(Bonhams)
A couple of months ago, fifty years back Jack Brabham lost the Monaco Prix on the last corner of the last lap when he goofed his braking point for the Gasometer Hairpin- harried as he had been by Jochen Rindt who had been in ‘cruise and collect mode’ for a good percentage of the race until misfortune outted many of the dudes in front of him.
At that point, with a sniff of victory, he tigered in an amazing way- fastest bloke on the planet as he undoubtedly was at the time. Up front Jack’s comfortable cushion was whittled back by his former teammate aided and abetted by some unintended baulks by other drivers.
It is a well known story i have ventilated before, here; https://primotipo.com/2018/05/24/jochens-bt33-trumped-by-chunkys-72/ and here about Jack’s last season of racing; https://primotipo.com/2014/09/01/easter-bathurst-1969-jack-brabham-1970-et-al/
The two blokes alongside Jack in the shot above are his teammate Rolf Stommelen and on the outside the V12 Matra MS120 of Henri Pescarolo- Rolf did not qualify whilst Henri finished a splendid third, one of my most popular articles is a piece on the Matra here; https://primotipo.com/2014/07/06/venetia-day-and-the-1970-matra-ms120/
Love those ‘knock on’ hubs- a carry over from BT25 perhaps? BT33 a sexy and very quick jigger which was still very competitive in Tim Schenken’s hands in 1971 (Official Brabham)
Nice look at Ron Taunanac’s second monocoque chassis, Jack aboard BT33 at Monaco, the first being the 1968-1969 BT25 Repco ‘760’ 4.2 V8 engined ‘Indycar’
I wouldn’t have bothered with another article on BT33 but a couple of these photographs popped up lately and are too good not to share. The other thing which intrigues me a bit are the ‘Jet Jackson’ United States Air Force fighter pilot type crash helmets Jack, Jackie Stewart and Piers Courage experimented with in the earlier months of 1970 during the Spanish, Monaco and Dutch Grand Prix weekends that year, and in other events the drivers contested.
We are only, at the start of the 1970 season, nearly three years down the path since David ‘Swede’ Savage first used the first ‘Bell Star’ in motor cycle competition in mid-1967. The design was a great step forward in driver safety, Jackie Stewart was a safely crusader as we all know, it’s interesting that he chose to trial these open style of helmets which on the face of it , pun intended, seems a retrograde step.
Jackie Stewart- who else could it be with his distinctively branded USAF helmet in early 1970. March 701 Ford (Getty)
Piers contemplating the next change to be made by Gianpaulo Dallara to his De Tomaso 505 during early 1970 (Getty)
Most sadly, Piers put his to the ultimate test, he was wearing it when he crashed to a most gruesome death at Zandvoort on 21 June 1970- in no sense am i suggesting a Bell Star would have saved his life I might add.
When he went off on the flat or nearly flat out curves at the back of the circuit and into the catch fencing his helmet was wrenched off with both Adam Cooper and Jackie Stewart writing that he was probably dead before the conflagration which susequently engulfed the De Tomaso 505 Ford.
After some basic research i cannot find who made these helmets, i am intrigued to know the answer to that question if any of you know it.
After Monaco Brabham and Stewart do not appear to have worn the helmets again in Grands Prix.
(B Cahier)
(unattributed)
Jack thinks about an inside run at Jackie during the March 1970 South African GP- Kyalami.
At this stage of the season, the first championship round of course, they are both Bell equipped- Stewart in a ‘Star’ and Brabham a ‘Magnum’- Jack won the race with the reigning World Champion back in third aboard a machine which was not one of his favourites but far from the worst GP car he ever drove.
Brabham used three helmet types that season, two Bells- a Magnum and Star plus the USAF fighter helmet.
He was a busy boy in 1970 running the full GP season, selected F2 races in a John Coombs owned Brabham BT30 Ford FVA and five or so endurance events with Matra, plus the odd one-offs, here he is jumping out of his MS650 during the 1000 Km of Brands Hatch in April still wearing the fighter helmet, but a slightly different one to that he used in Monte Carlo.
Car #3 is the Scueria Filipinetti Ferrari 512S raced to thirteenth place by Herbie Muller and Mike Parkes
Jack shared the car with Jean-Pierre Beltoise , the pair finished twelfth in the race won by the JW Automotive Porsche 917K raced by Pedro Rodriguez and Leo Kinnunen, this being the race in which the Mexican Ace mesmerised the drenched crowd with his car control of the 450bhp machine as he flicked the big car frm lock to lock as though it was a nimble Formula Ford.
