Posts Tagged ‘Jaguar ‘D Type’’

(B Dunstan)

Derek Jolly racing past the Country Club Hotel, Longford on his way to winning the 1960 Australian Tourist Trophy, 7 March 1960, Lotus 15 Climax FPF…

I wrote an article a while back about Derek and his career inclusive of a snippet about this win, but I had a swag of wonderful photos of the Longford meeting, too many for the earlier piece. So here they are courtesy of Kevin Drage, John Ellacott and Ellis French. Some of Ellis’ shots are his own, some from the Walkem Family Collection and Brian Dunstan, hopefully I have the attributions correct.

Sportscar racing has waxed and waned in this country, I guess everything other than touring car racing has really. Mind you, GT racing is a strong class at present, interesting too such is its variety.

The Australian Tourist Trophy has some great names inscribed upon it including Stirling Moss, who won the classic aboard a works Maserati 300S in 1956, Bib Stillwell in 1961/2, Cooper Monaco, Pete Geoghegan drove a Lotus 23 Ford in 1963/5 and in 1977 won with Laurie O’Neill’s much more brutal Porsche 935. Frank Matich had a mortgage on the race for a while, he won in 1964, Lotus 19B Climax, 1966 with an Elfin 400 Olds and in 1967 in his self constructed Matich SR3 Olds and then again the following year in an SR3 this time Repco ‘620’ V8 powered. I saw Paul Gibson’s Rennmax Repco ‘740’ 5 litre V8 win at Winton in 1979, that too a memorable machine. After a period in which the title was not contested the ATT was reinstated in 2007 and usually awarded to the winner of designated events rather than a one-off race as in its earliest days.

Doug Whiteford’s attention to preparation and presentation detail was legendary with all of his cars. Here his Maser 300S during the ATT weekend. Rice transporter of Austin Miller’s Cooper in the background, and a Morris Major- don’t road cars of a period provide wonderful context for a racer of the same era? (J Ellacott)

In the distant past sportscar racing was up there with single-seaters, indeed in the days when the Australian Grand Prix was held to Formula Libre prior to 1964, but especially in the AGP’s handicap days and then before 1960 it was common for sportscars to contest the AGP.

One of the 1960 ATT strongest contenders, Doug Whiteford fitted into that category. The former thrice winner of the AGP entered his ex-works Maserati 300S in the AGP at Longford in 1959- he knew the tricky, demanding place like the back of his hand. Doug was a formidable competitor of vast experience. Even though the Maser was not the latest bit of kit, with his driving skill and car preparation the combination could be expected to be there at the finish- at the front.

Matich D Type and Ampt, beside his Decca Mk2 Climax, #92 Finch D Type, light car to his right the Jack Cooper, dark coloured car nose of Jolly’s Lotus 15. Tall fella in blue driving suit with his back to us in silver helmet is Jolly. Darker red car the Wright Aston DB3S (K Drage)

From John Ellacott- Longford paddock- Frank Matich at left, long-sleeved Joe Robinson an owner of Leaton Motors and in the green overalls Joe Hills and the Leatons XKD (J Ellacott)

Frank Matich and Derek Jolly were both coming-men.

Matich was aboard the Leaton Motors Jaguar XKD ‘526’ first owned by the Anderson Family in Brisbane and raced with much success by Bill Pitt. Matich progressed thru Healey’s then the Leaton Motors C and D Type Jaguars, proving his pace in all of them. The Sydneysider’s career as a professional of elite world class would extend all the way to early 1974. Let’s not forget the race winning cars he and his team built from 1966 to 1974 either.

Jolly, Lotus 15 in Longford’s pit straight (E French)

Derek’s Lotus speed was proven in his earlier Lotus 15 despite it toting only an FPF Coventry Climax engine of 1475cc- this car met its maker at Albert Park in late 1958, probably due to component attachment failure. Derek raced his replacement Series 3 15 as a works entry at Le Mans in 1959 with Graham Hill, the engine blew with Derek at the wheel when the infamous Lotus ‘Queerbox’ jumped out of gear. The revs went sky high, an errant rod then comprehensively carved the alloy block in half.

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Jolly at left and Kevin Drage discuss the Lotus in the Longford paddock. Note the 1960cc Coventry Climax FPF fed by twin-throat SU carburettors (E French)

Jolly’s Lotus had only just arrived in Australia, equipped with a 1960cc Coventry Climax four-cylinder FPF engine was the latest bit of 15 kit. In fact it was the most modern car in the field. Derek took a debut win in its first Australian race meeting at Gnoo Blas, Orange, New South Wales in early February winning the ‘South Pacific Sportscar Championship’ from David Finch in a Jaguar D Type.

