Posts Tagged ‘Jack Brabham’

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Mike Barney prepares Jack Brabham and Bruce McLaren’s Cooper T53 Climax’, French GP Reims, 3 July 1960…

That racing drivers shouldn’t have too much imagination is shown by this shot!

#16 is Brabham’s winning chassis, #18 McLaren’s third placed car. Olivier Gendebien was second and Henry Taylor fourth in T51’s making it a Cooper 1-4!

Yer ‘fancy-schmancy’ high tech relatively, I say it again, relatively safe 2017 carbon fibre GP machine is another world away, 55 years or so to be precise. Mind you, one would hope we would progress.

Owen Maddock’s curvy spaceframe chassis is typical of the day, the spaceframe anyway if not the imperfect in an engineering sense bent tubes! At the front the water radiator and oil tank are the ‘deformable structures’ ahead of the drivers ankles and lower legs. The fuel tanks are neatly and very practically ‘bungee’ strapped to the chassis and prone to leakage as the ‘ally tanks chafe on the steel chassis tubes. The ‘deformable side structures’ are the tanks, no bag bladders in those days so the risk of fire was great, prevalent and occasionally fatal.

The 2.5 litre Coventry Climax FPF powered T53 ‘Lowline’ was the 1960 successor to the race-winning and built in vast numbers 1958/9 T51. That car in both F2 and F1 spec has to be one of the greatest customer racing cars ever? T53 was the design work of Jack, John Cooper and Maddock.  The Lotus 18, Chapmans first mid-engined car was the quickest bolide of 1960. Moss took wins in Rob Walker’s car at Monaco and in the season ending US GP at Riverside but it was not the most reliable, something Jack was happy to capitalise upon.

McLaren won the Argentinian GP at the seasons outset, then Jack had an amazing mid-season run winning the Dutch GP on 6 June and the Portuguese GP on 14 August. In between Zandvoort and Oporto he won the Belgian, French and British GP’s thereby setting up his and Cooper’s second world titles on the trot.

Its good to look at these cars in the ‘nuddy’ every now and again to remind oneself of just how close to the elements and how brave the drivers of yore were. Yep, the piloti are no more exposed than they had been in the past but the cornering speeds of a 1960 2.5 litre Cooper or Lotus were a good deal quicker than a 1954 2.5 litre Maser 250F, the road circuits in particular just as hazardous…

Cooper T53 Climax cutaway by Brian Hatton

Credits…

GP Library, Brian Hatton

 

 

 

 

 

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The Story of the Repco-Brabham V8 Racing Engine as conveyed in Repco Technical News Volume 12 No 2, November 1965…

This gem is from Michael Gasking’s Collection and is reproduced in all of its glory, this is the 1966 Tasman/F1 engine later more commonly referred to as ‘RB620’, its internal Repco Parts Co project code was ‘620’. It will be difficult to read on your ‘phone, a bit easier on a larger device!

We have covered this engine already in primotipo, click on the links at the end of the article for these stories. Just a couple of ‘editorial comments’ or observations.

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RB620 and F1…

No mention is made of the engines F1 application so late in the piece, the new 3 litre F1 began on 1 January 1966. Brabham and Repco were playing their cards, understandably, close to their chest. Remember the RB620 V8 first ran in a car at 3 litres not 2.5, at Goodwood before racing in the non-championship South African GP, at Kyalami on 1 January 1966.

Melbourne motoring journalist Chris de Fraga, well known and respected by generations of Victorian enthusiasts is credited with first reporting Repco’s F1 plans in the Melbourne ‘Age’ in early October 1965, a report denied by Repco at the time. This document dated November 1965 was presumably circulated in that month or the following one.

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Jack’s Lovechild…

Brabham’s parentage of the project is ignored in this largely technical treatise of the engine, Jack’s involvement not ‘front and centre’ in this public document given the need for F1 confidentiality.

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‘The Men’…

The duo credited with the engine in the brochure are Chief Engineer of the Repco Parts Group, Frank Hallam and Project Engineer Phil Irving, the only guy missing, as stated above is Brabham. Its worth musing for a bit about the roles these three men played in the championship winning RB620.

In simple terms Jack was the engines conceptual designer- he pitched the Repco board a simple engine using the F85 Olds block as a base whose completed dimensions were to fit the existing BT19 chassis. Phil designed it, inclusive of its drawings. Jack provided both conceptual design and practical feedback to Phil on regular visits to Irving who was based near Brabhams early in 1964 as he progressed the engines design. All of the ‘RB620’ drawings were done by Phil and signed by him according to ex-Repco engineer and Repco Historian, Nigel Tait who has seen and reviewed them all in the process of archiving them with RMIT University, Melbourne, in recent years. Hallam was Repco Brabham Engines Pty. Ltd. General Manager and Chief Engineer. His role was primarily a management one although he had engineering oversight, his direct design and engineering input into RB620 something Hallam has sought to grab a greater share of down the decades.

After Irving’s death, Hallam in his book ‘Mr Repco Brabham’ comprehensively dumps all over Irving and seeks to take more credit than he is due for the ‘RB620’ engine inclusive of positioning Irving as its ‘draftsman’ – ‘draftsman casual’ in the employee list in his books Appendix. In fact all of the ‘Drawing Office Personnel’ listed are described as ‘draftsman’ despite several being degree qualified engineers. Hallam, on the other hand, formally qualified as a motor mechanic, lists himself as General Manager/Chief Engineer. The positioning he inaccurately seeks to convey is clear. In that context its interesting to see Phil’s title as ‘Project Engineer’ in this Repco publication of the day.

The very well known F1 engine designer and manufacturer John Judd joined the Repco Brabham Engines Maidstone design team at Jack Brabham’s behest in 1966. He pretty much unwittingly walked into a storm in terms of the final breakdown in the progressively declining working relationship between Hallam and Irving. Judds arrival at Maidstone was unannounced by Frank to Phil, the design leader at the time, thereby lighting the fuse for a final confrontation which was becoming increasingly inevitable.

Judd got the ‘rounds of the kitchen’ from Phil when he joined RBE according to both Phil’s autobiography and Frank’s book but Judd has this to say about Irving’s contribution to ‘RB620’ in a recent ‘Vintage Racecar’ magazine interview;

‘When Jack returned (to the UK) from the (1966) Tasman  series, he asked if I could go to Melbourne almost immediately, and work with Repco designing parts toward the next year’s engine. That lasted for about four months and I was back again for six months in 1967 working on the 1968 4-cam engine.’

‘The original 1966 engine had been designed almost 100% by Phil Irving of Velocette and HRD fame with input from Jack and Ron Tauranac, but Phil didn’t fit in well with the Repco corporate structure and fell out with his boss Frank Hallam. My insertion into an already fragile situation led to Phil leaving after I had been there two months or so, and to his replacement by Norm Wilson. Looking back at Jack’s 1966 World Championship winning engine, I believe it was largely the product of one man, Phil Irving, to an extent that is and will remain unique.’

Don’t get me wrong, Hallam played a vastly important role in marshalling Repco corporate resources to assemble the men and modern machines to build World Championship winning engines in 1966 and 1967. He was also a wonderful foil between the demanding requirements of the Repco Board and the daily dramas in Maidstone of building and servicing racing V8 engines so far from Brabham Racing Organisation’s Guildford base. But his contribution is more management than engineering detail of RB620 when objectively looked at in the context of all the published evidence and the views of those there at the time.

The antipathy between Irving and Hallam was and is well known, few Repco people want to go ‘on record’ about the topic, which is both understandable and frustrating at the same time. They, rightfully, recognise the contributions of both men. Irving’s book is respectful of Hallam, Hallam’s of Irving not so and was published well after Phil’s death- the shit-canning of Irving is grubby and un-Australian really. If you are going to ‘have a crack’ do so when the other dude can defend himself. Hallam’s book was contracted by him from Simon Pinder, the author. It is not objective as such (neither is Irving’s autobiography of course) but does add much to fill in the RBE story, the long interview with ’67 RB740 designer Norman Wilson is gold for example,  but the books quality varies from gold to ‘merde’ depending upon the chapter. One needs quite a lot of Repco knowledge to pick the chapters to treasure and those to treat with rather more circumspection.

