, his story of the Matich years would be interesting?

FM beside the SR3 Repco 4.4 V8 at Road America on 3 September 1967. Note the front spoiler, car still fitted with ZF tranny. The plan was to return to the US with the SR4 in 1968. If the team had done that, fitted with a reliable 5 litre 560 bhp V8 it is conceivable FM could have taken a Can-Am round whilst noting the 7 litre 1968 McLaren M8A Chev’s were almighty cars. If, if, if… (D Friedman)

So, the delicate looking Matich SR3 Oldsmobile which made its race debut at the Warwick Farm Tasman round in 1967 is ‘effete’ in comparison to the fire-breathing 4.4 litre Repco RB720 V8 engined car- blooded in battle during several Can-Am rounds in 1967, which took on, and slayed Chris Amon’s Scuderia Veloce Ferrari 350 Can-Am in the three 1968 Tasman sportscar races Matich contested that summer.

For whatever reason, I am intrigued to know why, FM did not contest the final round at Longford- the last ever race meeting at the late, lamented road circuit. To have seen Frank and Chris duking it out on that circuit, in those damp conditions, on that day- Amon took the all-time lap record in the Ferrari remember, would really have been something!

(B Caldersmith)

The two shots from Brian Caldersmith’s Collection above and below were taken during the 1968 Warwick Farm Tasman- Chis and Frank had some great dices with the hometown boy coming out on top.

In similar fashion to Matich, Amon didn’t do the whole Can-Am in 1967, he joined the series after two of the P4’s which he and his teammates had raced in the manufacturers championship were ‘sliced and diced’ into Can-Am 350 lightweight Group 7 form. But Chris had seen enough of the SR3 stateside to know his Australian summer would not be a cakewalk.

This SR3 is considerably lower with much wider tyres of a diminished aspect ratio compared with twelve months before- at this stage FM was the Australian Firestone Racing Tyre importer/distributor and doing plenty of test miles.

No high wing was fitted to the car yet- despite FM looking closely at what Chaparral were up to in the US, but that would come of course.

(B Caldersmith)

Further Reading…

Ferrari P4/Can-Am 350; https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

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

Matich SR4 with some SR3 bits; https://primotipo.com/2016/07/15/matich-sr4-repco-by-nigel-tait-and-mark-bisset/

Longford with plenty of 350 Can-Am; https://primotipo.com/2018/07/05/longford-lap/

Matich, SR3 (RCN-Dickson)

Tailpiece: O’Sullivan, Matich SR3 Repco from Niel Allen, Elfin 400 Chev, Warwick Farm early 1969…

(D Simpson)

Roll on another twelve months to Warwick Farm 1969 and Matich is up front in the distance aboard the all-conquering SR4 Repco 760 4.8 V8 with Perth businessman-racer Don O’Sullivan racing the now winged SR3 Repco 720 4.4 V8.

The car following O’Sullivan through the ‘Farm’s Esses is the Elfin 400 Chev aka ‘Traco Olds’ raced by Matich in 1966- sweeping all before him that year before building the first SR3 and selling the Elfin to Niel Allen. Niel and Peter Molloy modified the car in several ways, most notably replacing the Olds/ZF combination with a 5 litre Chev and Hewland DG300 gearbox- but not really troubling Matich with the modified, faster car.

Lets not forget the role Garrie Cooper played in contributing to the design of the SR3- it is all but a direct copy of the Elfin 400 chassis- that story told in the Elfin 400 article link above.

Superb ‘Racing Car News’ cover by David Atkinson of Matich in the SR3 ahead of Alan Hamilton’s Porsche 906 Spyder.

The 1967 Australian Tourist Trophy was won by Matich from Hamilton and Glynn Scott’s Lotus 23B Ford on 21 May 1967 at Surfers Paradise.

The scene depicted has a bit of creative licence in terms of the earth banks on the right, if indeed it is meant to be Surfers?

Finito…

Frank Matich’s ‘exhaust blown diffuser’ 1972 style, Matich A50 Repco F5000, on the way to victory in the Hordern Trophy, Warwick Farm 5 November …

 Sydney based Team Matich may have been relatively small but they were well funded by virtue of support from Repco, Goodyear, Shell and others depending upon the season.

Nobody did more testing in Oz than FM, it was part of his Goodyear contract after all.

He was a deep thinker too.

The engineering, development and conceptual design of Frank’s cars- from the customer Lotus 19’s, Brabham BT7A and Elfin 400 to the Matich team constructed SR3 and SR4 sports cars and A50-A53 series of six F5000 cars were his and a function of racing the cars at the highest level. His testing abilities were the equal of any of the contemporary driver/engineers on the planet too- Brabham, McLaren, Hall, Gardner, Bennett, McRae, Ganley etcetera.

Therefore Matich had the ability to not only come up with new ideas or set-up directions but analyse the impact of them on the car and determine any further changes which may have been required to optimise the explored direction of the day.

FM was always trying ‘stuff’ in an effort to seek the ‘unfair advantage’.

Adelaide International Tasman round 1973- Bob Muir, McLaren M10B Chev alongside FM’s A50

Derek Kneller, FM’s chef mechanic and confidant throughout the Matich F5000 years recalls how the experimentation came about.