Finch also entered the Jag at Longford. ‘XKD520’ was first owned by Melbourne car dealer/racer Bib Stillwell and was a car through which Frank Gardner progressed before his departure to Europe. When Frank decamped to the Old Dart Finch raced it with skill, mainly in New South Wales and Queensland. The car left Australia in 1967, the purchaser none other than Grand Prix driver and later Le Mans winner Richard Attwood.

These panoramic shots give a sense of perspective about this part of Tasmania and the exacting nature of the circuit. Here Alan Jack Cooper T39 Climax, David Finch D Type and Geoff McHugh Allard J2 are coming off Long Bridge. McHugh was not entered in the ATT so this is either practice or the Monday LCC Tas Trophy race (E French)

Tom Sulman, by then one of racings senior citizens, entered his Aston Martin DB3S, a car he had raced since its inclusion as a member of the three Aston ‘The Kangaroo Stable’ team in Europe in 1955. Sulman was a driver of vast experience in all kinds of cars and surfaces going back to his mid-twenties speedway days in both Australia and the United Kingdom. But his car was a winner only in the event of mechanical misfortune at the front of the field. Jim Wright entered another ex-Kangaroo Stable DB3S. He was stepping up from the Buchanan TR2 he had raced at Lowood in the ATT in mid 1959.

Tom Sulman rolls his Aston DB3S onto the Longford grid beside Whiteford’s Maser 300S. Perhaps before practice or a preliminary, I don’t be live the other two cars contested the championship race (J Ellacott)

 

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Ellis French Collection

The other outright contender was Wangaratta’s Ron Phillips in a Cooper T33 Jaguar. Reg Parnell raced the attractive beast in the New Zealand Grand Prix in 1955, the car was then acquired by Stan Jones who sold it on quite quickly having raced it at Fishermans Bend and Albert Park. John Aldis raced it without much success. Its return to competitiveness was as a result of the combination of Phillip’s driving skill and the racers preparation by Melbourne driver/engineer Ern Seeliger.

Seeliger had looked after Phillips Healey 100S and was the fellow who created Maybach 4- the final iteration of that great series of Charlie Dean designed and built, (Repco Research team duly acknowledged) Stan Jones driven cars. Maybach 3 was modified by Ern by the fitment of a Chev Corvette V8 where six-cylinder Maybach motors previously existed. And some other mods by that clever chap too.

Ron Phillips Cooper Jag on Pit Straight (J Ellacott)

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Ron Phillips enters The Viaduct, Cooper T33 Jaguar (HRCCT)

The Cooper Jag was a real chance with a mix of handling and grunt well suited to Longford’s nature, Ron had raced it at Longford the year before so knew his way around the place. Phillips was also ‘in form’ having won the ATT at Lowood, Queensland in June 1959 from Bill Pitt’s Jag D and Bob Jane’s Maser 300S- the sister works car to Whiteford’s which came to Oz during the 1956 Australian Grand Prix carnival. Phillips and Jolly had jousted regularly when Derek raced his Decca Mk2 Climax FWA in 1956-58 with Ron then racing a very quick Austin Healey 100S. Both drivers had stepped up to more powerful ‘outright’ cars.

Ron Ward MGA from Tony Basile Porsche Carrera (oldracephotos.com.au)

The 22 car field was rounded out by smaller cars of which the John Ampt Decca Mk2 Climax, ex-Jolly, the Eddie Perkins (father of Larry) Porsche Super, Owen Basile Porsche Carrera and Alan Jack’s ex-Bill Patterson Cooper T39 Climax ‘Bobtail’ were the strongest.

Whiteford and Jolly were generally considered favourites for the race, but the ‘Australian Motor Racing Review’ report of the event states that there was confusion over practice lap times and as a consequence that pair and others were placed well back on the grid.

The start: Phillips, away quickly from pole #87 Matich, to his left, partially  obscured is Ampt, arrowed is Jolly,  behind Derek in the Porsche is Eddie Perkins, #92 is Finch, #8 Jack, well back is #10 Whiteford, #16 is T Cleary Austin Healey 100S (K Thompson)

The Phillips Cooper Jag and the Matich D Type were on the front row. Behind them were Alan Jack’s Cooper Climax 1.5 and David Finch’s D Type, then John Ampt in Decca Mk2. Tom Sulman’s Aston DB3S was on the next row with Jolly, then Whiteford’s Maser and one of the Porsche’s- and the rest of the field.

Phillips, Cooper Jag, #32 Ampt Decca Climax, #92 Finch Jag D, #8 Jack Cooper Climax- with the two Aston DB3S of #99 Sulman and #126 Wright in line astern behind Jack. Tail of Jolly Lotus 15 is behind Finch, the red of Whiteford’s Maser back a bit centre, Porsche Carrera Coupe is Eddie Perkins and the rest (B Dunstan)

Race…

 The ‘Australian Motor Racing Review’ report of the event follows.