Nigel Tait told me that Jack Brabham was very angry with a fair bit of the contents of the book- it would have been a good idea for the great man to have read its contents before writing the publications foreword! I will explore the relationship between Irving and Hallam, and Hallam’s claims, in detail, soon. In short, this Repco corporate piece puffs up Hallam’s racing background and downplays Irving’s, ‘twould be interesting to know who ‘signed off’ the content of this document before it’s publication.

Enjoy ‘The Story of The Repco-Brabham V8 Racing Engine’, its sensational. Wish I had it when Rodway Wolfe and I tackled the articles linked below 2 years ago!, having said that we have included a good bit of granular stuff not included in this official publication, so read together are not a bad crack at the ‘RB620’ subject…

Bibliography…

Repco, ‘Vintage Racecar’ magazine, ‘Mr Repco Brabham’ Simon Pinder

Credits…

Michael Gasking Collection

Tailpiece: Repco Brabham Boys, Longford, March 1966…

Phil Irving, with collar and tie chats to Brabham whilst Frank Hallam at right susses the Brabham BT19’s suspension. Not sure what Roy Billington is up to. Note the long inlet trumpets of the Tasman 2.5 RBE620 V8. Its the engines 3rd race, South African GP then Sandown Tasman the week before Longford. Jack was 3rd with overheating and low fuel, Jackie Stewart won in a BRM P261 from Graham Hill’s sister BRM. Its 6 or 7 March 1966. BT19 was Jack’s F1 championship winning 1966 car, still in Oz owned by Repco (oldracephotos.com/Harold Ellis)

 

 

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(oldracephotos.com/Ellis)

The ‘Longford Trophy’ race start in Tasmania, 5 March 1960 with Jack Brabham and Bib Stillwell in Cooper T51 Climaxes on the front row…

Jack is on the far left, in yellow is Austin Miller’s Cooper T51 Climax then Bib’s red Cooper and far right in red, Arnold Glass’ 4th placed Maser 250F, the beach umbrella atop the starters stand is a nice Oz summer touch, meanwhile the man in the white cap surveys it all and snaps away. Glorious!

I wrote an article about this event a while back, Lindsay Ross recently published the evocative photo above of  a wonderful summers day of a time and place so long ago, too good not to feature.

https://primotipo.com/2015/01/20/jack-brabham-cooper-t51-climax-pub-corner-longford-tasmania-australia-1960/

Brabham won the 17 lap race from Alec Mildren’s Cooper T51 Maserati, Alec and his car were to be Australia’s Gold Star champions that year, and Stillwell 3rd.

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Brabham with Stillwell alongside, then Aussie Miller in yellow beside the Glass Maser. Almost ready for the off (John Ellacott)

Here is publican, crop-duster pilot and racer Austin Miller’s immaculate Cooper T51, 2.2 litre Climax powered, in the Longford paddock amongst the sportscars, he retired on lap 3. How sweet it is. This car, chassis ‘F2-20-59’, driven by the intrepid Austin, later set an Australian Land Speed Record, which then Chevy 283cid V8 powered makes it Australia’s first ‘F5000’, and is a fascinating story for another time…

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(John Ellacott)

Credit…

oldracephotos.com/Ellis, John Ellacott, oldracingcars.com

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Jack Brabham willingly takes his go-faster pill from the lovely Goodyear fräulein…

It’s just before the 1966 German Grand Prix, Jack won the race in his Brabham BT19 Repco on 7 August from John Surtees and Jochen Rindt aboard Cooper T81 Masers.

Jack was right in the middle of the mid-season purple patch which gave him the title; from 3 July to 7 August he won the French, British, Dutch and German GP’s on the trot.

Goodyear were a very important part of Brabham Repco’s win that year. Jack was in F1 with them from their start in F1, 1965, and was still winning races with them in 1971.

Brabham’s last race win was aboard a Goodyear RR12 shod Bowin P4X Formula Ford ‘Race of Champions’ victory at Calder, Australia…

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Bob Jane was always a clever promoter, the champion racer/entrepreneur and Calder circuit owner decided upon a ‘Race of Champions’ amongst the Australian aces of the day to get a few more bums on seats at his 15 August 1971, cold and chilly winter meeting. Look at the crowd!

The just retired, for a while anyway, Jack Brabham was happy to accept the invitation to compete. It just so happened his Ford Dealership in Sydney sponsored Bob Beasley in a Bowin P4 in that years ‘TAA Driver to Europe Series’, the national Formula Ford championship.

The field included Kevin Bartlett, Alan Hamilton, Allan Moffat. Pictured here is Bib Stillwell in the car in which Larry Perkins won the 1971 Driver to Europe title, then Jack and Frank Matich in Elfin 600, Bowin P4X and Aztec FF respectively.

Whether or not Jack did a few laps in the Bowin at Warwick Farm in Sydney before the car was popped onto the trailer for Melbourne is unclear, ditto Bib, the owner of the Perkins Elfin 600! It was a fun race but their were plenty of guys keen to win, Jack prevailed in the short scrap, Goodyear shod of course…

Credits…

ullstein Bild, Classic FF FB page

Ps: ‘Drink it Freddy!’…

Was the catchy slogan or tagline of a popular sweet drink called ‘Quik’, the notion being that the additive made cows milk more drinkable at a time such milk was a good thing. I think it still is, but who knows? Anyway, the line was stuck in the back of my head, which is full of useless shite and popped out when i saw Jack and his Goodyear friend…

Pps: Love the neato Repco Brabham sticker on the cockpit screen of Jack’s car!

 

 

 

 

 

 

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Tony Rudd and one of the BRM crew either sorting a problem or firing up Harry Schell’s P25 so the Bourne engineering chief can get back to his hotel, Monaco 1959…

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Behra’s Ferrari Dino 246 you can just see on the left then Moss and Brabham, both Cooper T51, #48 Phil Hill Fazz Dino, #22 McLaren and #32 Trintignant Coopers T51. #16 and #18 Schell and Bonnier in BRM P25’s outside Brooks Dino. #20 Flockhart P25 BRM and behind him Graham Hill’s Lotus 16 Climax (unattributed)

In a sign of the times Jack Brabham won the race from Tony Brook’s front engined Ferrari Dino 246, Jack and third placed Maurice Trintignant in mid-engined Cooper T51 Climaxes. Jack of course took the first of his drivers titles that year and Cooper the constructors.

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Jack on his own on the Monaco quayside in 1959, on his way to his first championship GP win, Cooper T51 Climax. His last the 1970 South African GP at Kyalami (Cahier)

It wasn’t a great weekend for the BRM boys; all three cars retired, Ron Flockhart, Jo Bonnier and Harry with a spin, brake’s and an accident and a split fuel tank the causes respectively.

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Stunning shot of Tony Brooks’ Dino chasing Harry Schell’s BRM into casino Square, Monaco 1959 (Heritage)

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BRM P25; spaceframe chassis, 2491cc DOHC, 2 valve, Weber fed 4 cylinder engine developing circa 275bhp@8000rpm, 4 speed ‘box. Suspension; upper and lower wishbones and coil spring/dampers and De Dion and coil spring/dampers at the rear. Front disc brakes, single disc on the transmission at the rear (C La Tourette)

The team broke through for its well deserved first win in 1959, Bonnier took the next race, the Dutch GP on 31 May, beating Jack and Masten Gregory in Cooper T51’s.

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BRM babes; hard for the mechanics to focus surrounded by this lot. The photo has done the rounds but i’ve never read the identity of said poppets if anyone can advise, BRM P25, Monaco 1959 (unattributed)

Credits…

Klemantaski Collection, Cahier Archive, Heritage Images, C La Tourette

Tailpiece: Harry Schell’s BRM P25 clips the inside of the kerb on entry to a corner in his pursuit of Cliff Allison’s Ferrari Dino 246 at Zandvoort in 1959, JoBo’s P25 took a famous win, Harry DNF, Allison 9th…

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(John Ellacott)

Frank Gardner beside his Jaguar D Type ‘XKD 520’ at Mount Druitt on 23 May 1958, looking fairly relaxed, photographer John Ellacott recalls FG achieved a 14.57 standing quarter mile in the big, powerful car…

Its right at the end of Mount Druitt’s decade long life as a race circuit in Sydney’s western suburbs. FG took FTD in one of the sprint events after the circuit was ‘mortally wounded’ by circuit owner Belf Jones after a spat with its operator the ‘Australian Racing Drivers Club’ in 1958.