‘Frank had been in the ‘States and watched a Goodyear tyre test at Ontario Motor Speedway in early 1972. When he arrived back he told me he had observed a driver called Jim McElreath testing his car with a very low mounted rear wing.’ (Jim McElreath raced an Eagle 72 Offy in USAC racing in 1972- a guess is that MAY be the car Frank spotted being tested at Ontario)

‘He came down to the workshop (in Sydney) and took our spare wing and placed it one two-gallon oil cans that he placed on their sides behind his A50. He then told me to make some mounting brackets so that we could run the car in that position.’

‘We mounted the wing as Frank requested and did some static tests to prove that the wing would be secure and would be able to transmit the load to the chassis without breaking.’

A50 Repco, Derek Kneller with hands on hips, Frank Matich and a good view of the wings and location of the exhausts during the 1973 Tasman Series in NZ (D Kneller/B Sala)

‘The first test for the car with the lower wing mounted lower down was a tyre test at Surfers.

We covered the car and wing with tufts of wool to assess the air-flow over the car and wing. Frank drove the car on the track around the track with me filming the car from our hire car which was being driven by one of the other team members.

Frank also got me to drive the A50 while he followed in the hire car so he could see for himself what was going on, obviously the speed was much reduced and the car was filmed from both sides.’

‘After two days of testing Frank determined there was a benefit from running the wing, he felt he could enter the main straight at a higher speed due to more downforce making the car more stable, we had been reducing the angle of the main (upper) wing and picking up more speed along the straight. We ended up a second under our lap time from the previous Tasman race earlier in the year.’

‘To be honest we didn’t know exactly how we gained the time, but from what we now know about blown diffusers we must have been getting downforce when Frank was on the throttle with the exhaust blowing over the lower rear wing as he powered onto the straight at Surfers. We then were always running far less angle of attack on the main rear wing than our other competitors’ Derek concluded in what is a fascinating slice of aerodynamic racing history.

Aerodynamic Developments Which Followed…

1974 Lotus 76 Ford DFV- the innovative car incorporated an electronic clutch and bi-plane rear wing but was not a success in the hands of Ickx and Peterson, the venerable 72 was updated again for 1975 (Getty)

I’m not suggesting Matich fully understood what he was exploring, nor is Derek Kneller, but explore it he did, with the result felt by Matich and reflected on the stopwatches.

His two Matich A51’s were so equipped throughout the US L&M Championship in 1973.

That series, very well covered by the global motor racing media is probably where Colin Chapman first saw the approach and thought ‘Hmmm, lets have a look at that for 1974’, mind you he only applied half of the Matich approach- the two wings, not the exhaust blowing the wing.

Lets not forget that Matich made these changes two years before Colin Chapman followed suit with his 1974 F1 Lotus 76 Ford DFV.

(D Kneller)

McLaren tried the twin-wing set up as well, albeit a couple of years further on.

Here Jochen Mass’ M23 Ford is so equipped at Monaco in 1976, the flatness of setting of the lower wing clear. They did not persevere with the approach.

FM was even further ahead of his time, in that the first ‘exhaust blown diffuser’ is generally acknowledged to be the 1983 Renault RE40 Turbo, the conception of which was that of Jean Claude Migeot.

He placed the exhausts and turbo-wastegate flow directly into the diffuser. Before this everyone had routed the exhausts into the area of least influence, usually above the gearbox or with long pipes through the rear suspension or in the cars of the early to mid 1970’s between the upper and lower suspension links or above the top links- between the wing and suspension top link.

Prost, Renault RE40 1983 (unattributed)

 

Renault RE40 1983, cutaway (Pinterest)

At least one racing historian, Gordon McCabe, believes that whilst Renault were the first to blow their exhausts into the diffuser, ‘…exhaust blown diffusers include not only those which blow into the diffuser, but also those which blow over the top of it…and it could be argued that the first such device appeared on the 1982 McLaren MP-4B…’

Matich, US L&M Series 1973, Matich A51 Repco (T Rosenthal)

Etcetera…

(G Ruckert)

Matich on the way to victory in the third round of the Gold Star, the Glynn Scott Memorial Trophy, at Surfers Paradise in late August 1972.

He won four of the six Australian Drivers Championship rounds that year- the Victoria Trophy at Sandown in April, the Belle Magazine Trophy at Oran Park in June, here at Surfers, and the Hordern Trophy at home, Warwick Farm, in November. He did not contest the Symmons, September round.

(unattributed)

FM ‘shared the love’ in terms of development items on the A50 with his local customer, John Walker.

Here his twin-wing A50 Repco is shown in the US during the 1973 L&M Championship, I am uncertain as to circuit.

Additional Reading…

Matich F5000 cars; https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/

Exhaust blown diffusers; checkout this detailed article on the formula1 dictionary site; http://formula1-dictionary.net/diffuser_blown.html and here on ‘McCabism’; http://mccabism.blogspot.com/2012/06/first-ever-exhaust-blown-diffuser-in-f1.html

1983 Renault RE40 blown diffuser details

Bibliography…

Derek Kneller

Photo and other Credits…

Tony Glenn, Mark Pearce, Derek Kneller, Bryan Sala, Tom Rosenthal, Getty Images, Giorgio Piola

Tailpiece…Mark Pearce has captured FM beautifully during the  1973 Warwick Farm 100 Tasman Round…

No doubt the aerodynamicists amongst you will be able to interpret the effectiveness of the wing configuration based upon your analysis of the vortices of water produced on that soggiest of days- the event was won by Steve Thompson’s Chevron B24 Chev, aided by some trick Firestone wets, only a smidge, less than two seconds, from Matich.