‘With terrific acceleration at the start Derek Jolly moved through the field to the front and soon showed that the other 22 cars in the field would have a hard job trying to catch him.

Moments after the start: Jack, Cooper and Finch D Type. Look closely to the right of Finch’s helmet and you can spot the silver Jolly helmet- he has jumped away at the start. You can see the red of Whiteford’s Maser further back. Porsche is #46 Porsche Eddie Perkins, #16 John Cleary Austin Healey 100S (oldracephotos.com.au)

Ron Phillips in second place, was fighting hard to keep ahead of Matich’s D Type and Whiteford was well behind in fourth place. On the sixth lap of the 24 lap race Whiteford began to increase his speed and on the seventh lap passed Matich to move into third place’.

Matich at speed in the Leaton D Type. He hit his straps and proved equal to the ‘Big Car Challenge’ as Frank Gardner called it during the Leaton phase of his career- Jag C, Jag D and the Lotus 15 to follow the D Type proved his sheer pace (oldracephotos.com.au)

‘On the ninth lap, Phillips, who was experiencing brake trouble, slowed and allowed Whiteford into second position 11 seconds behind Jolly. In the next lap Whiteford put in an amazing burst to reduce this lead by a further 2.5 seconds’.

Whiteford turns his Maser into Mountford Corner during practice. Sex on wheels- few fifties sporties prettier than this. 3 litres wasn’t enough to be an outright contender when they were first built in Europe, but plenty quick in Australia. Such a shame he didn’t buy a 250F when Maserati returned back to Europe at the end of the ’56 AGP carnival, rather than the 300S raced in that carnival by Jean Behra- to see him mixing it with Davison, Hunt, Jones and Gray in that 1956-58 period in a single-seater would have been mega (K Drage)

‘Jolly, having been notified of this by his pit crew, increased his speed. On the fifteenth lap Phillips retired from the race with smoke steaming from his car. By the seventeenth lap Whiteford had closed to within 5 seconds of Jolly but the speed of the Lotus was again increased until, on lap 26, Whiteford had dropped back to 13 seconds behind.’

Cruisin’ @ high speed through the Tasmanian countryside, perils of the formidable Longford circuit readily apparent. Jolly, Lotus 15 Climax ‘608/626’ (oldracephotos)

 

Matich on Pit Straight during the race (J Ellacott)

‘In the closing stages Whiteford seemed to have lost one or more of his lower gears and Jolly went on to win from him with Matich a long way behind in third place’. Another report has it that Whiteford’s problem was a slipping clutch. John Ampt was fourth in the 1100cc Climax FWA engined Decca Mk2- this little car had a wonderful track record in Australian Tourist Trophy races despite its modest capacity, it was 5th in 1958, 4th in 1959 as well as its 4th in March 1960. Tom Sulman was fifth in his Aston DB3S and then David Finch sixth in his Jaguar D Type.

An elated winner. Jolly, Series 3 Lotus 15 Climax FPF 1960cc. Works entered @ Le Mans 1959, it was a trick, schmick car. Jack Cooper T39 and the Matich D Type further back (Walkem)

Winners Are Grinners…

To the victor the spoils of success. Well warranted and well deserved.

Derek had completed his apprenticeship, having first started racing Austin 7’s in his native South Australia in 1948 and progressed through his Decca Climax FWA powered specials in the mid-fifties into the outright Lotus 15. The best if not the most powerful car in the field, and one he drove with great skill.

Lets not forget his winning Lotus 15 was a Team Lotus works entry at Le Mans in 1959, the drive shared with Graham Hill. He was no slouch. In many ways it is a shame business pressures forced Derek out of racing, he had not peaked, there was still more to come I think.

(Walkem)

A great mighta-been is how he would have fared aboard a single-seater Lotus 18 or 21 FPF engined ‘Tasman’ car in the early sixties- he was the Australian Lotus distributor after all. His battles with Frank Matich, seen below congratulating Jolly from the cockpit of the Leaton Motors Jag, would been great to behold. So too those with other top-liners of the period such as Lex Davison, Stan Jones, Bib Stillwell and David McKay.