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(TR0003)

These wonderful Mount Druitt, 1955 Sydney, New South Wales colour shots (the one above and below) were posted on ‘the Nostalgia Forum’ which, for those of you who haven’t discovered it is something you should do, but be warned you will be lost in interesting motor racing ‘threads’ for years…

http://forums.autosport.com/forum/10-the-nostalgia-forum/

Ace researcher/historian and primotipo contributor Stephen Dalton dates the shots as probably the 4 September 1955 meeting with the Healeys’ driven by #93 C Kennedy and #98 K Bennett. In the background Stephen thinks the #53 tail is an important Australian MG Spl, the ex/Dick Cobden/David McKay/Curly Brydon car.

The red car surrounded by mechanics is perhaps the ex Jack Saywell Alfa Romeo P3 then Alvis powered and driven by Gordon Greig. The covered #4 single seater is Stan Coffey’s Cooper Bristol ‘Dowidat Spl’ and #14 Jack Robinson’s Jaguar Special.

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(TR0003)

All ‘The Fun of The Fair’ or ‘Mount Druitt Motor Racing’ as the case may be…

This article was published in the Sydney Morning Herald on 14 August 1954, it captures the atmosphere of the place and the day and ignorance of the public of motor racing;

THIRTY thousand picnicking spectators in 8,000 cars make a phenomenon in Australian sport and entertainment at Sydney’s monthly motor races at Mt. Druitt.

Cars park two to four deep the whole length of the two and a quarter miles racing track. Spectators drive between races from one vantage point to another over ‘horror stretches’ in the seemingly endless acres of paddocks around the track.

Vendors sell hot water, hot dogs, all the usual provendor of picnics. Children play rounders or football between races.

By the standards of Britain’s famous Brooklands, the informality is extreme for the spectators, but it is typically Australian; sunshine, open air, gum trees.

The Australian Racing Drivers’ Club, however, applies the strictest international rules of competition to its 12 or 14 race program.

Officials on motor cycles patrol the boundary fences. White uniformed officials with international motor racing flags signal the drivers safely through the races-a blue flag waved – ‘a competitor is trying to overtake you’; a yellow flag waved ‘great danger, be prepared to stop’; yellow, with vertical red stripes-‘take care, oil has been spilt on the track.’

A public address system links the whole of the two and a quarter miles of track with the finishing line.

A truck tows breakdowns off the course, often two at a time, ignominiously, like a defeated bull dragged from the ring.

At the end of the day 8,000 cars crowd the Great Western Highway in a colossal traffic jam, in which the ‘hot rodders,’ after a few imitative accelerations, lose their ardour for speed on frustrating miles of bumper-to bumper driving.

What attracts this crowd to a venue nearly 40 miles from the city is the excitement of speeds up to 140 miles an hour and skid turns on hairpin and right-angle bends. The straight of the bitumen track is a wartime airstrip.

The club conducts events for racing, sports, and stock cars and has 60 to 70 competitors at a meeting.

Most of the competitors are owner-drivers-fanatical seekers of perfection in the assembling and tuning of motors. They acquire a car, according to their means and choice. If it is a stock model they remachine and reassemble parts of the motor, and fit new parts, two carburettors, and a ‘blower’ (a supercharger), which gives the ultimate ‘kick.’

In all types of cars running and maintenance costs are high. A set of tyres is good for only 500 racing miles. A car may run half a mile and burn the top out of a piston. An owner may spend £250 on a new cylinder head and find it does not fit satisfactorily.

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Jack Brabham in the Cooper ‘Redex Spl’ Bristol referred to in the text. On the outside is Bill Hudson, Hudson Spl at Mount Druitt in 1955. Jack was later to say he should have taken this highly self developed car to the UK rather than purchase the Cooper Alta he bought in the UK…still it didn’t hold him back in the end! (unattributed)

THE glamour driver of the moment is a 26-year-old motor engineer, Jack Brabham, with his British £4,000 six cylinder Cooper (frame)-Bristol (motor).

He is a former Australian midget car champion, whom some club officials put in ‘world class.’

In the lingo of the fans, he ‘lashes the loud pedal-(accelerator) down to the boards’ and scorns the ‘anchors’ (brakes).

His driving is, indeed, a spectacle as he relentlessly mows down a field, flashes past car after car, and changes gears at 85 to 90 miles an hour.

But the fans are watching a £7,000 Italian Ferrari, with a 12-cylinder two litre engine having a power output of 250 b.h.p. and a top speed around 150 m.p.h. Owner Dick Cobden, a fine driver, has had the car only a few months and is still familiarising himself with its tuning and driving.

The Ferrari is a Grand Prix car, which famous English driver, Peter Whitehead, drove in the Lady Wigram trophy at Christchurch, New Zealand, early this year’.

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Dick Cobden’s ex-Whitehead Ferrari 125 at Mount Druitt, date uncertain. (G & L Liebrand Collection)

Circuit Map…

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(unattributed)

Mount Druitt Aerodrome, 45 Km west of Sydney was built for the Royal Australian Air Force during World War 2. The facility comprised 2 hangars, workshops and a runway 1,524 metres long and 48 metres wide, perfect as the basis of a racetrack postwar.

The first race meeting was held on October 4 1948 on a short track based on the runway established by the Australian Sporting Car Club.

In 1952 Belf Jones built a full circuit, 2.25 miles long using some adjoining land owned by a Mr McMahon, a Sydney businessman. The circuits’ first meeting was on 30 November 1952 organised by the Australian Racing Drivers Club, the main event, a 50 Mile Handicap won by future Australian champion, David McKay’s MG Spl. (one of the cars obscured in the first photo above).

Over the following 5 years over 25 meetings were run with crowd attendances often over 15,000, given the circuits proximity to Sydney. Mt Druitt’s last meeting was on 10 November 1957.

Commercial agreement for the circuits future use could not be reached between the ARDC and Jones, who did irreparable damage to the circuit; Jones cut a trench around the circuit with a digger!

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Another shot of Frank Gardner’s D Type at Mount Druitt on 23 May 1958. (John Ellacott)

The last hurrah for the venue was a number of sprint meetings run in 1958. Victories resulted for Gardner’s D Type Jag, Arnold Glass’ HWM Jaguar and Len Lukey’s Cooper Bristol.

The ‘NSW Speedway Act’ in 1959 and consequent required investment in the facility to meet new safety standards was the final death-knell for this fondly remembered circuit.

The parts of the track added in 1952 remain but the airstrip section is long gone, the area is now known as the Whalan Reserve, it comprises the Mount Druitt industrial estate and Madong Avenue Primary School.

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Current google earth aerial shot of the circuit area. (speedwayandroadracehistory.com)

Bibliography…

The Nostalgia Forum Mount Druitt thread, particularly the contributions of Stephen Dalton and ‘wirra’. Sydney Morning Herald 14 August 1954, speedwayandroadracehistory.com

Photos…

John Ellacott, TR0003, G & L Liebrand Collection

Finito…

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(Wolfe)

Looking at Jack in this shot i wondered who the most recent of the F1 driver/engineers was?

Brabham is helping the boys prepare his BT23E Repco before the Sandown Tasman round, the Australian Grand Prix, in early 1968. Jack, ever the practical, hands-on engineer.

Larrikins, Larry Perkins perhaps? He raced and prepared an Ensign, nee Boro in 1976. Was he, perhaps, the last or most recent of the genre? The guys I am referring to are the blokes who could both drive the things and could and would put ‘em together themselves.

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Nice overhead shot of Perkins Ensign ‘Boro’ N175 Ford at Monaco in 1976. He didn’t make the cut in the principality but raced the car in the Belgian, Spanish and Swedish Grands Prix for 8th, 13th and DNF in an operation which was very much smell of an oily rag and DIY…And did well enough to pick up a Brabham drive later in the season, one, sadly, he was not to keep. These cars of Mo Nunns were beautifully designed, quick jiggers. Chris Amon made ‘em fly too, tho their mechanical breakages sapped his confidence and bruised his body, ending his GP career (Schlegelmilch)

Qualifiers?…

Mercedes mechanic come driver ace Hermann Lang is the first who pops into my head but he can’t have been the only one pre-war? I wonder if the Renault brothers were ‘hands on’ maybe they qualify as the first way back in the Edwardian era? Vincenzo Lancia maybe?