Wind the clock forward a month and Brabham had his last crack at Indianapolis in a Brabham BT32 Offy- this car was one of the BT25 Repco ‘760’ 4.2 V8 chassis modified by fitment of the turbo-charged four cylinder Offy motor- note the Bell Star in use at Indy.
This is during qualifying on 9 May, Jack was classified thirteenth from Q26, he retired with engine problems having completed 175 of the 200 laps, the race was won by Al Unser’s ‘Johnny Lightning Spl’ Colt Ford V8
Jack all ready to boogie with his Sunday best shoes on, no less. Same knock off hubs as the BT33 by the look of it
(Brabham Family)
(unattributed)
The Charade circuit just outside Clermont Ferrand was another French Grand Prix course which sorted the roosters from the feather dusters- I nearly made it there two years ago having first promised myself I would visit the place when falling for it with my nose buried in Automobile Year 18 in 1971. Drat.
Jack leads here from Jochen Rindt and Henri Pescarolo- Jochen won that day from Chris Amon and Jack with Henri fifth.
Brabham has his Bell Star on as does Henri but Jochen has swapped the full-race Star he used in 1970 more often than not for one of his old Magnums as the nature of the challenging course through the Auvergne-Rhone Alps countryside made him feel motion sickness which was solved with a change of helmet
Jochen was wearing a Bell Star on that fateful day at Monza in September but the crutch-straps of his Willans six-pointer were not items the great Austrian used- on that particular day in that particular accident he needed them badly, and divine intervention.
(Flickr)
‘It turns in ok but as I apply throttle…’ two great mates doing wonderful things together discussing the next chassis change at Zandvoort in 1970- Frank Williams and Piers Courage, note the helmet.
The car was not too flash at all in Kyalami but with each race Courage, the car’s designer Gianpaulo Dallara and Williams were improving it- expectations of both Williams and Courage were high for 1970 as the second-hand Brabham BT26 Ford they raced in 1969 had proved Piers’ place was right up front.
At Zandvoort Courage was running seventh from Q9 ahead of John Miles in a works Lotus 72 (below) when the accident occurred on lap 23- there was not enough of the wreck intact to determine whether the cause was cockpit/component/tyre.
(Twitter)
Pretty enough car which was progressively ‘getting there’, that oil cooler locale is sub-optimal, some revs lost perhaps in top speed. Dallara did get the hang of this racing car thing didn’t he?
In Australasia we had three visits from Piers and Sally Courage aka Lady Curzon, Earl Howe’s daughter, the couple and Piers pace and personality endearing them to all.
In 1967 the #1 BRM Tasman P261 2.1 V8 seat was occupied by Jackie Stewart (apart from Teretonga) with Richard Attwood, Courage and Chris Irwin sharing the second seat, the seasoned Attwood performing best.
In fact that year was a character building one for the Courage Brewing scion, it was said he was ‘over driving’ and despite John Coombs supposedly advising he get out before he killed himself the plucky Brit bought the McLaren M4A Ford FVA he had raced for Coombs that season and headed off south with a couple of FVAs funded by savings, some sponsorship from Courage, a loan from his father and a deal with Coombs which deferred payment for the car until the end of the series.
He had a brilliant 1968 summer with the Les Sheppard prepared 205 bhp car amongst the 2.5s, demonstrating all the speed which had been always apparent but with a much bigger dose of good judgement in the series of eight races over just as many weekends. He blotted his copybook at Pukekohe on the first day of practice but after Les ‘read the riot act’ his performances were very good to brilliant.
Teretonga 1967, BRM P261 2.1 V8, DNF engine after 53 laps- Clark won in his Lotus 33 Climax FWMV 2 litre from Attwood in the other BRM (Ian Peak Collection)
Piers third and Chris Amon fourth with a deeply appreciative and enthusiastic Warwick Farm crowd at the end of the 1968 Warwick Farm 100- McLaren M4A Ford FVA and Ferrari 246T. Up front were the Team Lotus duo of Clark and Hill in Lotus 49 Ford DFWs (B Thomas)
Teretonga 1969- Derek Bell, Ferrari 246T from Graham Hill, Lotus 49B Ford DFW and Piers, Brabham BT24 Ford DFW. Piers took a splendid win that day from Hill and Amon (Steve Twist Collection)
Whilst fun in the sun is part of Tasman lore- and fact, there was plenty of pressure on a small equipe such as the Courage outfit to prepare the equipment and race it weekly, for the most part on unfamiliar circuits all of which were well known to his main competition- Clark, Hulme, Gardner, Hill to name a few.