(B Dunstan)

Etcetera: Other Longford ATT Photographs…

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Doug Whiteford and Maserati yet again, on the grid for the Monday Light Car Club of Tas race- #120 is the very neat Zephyr Special of Jim Barrie (E French)

Kevin Drage doing a plug change on the Jolly Lotus 15 in the Longford paddock (K Drage)

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Doug Whiteford again, the photographers are drawn to these wonderful red cars! Maser 300S near the start line

Pre start vista with the Ampt Decca Climax, Jolly Lotus and Finch D Type in view(oldracephotos.com.au)

Refuelling Whiteford’s Maser 300S and the Ern Tadgell owned Lotus 12 Climax FWB ‘351’ aka ‘Sabakat’. Ern, unclassified, contested the F Libre Longford Trophy won by Brabham’s Cooper T51 Climax. Recreation of Sabakat still extant (K Drage)

Related Articles…

 Lotus 15

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

 Aston Martin DB3S

https://primotipo.com/2017/09/28/david-mckays-aston-martin-db3ss/

 Jaguar XKD

https://primotipo.com/2015/01/17/le-mans-1957-d-type-jaguar-rout-ron-flockhart-racer-and-aviator/

 Maserati 300S

https://primotipo.com/2015/05/15/bob-jane-maserati-300s-albert-park-1958/

Longford 1960

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

Jolly, Lotus 15 Climax on Pit Straight during the race (J Ellacott)

 

 

Bibliography…

‘History of The Australian Grand Prix’ G Howard and Ors, Australian Motor Racing Review 1959/1960, Ellis French Collection

Photo Credits…

 John Ellacott, Kevin Drage, Ellis French, Walkem Family, Brian Dunstan, Keverall Thompson, oldracephotos.com.au, Ken Devine Collection

(K Devine)

Arcane and Irrelevant: The Last Sportscar To Enter an Australian Grand Prix?…

I think it was Jeff Dunkerton’s Lotus Super 7 Ford 1.5 pushrod, above, which contested the ’62 AGP at Caversham- he was classified 9th having completed 46 of the 60 laps covered by the winner, Bruce McLaren’s Cooper T62 Climax 2.7 FPF.

In the days when full 2.5 litre Coventry Climax FPF’s were as rare as hens teeth in Australia- they were in the hands of F1 teams, Frank Matich’s Lotus 15 Climax 2.5 FPF was the last ‘competitive’ sportscar AGP contender, i reckon. His ex-Team Lotus car was delivered with a 2.5 FPF, much to the annoyance of the locals running single-seater Cooper T51’s who couldn’t get their hands on one.

FM failed to finish the 1960 Lowood AGP only completing 9 laps. The race was won by Alec Mildren’s Cooper T51 Maserati 2.5 by a ‘bees dick’ from Lex Davison’s glorious front engined 3 litre Aston Martin DBR4 GP car. I’m not saying Matich would have knocked off Alec and Lex but the 15 had the pace to finish 4th– in behind Bib Stillwell’s Cooper T51 Climax 2.2 FPF. He would have given Bib a run for his money too!

Anyway, its interesting how long sportscars were a part of our great race…

Tailpiece: Kevin Drage’s Longford paddock panorama in March 1960…

Kevin was Derek Jolly’s mechanic/crew, the Lotus 15 is centre stage with the Geoff Smedley built Kenley Vincent Special alongside (K Drage)

Finito…

jag le mans

(Max Staub)

The winning Tony Rolt/Duncan Hamilton Jaguar C Type ahead of the Phil Walters/ John Fitch Cunningham C5R Chrysler and Alberto Ascari/Gigi Villoresi Ferrari 375MM at Le Mans 13/14 June 1953…

Early in the race it was clear the Jaguar C Types, Ferrari’s 340/375MM and Alfa Romeo 6C/3000CM were the cars in the hunt for outright victory, the Lancia D20’s and Talbot T26GS were outclassed.

Moss, the initial hare from the start in a works C Type had a misfire in his 3441cc DOHC straight-six, which set in after 20 laps putting him back to 21st and out of contention. Worse for Hawthorn and Farina was disqualification of their 4.1 litre V12 340MM Ferrari after brake fluid was added before the requisite 28 laps were completed. Fangio’s Alfa was out with engine dramas in his 3.5 litre, DOHC straight-six, the car shared with his countryman, Onofre Marimon, at about 6pm

As darkness fell the Ferrari/Jag battle intensified between the Ascari/Villoresi 375MM and Rolt/Hamilton C Type with the Alfas not too far back. Rolt and Hamilton led, the best placed Fazz was hampered by a sticking clutch and a thirst for water.

At dawn the same two cars led, with Moss up to 3rd  in the car he shared with Peter Walker, as the mist cleared they still led. By 9am the lead Ferrari had dropped back to 5th, retiring at 11am. The works Paolo Marzotto/Giannino Marzotto Ferrari 340MM challenged the lead Jags and Cunningham finishing 5th behind the winning car driven to the finish by Duncan Hamilton with Moss/Walker 4 laps back with the Phil Walters John Fitch Cunningham C5-R Chrysler 5.4 litre V8 a lap further adrift in 3rd. The third works Jag C Type of Peter Whitehead and Ian Stewart was another 2 laps back having driven a pace to finish throughout.