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Hermann Lang at Donington Park 1937. Apprenticed as a motor-cycle mechanic at 14, Lang was an ace on bikes by the time he joined Benz as a mechanic in 1934, by ’39 he was European (read World) Champion. He fettled Fagioli’s W25 initially. Aided and abetted by team manager Alfred Neubauer, and against the wishes of some of the drivers, he test drove the cars in 1935 and 1936 before being made a works driver for 1937 with the 5.6-litre W125. By 1939 he was the grids yardstick, winning 5 of the 8 major GP’s in the 3 litre W154. Having the momentum as the ace of the day was lost by the War years, after a few unsuccessful attempts in post-war GP’s, he won the ‘52 Le Mans in a 300SL Benz (Fox)

Fangio certainly built some of the ‘rockets’ he raced in Argentina early on in his career, whether he wielded a torch once he got to Europe is perhaps another thing.

The dudes i think of most readily are the fifties/sixties fellows; Jack and Bruce of course, Chapman qualifies altho he didn’t race in a GP, he did practice for the French GP in 1956 for Vanwall though.  He qualified 5th but boofed the car so did not race.

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Here’s a few practical chaps, and all pretty handy steerers including Brabham designer Ron Tauranac (far right leaning) who was quick in his Ralts in Oz before he was enticed to the UK by Jack. From left Howden Ganley a picture of 70’s sartorial elegance in the flares, and a mechanic at McLarens in the early days as he progressed thru the junior formulae ranks in the UK. Tim Schenken, (these two later partners in Tiga Cars) Graham Hill waxing lyrical and RT at right. Car is the one of a kind ‘Lobster Claw’ Brabham BT34 Ford, driven by Hill, its British GP practice @ Silverstone in 1971. Tim drove last years BT33 and was consistently quicker than GH in his first full F1 season (Blackman)

Graham Hill, Phil Hill, Richie Ginther, Dan Gurney, Jim Hall, Bob Anderson, Frank Gardner, Denny Hulme, Howden Ganley and Graham McRae all qualify. The Kiwi F5000 ace did a Gee Pee or two in ‘73ish and his cars were great bits of kit.

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In 1970-3 Graham McRae was one of the worlds best F5000 pilots at a time the category globally was mega-competitive, winning races and championships in Australasia, Europe and the US. His Len Terry designed Leda LT27/ McRae GM1 Chev’s were the ‘ducks guts’ as well, until the Lola T300 rained on his, and everybody else’s parades. Formula Lola from then on. Here he is in one of Frank Williams Iso IR Fords during ’73 British GP practice at Silverstone. He didn’t complete the first lap with throttle slide dramas at the start of the lap which ended with Jody Scheckter’s big Woodcote, McLaren M23 shunt which took out half the field (unattributed)

Thinking slightly more broadly Chevron’s Derek Bennett wasn’t an F1 driver but otherwise is absolutely of the driver/engineer fix it yerself mould. Make that design, build and drive it. And in Australia Garrie Cooper (Elfin) and Frank Matich spring to mind, Frank was ‘elite level’ as a driver and his sports and F5000’s cars were all winners. Both were not F1 drivers to be clear. ANF1 drivers, but not F1 drivers…

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Larry at the press launch of the BRM P201 in early 1977. Mike Pilbeam’s chassis was good, if they had popped a DFV into it they would have had a good car? By then the BRM V12 was well past it’s use-by date and hadn’t had any development to speak of for years (Keystone)

Larry was later than all that lot so I reckon its him as ‘the last’? Unless some of you guys can think of someone more recent, and you may well do, the above is outta my head which does not fit into the category of thorough, diligent research.

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Perkins had several drives of the Holden Dealer Team supercharged, Holden LC Torana GTR XU1 during 1972, here at Catalina Park in Sydney’s Blue Mountains (Rod MacKenzie)

Perkins spannered the very first Ralt RT1 Tauranac built to his ’75 Euro F3 Championship win then lent his talents to Chris Amon on his Amon and, as I say largely self prepared the Ensign/Boro Ford well enough to be plucked by BC Ecclestone into Brabham for a while. Until Carlos Pace rained on his parade. By the time Larry got to BRM they were shit-heaps, that episode a total wasta time. Mike Pilbeam’s chassis was in search of a good engine.

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Here Larry is  trying to qualify the Amon AF101 Ford during German GP practice after Chris fell ill, Nurburgring 1974, DNQ. Clay Regazzoni won in a Ferrari 312B3 (Sutton)

Larry prepared all of his cars in the junior formulae in Australia before taking the same talents into European F3. I well remember seeing Larry rectifying his practice mishap transferring all the good bits of Robert Handfirds Ralt RT4 into a new chassis having had a territorial dispute with a slower car in practice, and rooted the cars tub, during the 1981 AGP weekend at Calder. Despite a lack of practice time the car was 4th on raceday, Roberto Moreno victorious in another RT4.

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Teo Fabi and Perkins (near side) in March 782 and 77B during the 1979 F Pac NZ GP at Pukekohe.The 1979 NZ F Pac championship was won by Teo Fabi in a factory March 782. The 5 circuit, 5 weekend, 10 50-mile race series was tough. He dominated, the March 782 the best 1978 Euro F2 chassis, was fitted with the latest March 79B bodywork incorporating sliding skirts. Perkins was his toughest opponent driving the ex-works March 77B chassis raced by Danny Sullivan in NZ the year before. Perkins raced a Ralt Australia/Scuderia Veloce Ralt RT1 in the 1978 series finishing runner-up to Keke Rosberg. Larry was 29 then, it was still not too late to resuscitate his single-seater career, the result may well have been different had Perkins raced a car as quick as Fabi’s. Having said that, in early 1979 Fabi was an F3 graduate, Larry an ex-F1 driver so Larry should have been quicker. Perkins mixed single seaters and touring cars in the early eighties. He raced F Pac and F5000, winning the 1979 Rothmans International Series in an Elfin MR8 Chev. He then became a touring car specialist, winning the Bathurst 1000 6 times and a car constructor. He led the team which built the race cars at the Holden Dealer Team when it was owned by Peter Brock and formed Perkins Engineering to build and race Holdens from early 1986 to 2013.

Bob Janes All Australian, if you can call such an attempt in a German car!, attack on Le Mans in 1984 in a John Fitzpatrick Porsche 956 is a story in itself with the drive shared by Larry and Aussie Touring Car Legend, Pter Brock. The preparation of the car in Australia and France was in Larry’s tender, loving hands, the great run ended during the night whilst Larry was at the wheel.

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Perkins at the wheel of the Porsche 956 he shared with Peter Brock in 1984. The car ran as high as 8th before crashing during the night (unattributed)

Larry was pushing hard and ran out of road passing two cars seeking to make up time, the car had slipped down to about 35th after losing 28 minutes repairing a front hub damaged when the car lost a front wheel whilst Brock was driving. He was sanguine about it saying later fatigue wasn’t the issue, the choice of passing a split second one of course, with hindsight backing off was the right one. Henri Pescarolo and Klaus Ludwig won in a 956B, Larry and Brock were out in the 18th hour having covered 145 laps

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Perkins at the wheel of the Jguar XJR9-LM he co-drove to 4th place at Le Mans in 1988 (unattributed)

Jaguar and Holden Special Vehicles…

Tom Walkinshaw was well aware of both Larry’s speed and car construction skills. The Brit owned Holden Special Vehicles in the post-Brock era but was making the same climb up the UK motor racing greasy pole as a driver, as Perkins in the early 1970’s.

Amusing was being a guest of HSV at Bathurst for the 1000Km event in 1988-the design and branding business of which I was a partner designed/created the HSV Logo and brand look and feel, and seeing the ‘in team competition’ between the two Holden VL Commodore HSV racers.

One was built by the Poms at TWR and one built by Larrikins and the lads in Melbourne! Larry’s qualified in the top 10 but neither finished, Walkinshaw’s car doing only 5 laps and Perkins 137. HSV was a very do it yerself operation then, MD John Crennan himself drove the courtesy vehicle to ferry we guests from the circuit to the airport after the race, a far cry of later years as the business of building heavily re-engineered performance Holdens grew.

Walkinshaw invited Larry to join his TWR Jaguar squad at Le Mans in 1988. The Aussie tested the car at Silverstone in preparation for the race, the car was very quick even compared to the Porsche 956, also a ground-effect car, of 4 years earlier. He finished 4th in the French classic co-driving a Jag XJR-9LM together with fellow ex-F1 driver Derek Daly and Kevin Cogan. The big 7 litre V12 was 11 laps behind the winning Jag of teammates Jan Lammers, Johnny Dumfries and Andy Wallace.