Finito…

Frank Matich in his new Elfin 400 Olds nee ‘Traco Olds’ at Warwick Farm during the 1966 Tasman Meeting (Russell Thorncraft)

The very best of the seasons greetings to you all, wherever you may be. May all of us get the luck we deserve in addition to a healthy, wealthy, wise and generous 2019…

It was May 2014 when I first started fiddling around with what has become somewhat of an obsession, I have promised myself I will re-commence racing my Van Diemen RF86 Formula Ford in 2019- ‘doing it’ rather than just writing about it!

I have no strategy with primotipo other than writing about what interests me, the article ideas are generated by a photograph and it is in that context that the direction of the thing has shifted much more to an Australian bias this past year.

DIY Davo: Jon Davison looking after a wheel or pressures in the Oran Park pitlane prior to the 1977 AGP. Car is his ex-Walker Matich A50 Repco. Davo become a mighty fine F5000 driver with the purchase of an ex-Teddy Yip/Alan Jones Lola T332 Chev 12 months hence. Behind Jon are the Team VDS entries of race winner, Warwick Brown, Lola T430 Chev and Peter Gethin Chevron B37 Chev (Adam Thurgar)

A limiting factor until recently has been access to lots of interesting Australian photographs. This has changed in that Bob Williamson’s ‘Old Motor Racing Photographs-Australia’ and the ‘Historic Racing Car Club of Tasmania’s’ Facebook pages and meeting Bob King and Ken Devine in recent times has allowed me to explore topics I never would have contemplated without the visual stimulation of ideas provided by their archive/collections.

So special thanks to those organisations/fellows in addition to the photographers who have been very supportive right from the get-go. John Ellacott, Rod MacKenzie, Lindsay Ross, Dick Simpson, Lynton Hemer, Kevin Drage and Dale Harvey. Terry Marshall’s New Zealand work gets a regular run too.

Len Lukey’s Lukey Bristol chases Bib Stillwell, Maserati 250F, Melbourne Grand Prix, Albert Park 1958. Stirling Moss won in a Cooper T45 Climax- Len was 5th and Bib 4th (Simon Wills via Bob King Collection)

Bob King’s ‘Words from Werrangourt’ articles have been very popular, Rod MacKenzie’s and Bruce Polain’s pieces were beauties, and I have unpublished manuscripts from Peter Finlay and Ray Bell to pop up in the coming months- thanks to you all.

Ray, Stephen Dalton and Rob Bartholomaeus have been great ‘sub-editors’ in advising errors post-upload of articles which has helped the accuracy of primotipo big-time. Stephen and Rob have also provided research material which has given me ‘reach’ beyond my own collection. The collective global wisdom of The Nostalgia Forum is also an ongoing source of nuanced information which goes way beyond the books we all have.

Stan Jones and Cooper T51 Climax at Caversham, West Australia in October 1959. WA Road Racing Championships Gold Star round. Len Lukey won the race in the green Cooper T45 alongside, Stan was 2nd. He won the AGP at Longford in March aboard his Maserati 250F (Ken Devine)

The readership has increased nicely again by over 30% with the Australian readership now 30% of the total compared with 17-20% of the last two years. So, it seems you International folks aren’t turned off by the greater Australian content. The top ten countries in terms of readership in order are Australia, US, UK, France, Italy, Germany, Spain, Japan, the Netherlands and Brazil. Exactly the same as last year actually, albeit the order was a smidge different.

Last, but far from least, thanks for reading it!

The balance of this piece are some randomly chosen photographs from the sources above I’ve not published before…

(Chris Robinson)

Bob Skelton contesting the Symmons Plains round of the Australian Formula 2 Championship in September 1973.

He was second to Leo Geoghegan’s works Birrana 273 Ford Hart that weekend and was third in the seven round series behind Geoghegan and Enno Buesselmann in another 273.

Skello first raced this chassis- the very first Bowin P6 built, in the 1972 Formula Ford Festival at Snetterton in the UK before returning home and ditching the Ford 711M Kent motor and Hewland Mk9 gearbox in favour of a Brian Hart built 1.6 litre Lotus-Ford, Lucas ‘416B’ injected engine and five-speed Hewland FT200 ‘box as well as wings and slicks etc.

He did well in 1973, it was a shame he did not race on in the Finnie Ford supported car- without doubt the 1972 FF Driver to Europe Winner (Bowin P4A) had talent aplenty.

Ex-Lotus engineer, Bowin Designs John Joyce’s spaceframe P6 and monocoque P8 designs bristled with innovation having the Lotus 56/72 wedge shape and hip-mounted radiators and JJ’s own very clever variable or rising rate suspension front and rear. Whilst the P6F won an FF title in John Leffler’s hands in 1973, F2 and F5000 Championship success eluded these wonderful cars.

 

(Matt Liersch)

Stirling Moss and minder wander down the new Sandown pitlane with ‘Peters Corner’, the left-hander onto the Back Straight behind them. Notice the kerb, trees and lack of Armco on the outside of Pit Straight and between the circuit and pitlane.

The March 1962 ‘Sandown Park International’ was the track’s first meeting with Moss fifth his Rob Walker Lotus 21. Jack Brabham won from John Surtees and Bruce McLaren- in Coopers T55, T53, and T53- all powered by Coventry Climax 2.7 litre ‘Indy’ FPFs.