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Tony Rolt and Duncan Hamilton chew the fat, Silverstone 6 May 1955, the car is Rolt’s works D Type ‘XKC 403’…

Love this carefully posed shot, perhaps used to promote the meeting the following day. Its practice for the 7 May ‘Silverstone International’ sportscar race, a 190Km event won by Reg Parnell from Roy Salvadori, both aboard works Aston DB3S’, then came Rolt, Hamilton and Mike Hawthorn in works D Types. Mike started from pole and set the fastest lap.

Credits…Max Staub, Central Press, F2 Register

lowood jag

Evocative shot of Bill Pitts’s Jaguar D Type leading David McKay’s Aston Martin DB3S at Queensland airfield circuit, Lowood in 1957…

The January 1958 edition of ‘Australian Motor Sports’ covered ‘The Courier Mail’ Tourist Trophy Race Meeting in detail, the event held in typically hot Queensland November weather.

There were events for motor cycles as well as cars, open-wheelers both under and over 1500cc, touring cars and of course sports cars.

Star entries for the TT were the 2 Aston Martin DB3S’ of David McKay and Tom Sulman both back from Europe having campaigned Astons there. Bill Pitt was entered in the D Type Jaguar owned by local Jaguar dealers, Cyril and Geordie Anderson the balance of the entry Porsches, Triumph TR2 and TR3 and a large number of MG’s, for so many years the ‘backbone’ of Australian Motor Racing entries.

The TT was of 30 minutes duration with a compulsory pitstop to add interest and confuse spectators in this pre-digital sign age, with a Le Mans start.

McKay took an early lead from Pitt and Sulman but McKay spun twice in the first half of the race, once at ‘Mobilgas’ and once on the fast right hand elbow out of the same turn’…McKay foolishly tried to pass the D type here and once again misjudged and spun badly to the outside of the corner. He ended up only feet off the outside fence.

Pitt held the lead from McKay both taking their compulsory pitstop on Lap 9, David’s stop was the better of the two, McKay regained the lead from Pitt and Sulman he held to the end ‘Pitt drove impeccably but the gap was too great to bridge…McKay was lucky to win and undoubtedly the pitstop was the deciding factor. However it was part of the race conditions and the best car and driver team won’ AMS reported.

I will write about the Aston Martin DB3S’ in Australia soon.

As is so often when i start researching a topic i find bits and pieces which alters my original intent!, in this case a lot of information about Bill Pitt, a driver i was aware of but knew nothing about. This article is therefore in three parts;

.Short history of ‘XKD526’

.Reproduction of an article, slightly truncated, about Bill Pitt written by Les Hughes, which was originally published in the ‘Australian Jaguar Magazine’ in July 1987

.Short piece on the Lowood circuit.

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Bill Pitt at Lowood in 1957, car repainted bronze after its 1956 Albert Park accident. (Dick Willis)

Pitts Jaguar ‘XKD526’ was bought new by Cyril and ‘Geordie’ Anderson, longtime Jaguar enthusiast, occasional racing driver. It was a 1955 customer car, arriving in Australia in early 1956, Pitt chosen as the driver.

The D was very successful over the next 4 years including finishing 2nd in the 1957 Victorian Tourist Trophy at Albert Park and in the hands of Frank Matich when sold by the Andersons.

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Bill Pitt, left, pondering the Jags performance at Lowood in 1957. (Dick Willis)

A summary of its race history is as follows; December 1955 car arrived in Australia; 30/1/56, Strathpine, Mrs Anderson, clocked at 120mph over flying quarter, still in 3nd gear!; 19/2/56, Leyburn sprints, Mrs Anderson, clocked 135.2mph over flying quarter, setting a state record.

March, Strathpine; Bill Pitt became the cars regular and very successful driver; 1956 race meeting at Lowood; gearbox problems precluded competition for 5 months; August, Lowood; New South Wales Road Racing Championships, Bathurst, 2nd to Stan Jones driving a 250F Maserati; Lowood TT, 1st.

Australian TT, Albert Park Olympic meeting, Melbourne, 4th. At the Argus Cup meeting at Albert Park the following weekend, the meeting a ‘double header’, Pitt rolled car and was thrown out. The D was badly damaged and trailered back to Brisbane being completely rebuilt, painted bronze, with squared-off mouth and air vents in the bonnet. Its first race post repair was back at Albert Park in March 1957 for the  Victorian TT, finishing 2nd.