Perkins touring car exploits in Oz as both builder and driver are well known. Suffice it to say that the Perkins Engineering workshop at Moorabbin Airport in Melbourne’s southern suburbs built amongst the best Holden Group A and V8 Supercars for a couple of decades both for his own team and customers.

This made him a prosperous businessman, in so doing he applied the self taught engineering, business skills and resilience which made him such a formidable driver. Make that driver/engineer, to pick up where we started!

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Drivers meeting during the 1979 NZ F Pacific series. Larry is talking to Teo Fabi, who won the title that year, Jeff Wood is the tall dude and the blondie, Oz F Pac Ace John Smith (Cammick)

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Jack Brabham explaining why front stiffness is critical to performance, Tasman Series, Australia 1968 (unattributed)

Back to the Brabham BT23E race-prep picture at this articles outset…

Whenever you see pictures of Jack he is always fiddling with something, he is rarely looking on at the mechanics doing stuff or checkin’ out the babes.

This (opening article) shot was in a general interest magazine in Rodway Wolfe’s suitcase of Repco Goodies which is in my care. I was certain ‘twas Jack’s 1968 Tasman mount, his BT23E, to which is being fitted an RB740 275bhp Repco V8.

Rodway believes the place is probably a workshop on the South side of the Princes Highway near the Warrigal Road corner close to Sandown in Melbourne. Jack’s Australian manager, Reg Thompson (ex-Redex) used to organise these locales close to the circuit, rather than the team operate from Repco Brabham Engines HQ in Maidstone, which in those pre-Westgate Bridge days was a ‘cut lunch and camel ride’ from Sandown in Springvale.

Jack is at left of course, hidden behind him is Graeme Bartels to the right is Norman Wilson, RBE’s Senior Design Engineer post Phil Irving. He is fettling the Lucas metering unit which is beneath the exhausts, I wonder if he is cursing his packaging as he works! Bevan Weston is facing the camera in the middle, all these fellas are RBE Maidstone crew. The other blokes are BRO. (Brabham Racing Organisation)

One of the many hints its Oz rather than Europe are the cans of Australian oil company ‘Ampol’ fuel and lubricant on the floor of the workshop. In F1 Jack was sponsored by Esso then Gulf from 1968. Ampol didn’t make competition fuel or lubricants, Nigel Tait says that RBE used Shell Super M lubricants at Maidstone whilst assembling and testing the engines, I wonder if its Shell oil and fuel in those Ampol cans!

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Front rows of the ’68 Australian GP grid, Sandown Park, Melbourne. Clark #6 then Amon and Jack on the front row-Lotus 49 DFW, Ferrari Dino 246T and Brabham BT23E Repco. On row 2 Hill in the other 49 and Leo Geoghegan Lotus 39 Repco, well up in this 1965 chassis. You can just see Frank Gardner’s Brabham BT23D Alfa on the inside of the circuit (Howard)

Sandown 1968 Tasman Race: The Australian GP…

This account is a truncated version of that found on the excellent sergent.com website.

The conditions that weekend at Sandown Park were absolutely scorching, Melbourne had been in drought for the previous months. I can still remember water restrictions at the time, the race was held over 55 laps of the 3 and a bit Km, very fast circuit laid out around a horse racing course.

‘The first official practice was held in temperatures of up to 106 degrees, Brabham was quickest in the Brabham-Repco V8 fitted with the older 630 type heads which brought the exhausts up from the lower part of the engine. It was obviously a powerful arrangement, as Brabham had little effort getting down to 1:6.7 secs during his 10 laps’.

Its interesting but not quite right, in fact the engine was a brand new ‘830 Series’ Tasman V8, a combination of the ‘short’ 800 block to be used in the 1968 RB860 F1 engine, and crossflow 30 Series heads. These were more powerful than the 40 Series used in F1 in ’67 and more widely on various Repco engines of capacities from 2.5 to 5 litres.

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The brand new, prototype or first RB830 V8 nestled in the back of Jack’s Brabham BT23E chassis at Sandown during the AGP weekend in 1968. That it was developmental is indicated by the tack on oil cooler and weird aluminium ‘fuel pot’ as Rod Wolfe describes it (Rod MacKenzie)

Clearly though the engine being popped into the chassis in the opening shot is a 740 not an 830, so exactly when this engine is being put in-or pulled out is an interesting, if arcane one!

Jack only did the Warwick Farm and Sandown Tasman rounds in 1968, the car clearly raced a 740 that weekend in Sydney their is plenty of photographic evidence to support that. Equally, if you look closely at the grid at the start of the Sandown race the engine fitted to Jack’s car is not a 740 ‘between the Vee’ exhaust engine but a ‘crossflow’ 830 engine.

Perhaps the car practiced initially at Sandown with a 740, the 830 fitted later in the meeting or perhaps the photo at the articles outset is in a Sydney workshop prior to WF, for sure it isn’t RB HQ at Maidstone in Victoria.

To add to the confusion there is a photo in the report of the AGP in the bible (History of The Australian Grand Prix by Graham Howard and others) which shows the car at Sandown fitted with a 740, but the photo caption I don’t think is right, I suspect it’s at WF not Sandown, they are both circuits built around horse racing  tracks and the car carried #2 at both meetings. All contributions welcome on this arcane Repco topic of what engine where!

Clearly the 830 developed plenty of mumbo as Jack popped it on pole from Amon in the four valve Ferrari and Clark on the outside. Then came a brilliant Leo Geoghegan in his ex-Clark 1966 Tasman Series Lotus 39 but fitted with a Repco ‘740’ rather than the Coventry Climax FPF four which the car was built.

In fact it was built for the still-born Coventry Climax V16, but modified to suit the CC FPF. In any event Leo had the old car ‘dancin amongst this compoany in the latest and greatest from Europe and Graham Hill on the second row respectively.

Then was Gardner (Brabham BT23D Alfa Romeo T33 V8) and Cusack (Brabham BT23A Repco 740) Rodriguez (BRM P126 V12) then Piers Courage in the little 1.6 McLaren M4A Ford FVA, John Harvey’s old Brabham BT11 Repco V8 740 Attwood (BRM), Hulme and Bartlett (Brabham completed the grid with no ANF2 1.5’s allowed.

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Jack in BT23E in the Warwick Farm pits the week before the Sandown AGP, car clearly fitted with a 740 Series ‘exhaust between the Vee’ engine. Car in front is one of the P261 BRM’s, behind is Piers Courage McLaren M4A FVA F2 car (Brian McInerney)

Race day was still scorching, the drivers avoided the usual pre-race sports car ride. Jim Clark led from Amon, with Jack making a poor start and getting away in 5th place as the field lined up Shell corner.

Coming under Dunlop Bridge for the first time the order was Clark, Amon, Hill, Gardner, Brabham, Geoghegan (already sounding off tune), Rodriguez, Cusack, Courage, Bartlett, Attwood, Hulme and Harvey.

Brabham took Gardner on lap 3 while Cusack slipped under Rodriguez. Hill fell to Brabham on lap 5. Cusack again poured it on to get by Geoghegan (only running on seven cylinders with a broken plug insulator) and Courage got by Rodriguez on the following lap.

The race was an absolute beauty by lap eight, the order was Clark and Amon with Brabham closing fast. Then came Hill, Gardner, a gap to Courage, Cusack, Geoghegan, Rodriguez, Attwood and Bartlett.

On lap 10 Rodriguez blew the V12 BRM. Brabham, by then was catching Amon and Clark at the rate of 0.5 sec a lap, the chase was sending the crowd wild. Three laps later Brabham had closed right up on Amon.

The three leaders lapped Hulme on BP Straight as they flashed past on lap 19, while Gardner got past Hill again and Bartlett somehow blew off Cusack in the Coventry Climax engined old Brabham BT11A. Next time round, Brabham had again lost ground to Amon and Gardner was one second ahead of Hill. Then, as the leaders came from under Dunlop Bridge onto the main straight, there were only two. Brabham came into view a little later coasting towards the pits with a seized engine.

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Clark and Amon during their epic dice into turn 1 or Shell Corner for the quick blast past the old pits on the left, Sandown 1968 (Rod MacKenzie)

With Brabham out of the race, the crowd focused on the furious dice between Clark and Amon, and then back further to Graham Hill and Frank Gardner.