(Matt Liersch)

Jack Brabham either pulling into or out of pitlane in the Cooper T55 Climax which was then acquired by John Youl and raced by he and engineer Geoff Smedley with great success over the next couple of years.

(Matt Liersch)

Melburnian’s of a certain age will remember Channel 9 sports broadcaster Tony Charlton here getting the story from Moss and Brabham. He was more a cricket and footy kinda-guy but did a workmanlike job whatever the sport.

https://primotipo.com/2016/04/08/ole-935/

 

(Brian Caldersmith)

Maybach 3 was Charlie Dean’s Repco Research built cars definitive specification in six-cylinder Maybach engine form- Maybach 4 was this chassis modified by Ern Seeliger in various ways inclusive of fitment of a Chev 283 cid small-block V8.

Here the car is showing off its Phil Irving developed fuel injection at Gnoo Blas, Orange during the January 1956 South Pacific Championship weekend.

(Brian Caldersmith)

 

(Brian Caldersmith)

Stan Jones was running well in second position behind Reg Hunt’s new Maserati 250F, and ahead of Brabham’s Cooper T40 Bristol in third when the Maybach motor let go in the biggest possible way on lap 23, an errant rod broke causing the car to spin down the road.

With little in the way of spares now remaining- and the speed of Hunt’s Maseratis (A6GCM and 250F) apparent Jones ordered a 250F and Maybach 3 was put to one side until Seeliger’s mechanical magic was worked upon it.

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

(Chris O’Connor)

Cheetah as a marque all too often slips under the radar, a bit like the car’s designer, builder and driver Brian Shead- he won the 1979 Australian F2 Championship in a Cheetah Mk6 Toyota.

Shead built ANF3 and 2 cars, two Clubmans and a Formula Holden, well over forty cars in all in his small Mordialloc, outer Melbourne bayside workshop. ‘The Two Brians’ Shead and Sampson (above) dominated ANF3 in the mid-seventies, the 1975 Bathurst 1000 winner (together with Peter Brock in a Holden Torana L34) is on the downhill plunge into Dandenong Road corner at Sandown in 1973 or 1974.

The car is a Cheetah Mk4- a spaceframe chassis powered by a pushrod, OHV, ‘Motor Improvements’ modded Toyota Corolla 1.3 litre, twin-42 DCOE carbed 135 bhp engine. Motor Improvements was Sambo’s business in the Nepean Higway St Kilda, at the time ANF3 was a 1300cc OHV/SOHC category.

https://primotipo.com/2018/06/26/anf3/

(Dennis Cooper)

Clark, Amon, Hill: Lotus 49 Ford DFW by two and a lone Ferrari Dino 246T, Longford 1968.

Not the South Pacific Championship Tasman race mind you- that was held in the pissin’ rain and won by Piers Courage’ McLaren M4A Ford FVA. This is the dry Saturday preliminary which was won by Clark.

https://primotipo.com/2015/10/20/longford-tasman-south-pacific-trophy-4-march-1968-and-piers-courage/

Credits…

Russell Thorncraft, Quentin Miles, Adam Thurgar, Simon Wills- Bob King Collection, Brian Caldersmith, Matt Liersch, Chris Robinson, Ken Devine Collection, Dennis Cooper, Chris O’Connor

oldracingcars.com

Tailpiece: Bob Janes and Jaguar E Type Lightweight, Lakeside circa 1965…

(Quentin Miles)

Ron Thorp’s AC Cobra is on the second row, it looks hot so perhaps its the summer Tasman meeting.

The Jag was an interesting choice, it was never going to be an outright machine in the sportscar sprint events which predominated in Australia at the time. The Bib Stillwell Cooper Monaco, Frank Gardner/Ralph Sach/Kevin Bartlett Mildren Maserati, Lotus 23’s and increasingly V8 mid-engined cars ruled the roost.

Nonetheless the E was a welcome addition to the local scene and a car Bob retained in his collection for decades- it shared garage space with a Maserati 300S, Jag D Type, Brabham BT11A Climax, McLaren M6B Repco, Ralt RT4 Ford, Chev Camaro ZL1 and various other bits of mouth-watering kit.

Finito…

Carroll Smith, Frank and Joan Matich (NAA)

Frank and Joan Matich confer during the Warwick Farm Tasman meeting, February 11 to 13 1972…

The ’72 Tasman wasn’t the series the Matich’s expected after the debut win of the Matich A50 Repco at the Farm in November 1971- the brand new machine built closeby won the Australian Grand Prix only days after it’s completion, and looked the goods for the Summer Internationals.

Whilst Matich and his team worked their magic in Brookvale, Kiwi Graham McRae was casting a spell or two in Poole whilst Frank Gardner and Bob Marston were indulging in some F5000 sorcery of their own over at Huntingdon- the cars alluded to are the Leda LT27 aka McRae GM1 and Lola T300.

Mind you, things came good for Frank and Joan at home- Warwick Farm is not too far from the Matich HQ in Brookvale (they moved to Military Road, Cremorne on Sydney’s leafy North Shore circa August 1972) FM was quickest in unofficial practice, qualified on pole on Saturday afternoon and won the race, leading throughout from start to flagfall.

This article is superfluous really, I’ve done Matich and his career pretty well to death, several long pieces inclusive of an 11,000 word monster on his F5000 cars- at the end of this article are links to that piece and a couple of others of potential interest.