XKD526 was repainted BRG; raced at Lowood and Bathurst, in 1958 it raced at Orange, Lowood, Bathurst and Albert Park and in 1959 raced at Bathurst and Lowood before being sold in late 1959 to Leaton Motors, a sports and performance car dealership in Sydney.

The car was repainted yellow with black stripe and driven initially by Frank Matich and later by Doug Chivas. In 1961 it was fitted with an aluminum fastback hardtop to enable it to compete in GT racing. Matich competed in June at Catalina Park, he contested in July the Australian GT Championships at Warwick Farm finishing 1st. In October he won the NSW Championship.  Doug Chivas raced the car at Warwick Farm in November, by that stage Matich was driving Leaton’s just imported Lotus 15 Climax.

The car was sold to Barry Topen who competed in the March 1962 Warwick Farm International Meeting before racing in Sandown Park’s  inaugural meeting, crashed it and damaging it. The D Type remained in a damaged state for some time and was sold around 1965 to Keith Russell (Sydney), who rebuilt it and raced occasionally during 1966 at Catalina Park, Warwick Farm, Hume Weir and Oran Park.

In 1967 Russell sold to it to Keith Berryman. The hardtop was removed and stored, Keith raced the car occasionally until 1970. In the mid-seventies he loaned it to lan Cummins to assist with his rebuild of ‘XKD510’. ‘XKD526’ was rebuilt by Cummins/Classic Autocraft at the same time, work included re-skinning the monocoque and making a new front frame. In 1982 the rebuild was complete, Berryman retained the car until it was sold at auction in 2015, at which point, the car, its whole history in Australia, left our shores.

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Matich leaniang against the back of the car, Australian TT, Longford Tasman meeting March 1960. #32 John Ampt, Decca and Derek Jolly’s Lotus 15 Cliimax to his left and back. (Kevin Drage)

One of the most surreal sights I can recall was after buying a Ralt RT4 (the ex-Moreno Calder AGP winning RT4 ‘261’) off Keith Berryman some years back and travelling from Melbourne to a tiny little hamlet called Stockinbingal in the South Western Slopes area of NSW.

The place is a very small farming community, the nearest large town Gundagai 80 kilometres away. Having done the deal on the Ralt I asked to see the D Type.

We walked through some parched, brown paddocks amongst the sheep near the farmhouse to an unprepossessing run down concrete shed of uncertain vintage.

Keith threw open the door and there, sitting on axle stands inside a ‘huge plastic humidicrib’ an electric motor quietly humming as it circulated clean, fresh air around ‘the baby’, was the fabulous, immaculate, curvaceous flanks of a British Racing Green Jaguar D Type.

To say that it looked out of place does not do justice to the bizarre, surreal scene!

The car lived in country NSW for a long time, Keith a passionate owner for decades…hopefully it will come back to visit one day…

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Matich in the 1960 ATT Meeting at Longford. (oldracephotos.com)

Bill Pitt: by Les Hughes ‘Australian Jaguar Magazine’ 1987…

Born in Brisbane, Bill served in the Australian Navy during the Second World war, his first contact with motor racing was as a timekeeper during the Australian Grand Prix meeting at the Queensland Leyburn track in 1948.

From the Leyburn meeting on, all forms of motor sport became a passion for Bill, his friends and later his family. He became a competitor with increasing success and played a vital part in the direction of motor sport both in his Queensland base, and later on a national level. His friend Charlie Swinburn and several other MG drivers formed an active group and later Bill, Charlie and Ray Lewis had a motor garage called LPS Motors where their cars and other racing machinery were prepared.

Pitt’s first competition car was a humble 1938 Morris 12 Roadster, which provided his first trials win. Next came a serious racing car in the form of one of the revolutionary rear-engined Coopers. The Cooper had been recently imported by Les Taylor who had just stunned the motoring world by running his brand new XK120 from Darwin to Alice Springs in under 11 hours. Actual travelling time for the 954 miles was completed at over 100 mph, the final corrected speed was 90.62 mph which allowed for stops for fuel, kangaroos and other wildlife. Taylor sold some of his property, one of the items for sale was the Cooper which Bill bought, fitting it with a Manx Norton Engine.

The engine which Bill bought came via the Queensland Manx Norton distributor, Cyril Anderson, a former international dirt bike racer. Cyril’s other business interests included Mack Trucks, Western Transport and several motor car distribution networks, including Jaguar cars which sold under his Westco Motors banner. Cyril’s wife Doris – better known as ‘Geordie’ – made a name for herself by racing their aluminium bodied XK120 (chassis no 11).

The Anderson XK120.