‘Amon desperately needed the win to make up points on Clark and he was driving superbly to hang on to the tail of the more powerful Lotus-Ford. He started a series of maneuvres which were to last throughout the race of slipstreaming the Lotus, then switching to the side and trying to forge past on the straights. However, Clark had enough steam to just hold the Ferrari leaving his braking slightly later than Amon on Shell and Lukey corners’.

Amon lost some ground lapping slower cars but by lap 43 he was looking into Clark’s ZF ‘box. Temperatures had tumbled during the race to a moderate 90 degrees (!) which made things a shade easier all round’.

‘With seven laps left in the 33rd Australian Grand Prix, Frank Gardner got the GO signal from the Mildren crew and roared after Hill. Amon had his nose over the finish line twice in the closing laps in a massive bid to snatch the lead from Clark, but he was out-braked each time into Shell. Gardner took Hill briefly at Lukey corner on lap 52 but Hill was in front again as they came under Dunlop Bridge.

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Clark under brakes in the winning Lotus 49 DFW, AGP Sandown 1968 (Rod MacKenzie)

And that’s how they finished. It was probably the most exciting GP since the 1960 event at Lowood when Alec Mildren won by a mere one 26th second from Lex Davison. Clark credited Amon with a wonderful drive, and it was obvious both men were as near to the limit as anyone for the whole 55 laps. Courage came home a lap down in fifth place while Attwood, Geoghegan and Bartlett all completed 53 laps in that order. Geoghegan received the honour of first Australian home for the second time and Bartlett was fuming because he had received no pit signal as to how close he was to Geoghegan’.

F1 ‘830 Series’ Repco V8?…

An interesting historic sidebar is this engines prospects as an F1 engine, had it been raced in 1968.

The 860 Series, DOHC, 4 valve circa 390bhp engine bombed bigtime in F1 in 1968. Jack and Jochen Rindt had a torrid time, the engine was way behind with its build and testing compared to the simpler, championship winning 620 and 740 Series 1966 and 1967 engines-a story for another time.

Jack was later to reflect, including in a conversation with Repco’s Rodway Wolfe that another F1 title could have been won by Repco  in 1968. His theory was that had they taken the simple SOHC, 2 valve approach which yielded championships in 1966 and 1967 by using the 830 V8 in ’68 another title beckoned. In 2.5 litre Tasman form the 830 gave circa 295 bhp, even if it gave 350 bhp in 3 litre form, which is 20bhp more than the 740 F1 engine gave in 1967, Jack was drawing a long bow about its ’68 prospects, i think.

By 1968 the Ford Cosworth DFV, which first raced in the ’67 Dutch GP was giving a reliable 405bhp and was in the hands of Lotus, McLaren and Matra; 5 or 6 cars raced the engine in every GP depending upon whether Ken Tyrrell’s Matra International fielded one or two cars. Every 1968 GP bar the French (won by Ickx, Ferrari) was won by the DFV…Yep, an 830 engined Brabham BT26 would have finished in the points had it been reliable, Rindt was pedalling it remember. But a title? I really don’t think so Jack, the game had moved on.

The great tantalising Repco ‘what if’ is how the 860 quad cam would have gone in 1969 with its bugs sorted and having a reliable, torquey Repco (real horses, not ponies) 400bhp. A title in 1969?! Maybe…

Credits…

Rodway Wolfe Collection, Rod MacKenzie Collection, Fox Photos, Keystone, Ross Cammick, The Roaring Season, Getty Images, Brian McInerney, Victor Blackman

Tailpiece: Larry on his way to 13th in the Ensign N175 Ford during the 1976 Spanish Grand Prix at Jarama, Hunt won in a McLaren M23 Ford…

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

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

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

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

 

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

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Cliff Allison at Monza in 1959 (Cahier)

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

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

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

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

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

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

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

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

Etcetera…

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Photo Credits…

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

Tailpiece: Allison made the Lotus 12 sing…

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

 

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(Gasking)

Repco workshop customer point of sale ‘take-away’ from 1962/3…

Given the sophistication of todays online marketing driven by complex algorithms using the reams of data we all hand over, unknowingly, in our daily routines its interesting to look at how it was once done, and still is to an extent I guess.

This quite eye-catching piece, with its complex die cut is sophisticated for its day and was no doubt scooped up in large numbers by the trade customers who frequented the various outlets of Repco’ burgeoning global empire. Repco’s retail outlets, well known to Aussies as a weekend DIY supply destination came later.

Former Repco engineer Michael Gasking has given me access to his extensive archive to share with you, this is the first of many more interesting Repco timepieces from Michael. Many thanks to him!

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(Gasking)

It’s a few years before the Repco-Brabham ‘RB620’ V8 program but Ron and Jack’s cars were called and badged ‘Repco-Brabham’ and the technical relationship was just extending to the maintenance and parts back up of the Coventry Climax FPF engine by whom Repco were licensed to make parts.

So the link between R&D, testing and racing is well travelled but neatly done I reckon, to see and hold this marketing timepiece is a joy so I thought it worth sharing.

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Brabham’s BT4 awaits its Climax engine during the ‘1963 Internationals in Australia, at the Repco Richmond facility. Its a nice ‘reveal’ of Ron Tauranac’s spaceframe chassis of the day. BT4 is the Intercontinental variant of the 1962 F1 Coventry Cliamx FWMV V8 engined BT3 (Repco/Gasking)

Brabham chassis ‘F1-3-62’…

Inevitably my eyes were drawn to the cars chassis number. Its to the left and under the steering wheel on the dash, its with this stuff where my anal side kicks in. Wonder which car it is, thought i…

Allen Brown’s oldracingcars.com is one of my favourite bibles for such important minutae. No joy there, there was only one BT3 built, Jack’s first MRD built F1 weapon and that’s chassis ‘F1-1-62’ . The subsequent 1962 built BT4’s all have ‘IC’, Intercontinental in Brabham lore, chassis prefixes so it’s a bit of a mystery that I am sure one of you can solve.

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Roy Billington and Jack Brabham fettle the 2.7 litre ‘Indy’ Coventry Climax FPF of Brabham’s BT4 ‘IC-2-62’ prior to the start of the 1963 AGP at Warwick Farm. He won from Surtees Lola Mk4A Climax and McLaren’s Cooper T62 Climax, all three of them using CC’s of 2.7 litres in capacity (SMH/Tait)

It doesn’t follow that the cockpit shot at the articles outset is one of Jack’s cars of course. He sold three BT4’s in Australia to Messrs Davison, McKay and Stillwell. Lex’s ex-Brabham ’62 AGP winning car and Bib’s were based in Melbourne’s Armadale and Kew, both pretty close to Repco’s HQ in St Kilda Road so seem likely subjects for their PR Department or Ad Agency’s photographers. But neither of the chassis numbers work. Mind you Bibs BT4 was ‘IC-3-62’ I wonder if a bit of sixties ‘photoshop’ made it ‘F1-3-62’. Anyway, that’s a theory until one of you can blow it out of the water!…

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Brabham, Brabham BT4 Climax, Warwick Farm, 10 February 1963. En-route to winning the AGP (Aussie Homestead)

Credits…

Michael Gasking Collection, Nigel Tait Collection, Repco, Sydney Morning Herald, oldracingcars.com, Aussie Homestead

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(John Arkwright)

Check out the view Maxxy!

Niel Allen and Max Stewart having a contretemps at Skyline, Mount Panorama, Bathurst, Easter 1969…

The bucolic terrain of New South Wales Central Tablelands stretches into the distance, the view probably not what the two drivers were focussed upon at the time. The race was the ’69 Bathurst Gold Star round, the field of which was substantially reduced by this first lap prang. The incident happened when Max misjudged his braking behind John Harvey, locked a brake and boofed the fence in his Mildren Waggott 1.6. Niel was right up Max’ chuff in his ex-Piers Courage McLaren M4A Ford FVA 1.6 and couldn’t avoid him. Out of shot is Queenslander Glynn Scott’s Bowin P3 FVA who also joined in the fun!

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Nice butt shot of Harvey’s BT23E; note wing mounted to cars uprights at rear, ‘RB740’ ‘between the Vee engine’ and oil cooler up in the breeze (oldracephotos.com)

Here (above) is a shot of Harve’s Bob Jane owned Brabham BT23E Repco, it was Jack’s works ’68 Tasman car, sold to Bob at the end of the series then raced by John in the following years. In fact it wasn’t a lucky car for Harvey, he had a big accident at the same Easter meeting in ’68 when an upright broke, rooting the car and John. He was in hospital for quite a while after the prang, his speed undiminished when he returned to racing Jane’s stable of racers, sports-racers and tourers.