But then I came upon this swag of photographs of the Warwick Farm weekend which were too good to ignore. I’ve no idea of the publication for which they were intended or indeed if they ever were published. The shots are from the National Archives of Australia, the photographer uncredited. The series of photos are headed ‘Australia’s Mr and Mrs Motor Sport Sets a Fast Pace’. I’ve other photos of this weekend but I decided to maintain the original intent of whoever commissioned them, keep them together and focus on ‘Team Matich’.

Frank Matich, Matich A50 Repco, Pit Straight, Warwick Farm February 1972 (NAA)

Is ‘Mr and Mrs Motorsport’ apt or a bit of PR Bullshit?…

Its a fair observation I suspect.

Frank was already racing his first competition car, an MG TC when he met Joan, ‘her parents thought the sound of the MG arriving was a plane as they lived at Mascot’ Frank recalled, in fact Joan could be said to be FM’s first sponsor as she lent him 140 pounds to rebuild the TC’s engine not long after they first started going out!

Joan went to many of the test sessions and race meetings down the decades, helped schmooze the sponsors and assisted to run the business which was not insubstantial by 1972. There was the race team chasing national titles, the production of racing cars (sportscars -several SR3 and SR4’s and six F5000’s) Firestone, and then later Goodyear race tyre and Bell Helmets importation and distribution and properties to manage, both domestic and business. Lets not forget the demands of four kids too. (Kris born circa 1958, Kim 1960, Lea 1962 and Katrina 1963)

Frank and Joan were not Mr and Mrs Motorsport in the way that Fred and Christine Gibson and Garth and Leanne Tander were in the sense that both were drivers but I think the ‘Mr and Mrs Motorsport’ label is a fair one.

Joan and Kris Matich- Kris went on to race Van Diemens in Formula Ford in the eighties

1972 Tasman Series Top Guns…

McRae, the reigning champion, Matich, Gardner, Mike Hailwood (Surtees TS8 Chev) and David Hobbs (McLaren M22) were perhaps the dudes most likely to fight for the Tasman Cup but Kevin Bartlett, hamstrung only by the age of his McLaren M10B Chev and 1970 champ Graeme Lawrence, like FG Lola T300 mounted would also be ‘thereabouts’. Then came Teddy Pilette, McLaren M10B Chev, Garrie Cooper, John McCormack and Max Stewart in Elfin MR5 Repco’s- all relative newcomers to F5000, and the rest.

In New Zealand it was all McRae- he started on pole in the first three rounds, won at Levin and Wigram, whilst Gardner took the NZ GP at Pukekohe a race in which Graeme Lawrence and Bryan Faloon had an awful accident killing Bryan and outing Graeme for months.

Derek Kneller pointing, how was it Frank? Ken Symes of Repco in the blue suit FM’s boys in the natty, very American STP togs. Note open top section of ‘bathtub’ aluminium monocoque chassis A50 ‘001/002’ (NAA)

FG boofed his Lola at Levin when the engine suddenly cut out on a high speed corner and he clobbered the fence. Gardner, a very ‘safe driver’ must have had more prangs in the 7 months to January 1972 than at any other time in his career- he wrote off the prototype T300P (akaT242P) at Snetterton in a collision with Brian Redman’s McLaren M18 Chev, when FG on pole and Brian off grid 2 had a territorial dispute, on 30 August 1971.

The quite significant in the history of F5000 cars, seminal, defining chassis T242P/T300P was rooted, destroyed.

Lola quickly built up a replacement car for Frank, ‘HU1’, the first production T300 which Gardner raced to a debut win at Hockenheim in front of Emerson Fittipaldi’s Lotus 56B Pratt & Whitney on 12 September. He took the car to another victory at Oulton and with a second place at the season ending Brands late September round nabbed the 1971 European F5000 Championship. He had been a winner in a Lola T192 earlier in the season prior to the T242/300 race debut, it wasn’t all down to the new car by any stretch.

‘HU1’ was then shipped to Australia in time for the AGP at the Farm, FG crashed it in practice, again the car was re-tubbed before shipping to NZ- only to be boofed again in an accident not of his making at Levin.

He would reappear at Surfers with the repaired car but the chances of the wily veteran winning the series were gone. A shame really as he ‘retired’ from single-seaters after the Sandown round selling the T300 to Sydney F2 pilot Gary Campbell. I say retired as he did a ‘Nellie Melba’ and contested the final round of the 1972 Euro F5000 Championship late in the year to ‘race test’ the prototype Lola T330- ‘HU1’ which became famous in Max Stewart’s hands and is of course still in Australia. A long digression!

Kevin Bartlett took a top win in the final NZ round at Teretonga, driving with a blend of speed and sure-footedness on a wet, difficult track which caught out pole-man Hailwood and McRae. David Hobbs tangled suspension with Matich.

Matich had a shocker of a time in NZ.

He qualified 5th/2nd/5th/2nd- a second at Levin and fourth and fastest lap at Teretonga his best with DNF’s at the NZ GP with engine failure- a broken conrod and a distant 12th at Wigram having only completed 34 laps- KB spun and FM hit him on the way through. Frank pitted and returned 3 laps later completing a further 13 laps before retirement. The sergent.com race report notes ‘…showing the sort of form, had fate not intervened, that would certainly have given him some Tasman points.