That first contact through the purchase of the Manx Norton engine led to Cyril’s inviting Bill and Charlie Swinburn to partner Geordie in their XK120 Fixed Head Coupe (their earlier aluminium XK120 had been destroyed in a workshop fire) which he had entered in the first, and only, 24 hour race in Australia, to be held at Sydney’s Mt Druitt circuit (31-Jan-1954).

Despite having to replace a cracked carburettor with one from a spectator’s car, their XK120 won the race against  entries including a Jaguar C-Type, Aston Martin DB2, aluminium XK120, Bristol 400, Alfa Romeo 6C. This win gained an enormous amount of publicity for Jaguar, Westco Motors and the three drivers.

Bill was then working for the Queensland Nuffield distributors, Howard Motors, and had married Sherry.

Bill and Charlie then set up the running of the 1954 Australian Grand Prix through the streets of Southport on the Gold Coast. Bill entered his second Cooper, bought from Jack Brabham. The race contenders were Stan Jones, Maybach, Lex Davison’s HWM Jaguar, Rex Taylor’s Lago Talbot and several Ferraris.

For this race Cyril Anderson had stripped the body of a black XK120, shortened the chassis, over which he then placed an aluminium body. Known as the Anderson Special, he entered the car for himself, whilst Geordie was to drive the XK120 FHC in a support race.

Saturday practice proved to be very bad indeed. Bill blew the engine of the Cooper, Cyril was very slow and uncertain of the Jaguar Special, and Geordie had an accident, hit a tree and the FHC burst into flames! As a result Cyril asked Bill to take over the Jaguar Special for the Sunday race.

Bill readily accepted, but as he sat on the grid he was trying to become familiar with a car he had never sat in before – not the most comforting way to begin a Grand Prix. After spearing off  at over 100 mph at the end of the straight, rejoining only to have to stop and replace a deflating tyre, he was classified 12th. Lex Davison’s HWM Jaguar won.

Bill’s employer, Howard Motors, used his sporting talents also, and for the 1955 Redex Trial they entered a Morris Oxford for Bill, Dick Howard and Bill Anderson.

D Type ‘XKD526’

The major decision for Bill and Charlie Swinburn in 1955 though, was whether or not to take up the offer from Cyril Anderson to become partners in ownership of a brand new D-Type.

In Melbourne, Bib Stillwell, racer and Jaguar dealer, had placed an order for one through Jack Bryson. After long and careful deliberation, Bill remembers he and Charlie parted with 2,000 pounds each for the car. As it turned out, Charlie never drove the D-Type, and Geordie did only briefly. Virtually all of the competition was done by Bill. He recalls the friendly rivalry between he and Stillwell, they stayed at each other’s homes when interstate.

Bill rolled the D-Type in Melbourne at the 1956 Olympic Games meeting at the very fast Albert Park Circuit. The ‘greats’, included Stirling Moss, Jean Behra and Ken Wharton, were out from Europe with their latest machinery.

Bill Pitt in XKD526 – Albert Park, Melbourne 1956

For Bill Pitt the competition was fierce against Bib Stillwell, and in that near fatal race, Stillwell got the jump at the start and lead Bill into the fast, first left-hand corner. He recalls how he closed quickly under braking into Melford Corner before realising he had gone into it far too fast. The car was still under control, and as he continued the power slide and concentrated on the short burst into the next corner, suddenly it was all over before he knew what had happened. As the D-Type slid wide, and the power was applied, the back wheel touched the stone curbing and at those speeds the car simply twisted into the air and slammed down on its back.

As the beautiful green D-Type lay upside down the scattered hay bales caught fire and quickly spread to the car. The marshals were convinced that Bill was squashed under the car, but couldn’t right it till the fire was out. When that was done, and the car was back on its wheels, they were shocked to find the cockpit empty. Bill was thrown out while the car was in mid air, and in a state of shock, and worry about Jack Brabham’s Cooper which was following, he jumped a six foot wall of hay bales unseen by officials.

The damaged D-Type was returned to Brisbane for a rebuild which was completed in time to return to Melbourne for a meeting in February the following year, this time painted bronze (only for a short while).

In the pits. Albert Park 1957. Painted bronze after the rebuild following crash the previous year. (Ian Richardson).

 Leading a 300S Maserati around Golf Course Corner, Albert Park, 1957.(Ian Richardson)

The D-Type was sold in 1959 to Leaton Motors, the history of the car from that point outlined above.

Keith Berryman (and family) with XKD526 at the 1988 Gold Coast Jaguar Rally, together with the excellent replica built by Classic Autocraft for Don Biggar (now owned by Frank Moore)

Jaguar Mk VIII Rally Car.

Bill was approached by Anderson to drive a Jaguar Mk VIII automatic in the 1957 Mobilgas Round Australia Trial. Geordie would partner him, and so too Jimmy Abercrombie, workshop foreman at Westco.