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Harvey’s BT23E at Bathurst after his big practice accident on 14 April 1968 (Dale Harvey)

Click here for an article on this car;

https://primotipo.com/?s=brabham+bt23e

These fellas are favourites; property developer Allen was later as quick as Australia’s F5000 ‘Gold Standard’ Frank Matich without nearly as many seat miles, Stewart a multiple ‘Gold Star’ (1971/4) and AGP winner (19734/5) and Harvey a winner in everything he raced; speedcars, single-seaters, big sportscars and touring cars, the Bathurst enduro included.

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Start of the Bathurst ’69 Gold Star race: front row comprises Max’ yellow Mildren Waggott, Niel Allen McLaren M4A FVA and on the inside Leo Geoghegan’s Lotus 39 Repco. The blue car behind is Glynn Scott’s Bowin P3 FVA and Harvey’s red Brabham BT23E, the torque of which clearly gobbled up Stewart and Allen on the steep climb up the mountain for Max to nearly run into him heading down the mountain. The white car is Henk Woelders’ 3rd placed Elfin 600 Ford t/c. You can just see Jacks red Brabham on the outside beginning his charge. He had fuel feed problems in practice so was off grid 7 with times well below the cars potential (Neville McKay)

The race was won by Jack Brabham’s F3 based Brabham BT31 Repco on a rare Gold Star Australian appearance fitted into his European program. This little jigger was powered by a 2.5 litre ‘830 Series’ SOHC, 2 valve Repco V8. Easter Bathurst is an historically significant meeting in Repco terms; it was Jack’s last Repco race and win in Australia. Brabham’s last International Repco races were those contested by he and Peter Revson in the USAC Championship that year in Brabham BT25’s powered by Repco ‘760 Series’ 4.2 litre DOHC, 4 valve, methanol fuelled V8’s.

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Brabham between Skyline and The Dipper, BT31 Repco during the race (Dick Simpson)

Check out, rather than repeating myself these articles on the BT31;

https://primotipo.com/2015/02/26/rodways-repco-recollections-brabham-bt31-repco-jacks-69-tasman-car-episode-4/

and on Brabham’s 1969 and 1970 seasons;

https://primotipo.com/2014/09/01/easter-bathurst-1969-jack-brabham-1970-et-al/

This article was inspired by Lindsay Ross uploading quite a few images of this meeting on his oldracephotos.com Instagram page, check it out, they pop up a post every day or so. It seemed an idea to put the images floating around of this meeting in one place. I’ve an Instagram page too, as well as Facebook, just key ‘primotipo’ into the respective search engines and follow the prompts. The FB page has quite a lot of shots I don’t use on primotipo so may be worth a look every few days.

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Brian Page in BT23A with ‘740 Series’ Repco, DNF with broken exhaust on lap 15 in the ex-Brabham/Scuderia Veloce machine (oldracephotos.com)

The first lap accident ruined what could have been an interesting race, Jack cruised to an easy race win by 1.5 minutes from Harvey’s car and Henk Woelders F2 Elfin 600B Ford t/cam.

Historically interesting is that this meeting was on the weekend of 7 April 1969, high-wings were banned globally at Monaco on the GP weekend of 18 May 1969, so it’s interesting to see the ‘Australian State of the Art’ in terms of fitment of said aero devices immediately before they were banned. Brabham tried the ‘bi-wing’ below setup on his BT31 in practice but raced with only a rear wing fitted.

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Of arcane interest, perhaps (from the master of the arcane and tangential) is that all of Jacks ‘works’ Repco engined Tasman cars competed in this race bar one…

Brian Page’s BT23A(1) is JB’s ’67 Tasman car, Harve’s BT23E(1) is the ’68 weapon and Jack raced BT31 the car, late arriving in Australia, which did the ’69 Sandown round only.

Missing is BT19(F1-1-65) the chassis in which Jack won the ’66 World F1 Drivers and Constructors titles, and in 2.5 litre ‘620 Series’ engined form, raced in the ’66 Tasman Series, putting valuable pre-GP season race miles on Repco’s ‘brand-spankers’ V8 at Sandown and Longford.

The only car not in Oz now is BT23E(1) which was, and still may be in the US.

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Jack Brabham guiding BT19 (F1-1-65) into The Viaduct, Longford on his way to 3rd place during the South Pacific Trophy on 7 March 1966, the third race for the new RB ‘620 Series’ V8. The race was won by Jackie Stewart’s BRM P261

Whilst on the arcane it occurs to me is what a versatile, influential and successful design Ron Tauaranac’s BT23 space-frame was in the Brabham Pantheon…

’twas Ron’s clean sheet design for the new for ’67 1.6 litre European F2; it’s variants won a million F2 races over the following years in the hands of aces like Rindt but also in the care of privateer ‘coming-men’. Mind you it didn’t ever win the title despite winning 6 of the ten championship rounds in 1967, ‘graded drivers’ like Rindt were ineligible for championship points. Matra and Lotus took the ‘works entry’ approach more seriously than Jack and Ron during these years, in any event, as a customer racing car the BT23’s won lotsa races, the 1968 Rindt driven BT23C the most successful car of the year.

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Jochen Rindt typically all ‘cocked up’ on the way to a win in the 9 July 1967 ‘GP de Rouen-les-Essarts’, Brabham BT23 Ford FVA. 1.6 litre F2 formula one of great chassis, it not engine diversity, Ford’s Cosworth FVA won every title from 1967 to 1971. F2 was 2 litre from ‘72 (unattributed)

From an F1 perspective the ’67 World Championship winning BT24 Repco was a ‘beefed up’ BT23, to the extent that Ron initially raced his BT24’s with an FT200 Hewland, the Maidenhead gearbox gurus ‘F2 box’ but found that tranny overstressed with ‘740 Series’ Repco V8 torque tearing away at its gizzards, its CWP in particular. I won’t bang on about the BT24 now as I’m in the process of writing an article about the ’67 Brabham/Repco winning season and go into much BT24 detail. Suffice it to say that the F2 BT23 begat the F1 BT24, my favourite Brabham.

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Denny Hulme jumping his BT24 Repco at the Nurburgring during his ’67 Championship winning season. He won the German GP by 40 seconds from Jack (unattributed)

From an Australian viewpoint the BT23 Repco Tasman cars were very important as they provided much needed cars on skinny local grids…

The Tasman Series 2.5 Formula grids were ‘chockers’ with cars and stars, the domestic championship contained quality but not quantity. Budgets for these relatively expensive cars were hard to find in the sixties and Australia’s march to Touring Car domination was already well underway so ‘taxis’ were starting to absorb sponsorship budgets previously devoted to real racing cars.

Funnily enough, even though there was a swag of Repco engined BT23’s running around it was Alec Mildren’s, one off, 2.5 litre Alfa Romeo Tipo 33 V8 engined BT23D(1) which took a Gold Star. Frank Gardner raced this car in the ’68 Tasman, it was then taken over by Kevin Bartlett, the Aussie ace took the ’68 Gold Star in it. Repco never won a Gold Star title, a topic to explore at some stage during the Repco series of articles I am gradually writing with Rodway Wolfe and more recently Nigel Tait’s help.

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Simply sensational Dick Simpson shot of Kevin Bartlett in BT23D Alfa, Hell Corner Bathurst Easter 1968, KB was walking away with the race until a broken rear upright ended his run. Dominant in this car in ‘68/9 (Dick Simpson)

Delving deeper into this BT23 tangent, whilst a BT23 Repco never won a Gold Star, a BT23 Waggott nee Mildren did…

Denny Hulme raced a works F2 Brabham BT23(5) FVA in the ’68 Tasman Series comprehensively boofing the car in the New Zealand Grand Prix at Pukekohe on 6 January, the series opening round.

Denny’s chassis was Jochen Rindt’s Winkelmann Racing entry in ’67, he won 9 Euro F2 races in it including the Rouen event pictured above. Another car (BT23-2) was sent from England for Denny to race in the rest of the series. Feo Stanton and Ian Rorison of Rorstan Racing bought the wreck and sent it to Rennmax Engineering in Sydney for Bob Britton to repair.