A50 left front suspension assembly- top link and swept back locating arm, lower wishbone, coil spring and Koni double-adjustable alloy bodied shocks, adjustable roll bar, big ventilated discs and four-pot Lockheed calipers (NAA)

 

All was not well in the Matich camp either.

A race team needs stability at the top, Peter Mabey had been the Matich Chief Mechanic since the SR3 period (at least), it was intended that Derek Kneller who arrived with FM’s first McLaren M10A in August 1969, (he had been building cars at McLaren Cars in 1968/9 including the first M10A raced by Peter Gethin) would replace Mabey but Peter decided to stay on to build the monocoque A50, as he wanted that experience and the two worked together well through the repair of FM’s McLaren M10B. The team rebuilt the cars aluminium monocoque rather than buy a repalcement from Trojan, to get some experience of this form of construction in advance of the build of the A50 in 1971.

After the ’71 AGP victory Kneller headed back to the UK, he was homesick, so went home to a gig with Team Surtees. Mabey stayed on but finally cried enough- and left the team after the Levin round having got tired of shouldering the load with other mechanics not pulling their weight the final straw.

Matich did Wigram and Teretonga with the other mechanics and called Derek in the UK, who agreed to return to Australia to assist. ‘I had planned and organised with Frank…to come back to Oz in the middle of the year (1972)…I arrived in Sydney on the Monday after Surfers, Joan picked me up from the airport, I went straight to Brookvale and started work on Frank’s joblist for the car’.

Normally there was a two week gap between the last NZ round at Teretonga and the first Australian one at Surfers Paradise but there was only one week in 1972 making the five day shipment of cars marginal so a group of teams hired a plane to freight the cars by air into Coolangatta, closeby to Surfers.

Derek and Scott McNaughton fitting the drink system- windscreen washer system complete with an electric pump and switch on the instrument panel. neat! (NAA)

Matich had plenty of success at the abrasive Surfers Paradise track over the years, he plonked the A50 on pole at the challenging power circuit and finished third behind McRae and Gardner- FG’s car was re-tubbed and he was back in the game. Kneller notes that the A50 rear suspension geometry was altered with a lighter rear subframe, and raced that way on the Gold Coast.

At the meetings end Frank and Joan jetted from Coolangatta back to Mascot in Sydney, with the A50 trucked back to Brookvale overnight- the team had no spare car, at the time the first customer A50 for George Follmer (Roy Woods Racing) was coming together in a corner of the Matich ‘shop with Carroll Smith assisting.

Kneller set to work preparing the A50 for the ‘Farm.

‘The rear suspension geometry was altered again after Surfers- the rear roll centre was raised…It was at this time the car was given the A50 ‘002’ moniker but it was ‘001’, the same tub, the bodywork was painted in STP colours and the roll bar chrome plated, it appeared different which was a bit of gamesmanship and kept the sponsors happy but it was, and still is the same tub which Bryan Sala now owns. This caused lots of historic (eligibility) grief in later years.’

For the sake of completeness and clarity ‘The same chassis (‘001′) was used for the rest of the 1972 Tasman Series and the 1973 Tasman, at its end it was put on axle stands at the Brookvale factory’ and is very clear photos in the article referred to earlier whilst the two A51’s were built up in advance of their 1973 US L&M Series tour.

A fresh Repco Holden V8 was popped into the rear of the A50 to replace the unit used at Surfers in addition to all of the usual pre-race checks- aided this time by operating from the teams home base rather than the garages used in other cities on tour.

A50 in the Brookvale workshop in the week prior to Warwick Farm. Repco Holden 5 litre Lucas injected V8 giving circa 480 bhp at this point in its development. 1973/4 flat plane crank Repcos the ultimate spec gave circa 520 bhp. Hewland DG300 5 speed transaxle, inboard disc brakes. Rear suspension, Matich designed- Commonwealth Aircraft Corporation cast magnesium uprights, single top link, lower parallel links, radius rods, coil spring/Koni dampers, adjustable roll bar with Aeroquip fittings throughout (NAA)

 

I’ve always thought Matich and McRae were a couple of peas from the same pod…

Both were from engineering backgrounds, Matich was apprenticed as a Diesel Engineer, McRae completed an Engineering Degree- both knew their way around racing cars from a drivers perspective and also as car conceptor, designer, builder, tester and fettlers. This is a very potent combination to build fast cars, or take what isn’t quick and change it and then keep changing it until the butt-cheeks and stopwatch confirm the steeds speed.

By the time both fellas had success at an international level they were not malleable youths- but rather battle hardened older racers who had cut deals to get where they wanted, with firm, battle-inspired opinions , which meant they were not naturally attractive to team managers after fast but perhaps more obedient youths.

Both proved their pace against the worlds best- lets not forget Matich’s speed against the F1 elite in his two Tasman 2.5 seasons in 1964/5 before his Elfin 400/Matich SR3/4 sportscar phase. He raced with Clark for much of a race at Lakeside and popped his Brabham BT7A, by then not the very latest bit of kit in 1965, on pole at Warwick Farm in front of Clark, Graham Hill, Brabham, McLaren, Phil Hill, Frank Gardner and the rest…

A50 Brookvale, FM at right. Note bathtub aluminium tub- 6 tubs were built, all the same design, 3 by Matich and 3 by Commonwealth Aircraft Corporation at Fishermans Bend, Melbourne- 3 A50, 2 A51’s one of which became an A52, and 1 A53. Note the way the lower suspension wishbone picks up, in part on the A-frame forward of the tub (NAA)

McRae beat the best in the F5000 world in Europe and the US- taking the 1972 US L&M Series in his self-built Leda LT27/GM1 and three Tasmans on the trot from 1971-1973.