His season ending win at Longford is still spoken about in reverential tones by those who were there- it literally pissed down with Piers legendary bravery coupled with a deftness of touch on one of the most daunting road circuits by then still in use in the world- whilst noting it was sadly the last time the circuit was used too.
In many ways the campaign ‘re-launched’ his career. Adam Cooper wrote ‘Thanks to the extensive press coverage his exploits received, Piers’ reputation was in better shape than he could have predicted. He was a failure (not entirely fair in that he was fourth in the 1967 European F2 Championship behind Ickx, Gardner and Beltoise despite pinging off too many bits of real estate) who had made himself into a hero. Those who had paid closer attention noted that his solo campaign also reflected an incredible determination and a hitherto unrecognised ability to organise. Even before Longford he’d been approached by Tim Parnell about renewing his relationship with BRM. Tim had seen the Courage revival at first hand, and was impressed.’
Back in at Slough Frank Williams was readying the Brabham BT23C FVA for the 1968 Euro F2 Championship, in addition he had his BRM ride and a personal retainer with Dunlop, he was away…
Rather than prattle on now about his Tasman exploits lets do ‘Piers in The Pacific’ soon- his Tasman Cup runs in 1967-1969 in BRM P261, McLaren M4A Ford FVA and Brabham BT24 Ford DFW respectively.
Bell Star…
Dan, Nurburgring 1968 as seen by (P-H Cahier)
There was no shortage of interest in Dan Gurney’s fancy-schmancy new Bell Star over the German Grand Prix weekend at the Nurburgring over the 4 August 1968 weekend, understandably so- mind you, he used the helmet at Indy that year too- May of course so it was already’out there’.
Dan was ninth in his Eagle Mk1 Weslake, doubtless his head was a bit more dry than the competition- up front it was Stewart from Hill and Rindt, Matra MS10 Ford, Lotus 49B Ford and Brabham BT26 Repco in a day of challenging rain.
But the first Bell Star use credit seems to go to David ‘Swede’ Savage in his motor cycle racing days, here is below at Santa Fe in 1967 so equipped- 9 June to be precise.
Perhaps the first life saved by the technology was that of Evel Knievel who came terribly unstuck upon landing when attempting a motorcycle jump over the Caesar’s Palace Casino Las Vegas fountains (43 metres) that 31 December, breaking and crushing countless of his bodies bones- but not his head!
If Swede’s 9 June use of the Bell Star is not ‘the first’ i am intrigued to know who has that honour and its date.
(Forever Savage)
(Forever Savage)
It was a pretty happy month of May for All American Racers when three Eagles filled the top four places of the Memorial Day classic, Bobby Unser won from Dan Gurney (above) with Denny Hulme fourth, the interloper was Mel Kenyon’s third placed Gebhardt Offy.
Of historic interest to we Eagle buffs is that the three Tony Southgate designed Eagle Mk4’s were powered by quite different engines- Unser’s used an Offy Turbo four, whilst Dan used a pushrod fuel injected Gurney-Weslake V8 whereas Denny in the other works car used the Ford DOHC ‘Indy’ V8- the options were certainly well covered, were it not for a rear tyre puncture minutes from the end of the race which befell Hulme, it would have been a clean sweep of ‘the podium’ placings.
Oh yes- Dan’s Bell Star, first use of the helmet in car racing.
Photo and Reference Credits…
Official Brabham/Brabham Family Collection , Automobilsport, MotorSport, LAT, ‘Piers Courage: Last of The Gentleman Racers’ Adam Cooper, ‘Forever Savage’ Facebook page, Ian Peak and Steve Twist Collections on The Roaring Season
Tailpiece…
(LAT)
Another one that got away.
Brabham exits Druids Hill with millimetre precision during the 1970 British Grand Prix- he had passed and was driving away from Jochen to what seemed a certain win but for a shortage of fuel hundreds of metres short of the chequered flag. Oh yes, Bell Star equipped.
Finito…
primotipo... 