Instead of doing so Bob made a jig from the bent frame and sent a new chassis, the Rorstan Mk1 back to the Kiwis. Seven cars were built on the BT23 jig; the Rorstan, Mildren, two Rennmax BN2 and three BN3’s. Of these the Mildren, so named by Alec Mildren, the Sydney Alfa Romeo dealer, team owner and former Gold Star champion was the most successful. The Britton jig was also put to good use over the coming years repairing cars like Harvey’s bent BT23E!

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Max Stewart ‘harry flatters in top gear’ heading down Surfers Paradise main straight and about to guide his 2 litre Waggott powered Mildren missile under the fast right hander and Dunlop Bridge. 9th in the ‘Surfers 100’ Tasman round in 1970 against the F5000’s. Graham McRae’s McLaren M10A Chev won the race but Bartlett’s 2 litre Mildren Mono Waggott was 2nd on this power circuit (Dick Simpson)

So…the Mildren pictured resting against the Skyline Armco fencing at this articles outset is a BT23 design. Max Stewart was prodigiously fast in the Mildren Waggott, he was one of those guys who seemed to get quicker as he got older, in ’69 he was quick, by the mid-seventies he absolutely flew in his Lola F5000’s. He was one of the very small number of blokes in Oz who squeezed absolutely everything out of these, big, demanding, fast, spectacular, fabulous 500bhp V8’s.

Bartlett, Matich, Allen, John McCormack, Bruce Allison, Warwick Brown, John Walker and Stewart in my book were the F5000 aces with Matich, if I have to pick one, the first among equals. Mind you, on sheer speed Alf Costanzo who came relatively late to the F5000 party could have been ‘the one’. Its an interesting topic to debate, end of F5000 tangent!

One of the pit sights which always amused me, and admittedly small things amuse small minds was big Max, he wasn’t a ‘fat bastard’, but he was 6’2”, crammimg himself into one of his cars before setting off for the dummy grid. If there was a taller bloke than Max in F5000 globally I’d be intrigued to know his name. He must have given away at least 10Kg to the rest of the grid before he even plopped his arse into the tight aluminium monocoque confines of the F5000 Lolas in which he excelled.

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Max was big of stature and heart; here he is after winning the Rothmans International Series ‘Sandown Cup’ on 20 February 1977, his last big win, Lola T400 Chev, sadly not too long before his untimely death at Calder, 19 March 1977 (Ian Smith)

By the time Merv Waggott was building 2 litre variants of his superb DOHC, 4 valve, Lucas injected, bespoke aluminium blocked engines they were outright winners in 2.5 litre Tasman Formula events in the hands on the Mildren Duo, Messrs Bartlett and Stewart. The first Gold Star for F5000 was in 1971; Max’ Mildren Waggott won the Gold Star with about 275bhp from his close mate Bartlett in a much less nimble and reliable 500bhp McLaren M10B Chev in a year of speed and consistency. I don’t care what anyone says, F5000’s driven to their limit were always a little brittle.

So, to join the dots, a BT23 design did win the Gold Star albeit called a Mildren. Stewart’s Mildren Waggott and Bartlett’s Mildren ‘Yellow Submarine’ Waggott are tangents too far for this article and a wonderful future topic, there is a sensational article to be written there with Kevin Bartlett’s first-hand assistance on both chassis’ and engine if I ask him nicely…

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Merv Waggott changing plugs in his baby, Wigram 1970. Bartlett’s Mildren Mono ‘Yellow Submarine’ Waggott (Bill Pottinger/the Roaring Season)

Merv Waggott changing plugs in one of his superb jewels. An all alloy, DOHC, gear driven 4 valve Lucas injected circa 275bhp 2 litre engine. Its in the back Of Kevin Bartlett’s Mildren ‘Yellow Sub’ Waggott, shot is in the Wigram paddock, 1970 Tasman round on 17 January on 7 December. KB had a lousy meeting, not setting a practice time and DNF on lap 6 with engine dramas, Stewart was 3rd though in his car, Matich the winner in his McLaren M10A Chev.

The Waggott 2 litre engine was first built in late 1969 and initially developed circa 250bhp, its output later circa 268-275bhp with about 160 lbs/ft of torque. It raced to a win in KB’s hands in the ‘Sub upon debut in the ’69 ‘Hordern Trophy’ at WF, KB won again at the 1970 Warwick Farm Tasman round ahead of all the F5000’s and 2.5 Tasman Formula cars.  2 litre Waggotts won Australias’ Gold Star in 1970 for Leo Geoghegan (Lotus 59) and Stewart in ’71 as noted above.

An article about Merv and his creations is a wonderful feature for another time. Briefly for international readers Waggott’s Sydney shop built race winning engines from the 1950’s, checkout the article below on the WM Special/Cooper T20 Waggott Holden twin-cam 6 cylinder raced by Jack Myers and tested by Stirling Moss in the late ‘50’s as some background.

https://primotipo.com/2015/02/10/stirling-moss-cumberland-park-speedway-sydney-cooper-t20-wm-holden-1956/

Winding the clock forward, as the ANF1 2.5 litre formula spluttered on in the late sixties a ‘battle to the death’ was fought for the new ANF1 category in Oz between opposing forces who supported either F5000 or 2 litre F2. The latter to commence in Europe from 1 January 1972, F5000 commenced in Europe in 1969 and was born in the US as Formula A earlier still.

Waggott engines were initially of 1600cc, then later 1860cc and used the ubiquitous Ford Cortina block, same as Cosworth’s 1’6 litre FVA wherein Keith Duckworth tested his design ideas in advance of finalising his DFV design. In 1600 form the Waggott would have been Euro F2 legal, it used a production block as the regs required. The 1.6 litre F2 started in ’67 and ended in 1971 when it grew to 2 litres. There were a few FVA’s racing in Australia, the 1.6 Waggott more than a match for them, no Waggott’s, sadly, ever raced in Euro F2.

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Lance Ruting studio shot of one of the engines, Ford block by the look of it so 1600 or 1860 (autopics.com)

Waggott 2 litre engines used a bespoke aluminium block as the stock cast iron Ford block maxxed out at about 1860cc. Beyond that the pistons kissed! Mike Hailwood’s Surtees TS10 won the ’72 Euro F2 Championship running Brian Hart built Ford BDA’s of 1850cc, those competitors running greater capacity than that had unreliability. The final Euro 2 litre F2 regs required production blocks from 1972-75 until ’76 when ‘racing engines’ were allowed. So, in the earliest years of the class the Waggott was ineligible.

Merv’s engines could have raced in F2 from ’76 but he had long before told CAMS to ‘shove it’ after F5000 was chosen (probably rightly given the backing of Ford, Holden and Repco who were building V8’s/wanting to develop an F5000 variant of the Holden engine in Repco’s case) as Australias’ new ANF1 from the 1971 Gold Star competition.

Had the ingenious, beautifully built little engine been Euro F2 Championship legal in 1972 Sydney’s Waggott Engineering had the winning engine! The engines were tried, tested championship winning donks ready to pop into any car. 275bhp and a big fat torque curve, Kevin Bartlett quoted the usable rev range of 6800-8750rpm, would have done the trick in 1972, the BMW M12 changed the F2 game from ’73 of course.

A wonderful ‘mighta-been’ all the same. Merv could have ‘stolen the F2 march’ in 1972 in much the same way Repco did in F1 with its Olds F85 production block based ‘620 Series’ V8 in 1966…

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Max Stewart on the way to winning the ‘Angus & Coote Trophy’, the 1971 Oran Park Gold Star round on 27 June. Mildren Waggott 2 litre, Graeme Lawerence was 2nd in a Brabham BT30 FVC, the little cars succeeding as the F5000’s fell away (Dick Simpson)

Credits…

John Arkwright, oldracephotos.com, Dick Simpson, Dale Harvey, Bill Pottinger/The Roaring Season, Ian Smith, Neville McKay, autopics.com.au

Bibliography…

oldracingcars.com, F2 Register

Tailpiece: A Lotus to end an article on Brabhams…

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Leo Geoghegan’s Lotus 39 Repco with ‘830 series’ Repco V8, started from the Bathurst ’69 pole but out on lap 12 with a gearbox problem, his time would shortly come with this car, winning the JAF Japanese GP later in 1969 amongst a classy field (oldracephotos.com)

Click here for an article on this ex-Clark chassis;

https://primotipo.com/?s=lotus+39

Finito…