Both had F1 offers, in FM’s case he had family and a business in Australia which was a barrier- unfortunately in McRae’s case his only F1 start was with Frank Williams Iso Ford in the 1973 British GP when he didn’t survive the first lap carnage wrought by McLaren’s new cub, Jody Scheckter’s mega first lap M23 Ford lose. McRae wasn’t involved in the shunt but the car’s throttle slides were filled with sand which prevented him taking the restart.

At their respective ‘right peaks’- say 1965 for Matich, (born 1935) and 1971/2 for McRae, (born 1940) both were surely good or better F1 material had they arrived at about those times aboard a halfway decent bit of kit!?

Matich and Bartlett before the off. Matich A50 Repco and McLaren M10B Chev. Just to the left of KB’s helmet is Frank Gardner’s silver Bell Magnum- his Lola T300 is on row 2 (NAA)

Meanwhile back in Sydney the 1972 ‘Warwick Farm 100’ beckoned…

Matich, Bartlett, Gardner and Max Stewart were probably the Warwick Farm aces in this race with perhaps Max to be discounted, his time in F5000 would arrive bigtime shortly, but he wasn’t going to win this race in his Elfin MR5.

Frank did pretty much all of his testing at the ‘Farm, he knew every blade of grass in ‘Gods Acre of Motor Racing’ and so it proved over that February 1972 weekend. The changes the team made to the car gave him the edge and additional confidence he needed, he was comfortably ahead of the field in unofficial practice.

On Saturday he was again the class of the grid popping the A50 on pole by 5/10 second from Kevin Bartlett’s McLaren M10B Chev, Frank Gardner Lola T300 Chev, the similarly mounted Bob Muir, Max Stewart Elfin MR5 Repco, McRae Leda GM1 Chev, who only did 12 laps of the slippery track.

Only the first few laps in the earlier Saturday session were dry, otherwise the track was wet or damp- a light drizzle greeted the drivers at noon as they set out for what would normally be the session in which the quickest times were set with cars by then having chassis’ nicely tweaked for the track.

Teddy Pilette McLaren M10B Chev, David Hobbs McLaren M22 Chev, John McCormack Elfin MR5 Repco and Warwick Brown McLaren M10 B Chev and the rest comprised the balance of the grid. Mike Hailwood had a shocker of a time, he missed much of practice when a tyre deflated, then in a discretionary session to test the car he muffed his entry onto The Causeway and clipped the fence breaking a wheel and causing some suspension damage. His boys had a long night ahead but did make the grid.

The Northern Crossing, formerly a series of temporary road patches laid across the top of the Warwick Farm horse racing track had neen replaced with permanent hotmix- a bump leading onto the crossing and a layer of silt across it made the going tough for the drivers, both Bob Muir and Max Stewart had spins during the day.

Pre-race build up- watching the TV feed of an earlier race. Derek ‘Frank’s gold race suit was given to him by Goodyear, they gave him a new set of race overalls every year, unalloyed Hinchman but for 1972 it was the ‘Fypro’ gold set’ (NAA)

 

Yerv got a hole in your sock Dad! Make sure you win but be careful all the same- FM and Kris Matich as Frank suits up (NAA)

 

Kneller belts Matich up so to speak- note the nickel or chrome plated roll bar- the cause of some consternation deacdes later in the ‘A50-002’ debate. There was no ‘002’ but rather a bit of gamesmanship by Matich! (NAA)

 

Lift off- FM gets the jump, he was never headed. Best view afforded by Max Stewart’s truck-top! (NAA)

Jack Brabham was present over the weekend and started the race at 1.30 pm- Matich led from pole winning the 45 lap, 100 mile race from European F5000 Champion Frank Gardner by 18 seconds and Kevin Bartlett another 30 seconds up the road.

FM started strongly, as did Bartlett who looked for a moment to have gotten off the line best,  and opened up a 2.5 second lead from Bartlett, Gardner, Stewart, Muir and McCormack- the latter made a blinder of a start from row 5 using the grass verge.

Matich widened the gap but the order up front remained the same with much of the race interest surrounding Mike Hailwood and his repaired Surtees TS8 who worked his way up from the back of the field- he was sixth on lap 6 passing Hobbs on lap 2, McCormack on lap 4 and Stewart on lap 5.

Pit board advising all is in hand, ease. STP sponsorship just for the Tasman, gone for the Gold Star Series which FM won convincingly in 1972 (NAA)

By lap 10 Matich was 15 seconds in front and at this early stage the race was looking like a repeat of his AGP effort in November. Bartlett was still in second ahead of Gardner in a nice tussle with a 10 second gap back to Muir, McRae with Michael The Cycle right up their clackers. In a ripper drive Hailwood passed McRae under brakes and then got Bob Muir on lap 12- by then FM up front was lapping the 2 litre Waggotts/BDA’s.

Gardner finally got past KB on lap 12 (or 13 depending upon your source), then came Hailwood, McRae ‘never really at home at the Farm’, Muir, McCormack, Pilette, Hobbs, Brown and Tony Stewart’s Mildren Waggott.

John McCormack Elfin MR5 Repco from Hailwood’s Surtees TS8 Chev, Pit Straight (NAA)

By lap 30 Matich eased the pace a smidge with only Gardner, Bartlett, Hailwood and McRae on the same lap- by lap 35 Hailwood could not catch Bartlett and succumbed to a challenge from McRae after he lost both second (early in the race) and fourth gears in his Hewland DG300 transaxle.

In the final four laps there were no changes so Matich won- setting a new record average speed for the race of 94.85 mph with second placeman Gardner setting a new lap record of 1:24.0 to take six-tenths off the mark set by Matich in November. KB was third 30 seconds behind Gardner, then McRae and Hailwood

John McCormack was 6th in his Elfin MR5 Repco, Mac was still in his formative F5000 phase but would soon be a force, then Teddy Pilette 7th in his VDS Racing M10B with Tony Stewart the best of the 2 litre cars in Max Stewart’s Milden Waggott- the car in which Max had won the 1971 Gold Star, then F5000 newcomer and later 1975 Tasman Champion Warwick Brown in his ex-Hamilton McLaren M10B Chev with American visitor David McConnell 10th in a GRD 272 Ford BDA 2 litre.

The quintessential WF victory shot, chequered flag car not quite perfectly in shot and crowded grandstand (NAA)

 

The win was just the fillip Matich needed, he carried the speed he had shown at Warwick Farm both to Melbourne at Sandown’s AGP the following weekend and at Adelaide International a fortnight later.

From pole at Sandown he led until lap 5 when an oil scavenge pump failed putting the A50 out, McRae took the win, and in Adelaide he started from pole but on this occasion had gearbox failure with David Hobbs taking the win in a McLaren M22 Chev.

(NAA)

No doubt a Rothmans executive handing over the goodies above as race sponsor, with the distinctive form of Brabham JA at right- he won an international race or three at Warwick Farm.

To the victor go the spoils- the much respected Australian Automobile Racing Club Chief, Geoff Sykes at right, and in the photo below Derek Kneller receives a trophy, perhaps, for the Chief Mechanic of the winning car.

Credits…

oldracingcars.com, ‘The Canberra Times’ 14 February 1972, National Archives of Australia, Derek Kneller, Alan Wood 1972 WF100 race report in March 1972 ‘Racing Car News’

Other Related Links…

Matich and his F5000 cars; https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/

Repco Holden F5000 engine; https://primotipo.com/2018/05/03/repco-holden-f5000-v8/

Graham McRae and his F5000 cars; https://primotipo.com/2018/09/06/amons-talon-mcraes-gm2/

Etcetera…

(NAA)

Ampol gets a fair crack of the whip in all these shots. Simpson race-boots common at the time at elite levels- FM’s Adidas jobbies are Nomex.

(NAA)

Looks like Derek Kneller at left taking a snap with his iPhone.

Never found the A50 the prettiest of F5000’s, functional and effective may be better descriptors. And successful. Both A50 ‘001’ and Bartlett’s very equally successful ex-Niel Allen M10B still extant and happily in Oz with Bryan Sala and Alan Hamilton respectively.

Debrief (NAA)

Nice shot of the top, or in part lack thereof, of the bathtub monocoque. Note steel structural element between each ally mono pontoon to which the dash is bolted- it contains the usual array of Smiths instruments. Bell Star helmet de-riguer at the time, FM the importer for Oz. The day I bought my first Bell Star circa 1975 from Ken Nancarrow at ‘Racegear’ in Ralston Street, South Yarra (Melbourne) is etched in my memory- remember him? Wonderful fella- you could never get outta the joint in less than an hour by the time he exhausted you with all of his on-point race gossip.

(NAA)

FM usually wore ‘Hinchman’ suits at this stage, remember the classic cream Hinchman of the era with vertical ‘race stripes’ on the left breast with prominent Goodyear embroidered badge? Always aspired to a set of those.

(NAA)

 

Nah, it’s not gunna rain, the weather comes from the direction of Liverpool.

Cockpit cowling (between Carroll Smith and FM) pretty much the same all the way through the A50-A53 models inclusive of the side-radiator A52 and A53.

I didn’t know who ‘Goodyear Cap Man’ was until reader/mate David Rees/Ray Bell identified him. Derek Kneller clarified the talented American engineer/mechanic/author’s (i’ve got two of his books purchased 20 years ago- ‘Tune To Win’ and ‘Prepare To Win’ from memory) role, which was to build up the A50 ‘003’ for Roy Woods Racing, a car initially raced by ace-racer George Follmer.

(NAA)

By the looks of it the boys are playing around with the steering rack- Matich very mechanically capable to say the least. Both he and McRae were very much in the Colin Chapman, Jack Brabham, Bruce McLaren, Derek Bennett, Garrie Cooper, Dan Gurney, Jim Hall, Frank Gardner, Howden Ganley, Larry Perkins mould of oh-so-capable, muck-in and geddit done types of driver/mechanic/engineer. A breed which no longer exists at elite level.

The A50 was an expression of the F5000 state of the art as Team Matich- FM, Kneller, Mabey and one or two others saw it in 1971. There was no ‘designer’ as such but rather draftsman who put onto paper the conceptual design of the car which was led strongly by the chief.

Tailpiece: ‘It sounds ok, great actually Ken’: Repco’s Ken Symes warms his liddl’ 5 litre baby up…

(NAA)

Repco-Holden F5000 V8 a simply glorious engine to listen to, unmuffled as they were for a few years yet.

Finito…