The big cream and grey Jaguar was shipped to Melbourne for the start on August 21, 1957. A field of 94 entrants competed in this, the last of the major round-Australia trials of the era. The toughest opposition came from the all conquering Volkswagens of previous winners, Eddie Perkins, (Larry Perkins father) Laurie Whithead and Greg Cusack, whilst Porsche entered three cars. An automatic had never finished the event, let alone a Jaguar, or even a car as big as the Mk VIII.

The Volkswagen of Laurie Whitehead was the victor ahead of five more Volkswagens, but sensationally, next came the huge Jaguar automatic in seventh place outright, making what Bill Pitt still believes is one of Jaguars greatest competition triumphs, but which outside Australia, was virtually unrecognised. Of the 94 starters, 52 cars finished. Geordie was awarded the Woman’s Prize, and the Jaguar was first in Class D (over 2500 cc), giving the team the total prize money of 760 pounds.

Touring Car Racing.

Lofty England dissuaded the Brisbane team from buying a Lister Jaguar, suggesting to them that he would build a ‘works’ specification Mk 1 3.4 saloon. When Bill and Cyril ordered the 3.4 they didn’t know that David McKay was having an identical car built to replace the less modified ‘Grey Pussy’.

By the time both had their new cars, Ron Hodgson had bought the first McKay machine. Crowds flocked to see the Aussie Holdens take on the best of British, firstly the Jaguars, then the Mini Coopers and the Lotus Cortinas, and that set the scene which was later taken over by the Ford versus Holden halcyon days of touring car racing in Australia.

Bill Pitt and the British Racing Green ‘Mk 1’ were star attractions everywhere they went, and soon the Geoghans bought the Hodgson ‘Mk 1’. Hodgson built a brand new Mk 2 and then Bob Jane arrived with his famous white Mk 2. Bill won many titles and important races, his second place to David McKay in the very first Australian Touting Car Championship, and then his own victory in the second title (1961) were the highlights.

The life of the saloons was much shorter than the old D-Type, however, and with the arrival of the big US V8’s, Bill could see the writing on the wall and in 1962 the car was sold.

Bill’s racing career was over, although he continued to work within CAMS, and for Westco Motors until 1965.

Confederation of Australian Motor Sport.

Bill Pitt was involved in many facets of  motor sport from the outset, and as Queensland delegate to the Confederation of Australian Motor Sport (CAMS) he put a lot of time into the betterment of the sport.

Retirement.

It was not until Lofty England’s first visit to Australia in 1981 that the two met for the first time, despite the many phone calls and letters exchanged during their racing and business contacts. Bill and his wife Sherry now live on the Sunshine Coast, north of Brisbane. Australian motor sport, and the Jaguar marque in particular, owe a great deal to this quiet, unassuming and very pleasant man.

Bill and Geordie meet again – March 1993

 Bill Pitt at Queensland Raceway GTP Nations Cup Race meeting. 22nd July 2001.

Celebrating 40 years of the Jaguar E-Type and 40 years since his Touring Car Title.

 

Lowood curcuit map

Lowoood Airfield was built on 620 acres 43 miles from Brisbane, construction commenced in September 1941

Australian and American Squadrons operating Tiger Moths, Kittyhawks, Avro Ansons, P39 Aerocobras and Beauforts operated from there from 1942 to late 1945.

Lowood’s use from motor racing commenced after the war but continued pressure from local religious groups lead to its disuse on Sundays…despite this many meetings were held from 1948-52, in late 1956 the Queensland Racing Drivers Club acquired the land.

The QRDC sold the track in 1966 moving its operations to Lakeside, the area was then subdivided into small farms, what was the main runway is now a local road!

lowood brochure

D Type: the Drivers Perspective…

http://www.motorsportmagazine.com/archive/article/june-2004/50/d-type-cast

Bibliography…

Peter Dunns ‘Australia at War’  ‘Australian Motor Sports’ January 1958, Article by Les Hughes in the July 1987 issue of ‘Australian Jaguar Magazine’, Stephen Dalton for the research and archival material

Photo Credits…

Heinz Federbusch Archive via Dick Simpson and The Nostalgia Forum, Kevin Drage, oldracephotos.com, Dick Willis, Ian Richardson

Finito…

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Norman Dewis, famous as Jaguar’s test and development driver was often entered as a relief driver but until 1955 had not raced a Jag…

Here he is in the factory ‘D Type’ during the 1955, horrific Le Mans event. He co-drove Don Beauman’s car the pair failed to finish when Beauman ‘beached the car atop the sand dunes’ at Arnage. Mike Hawthorn and Ivor Bueb scored a hollow win in ‘XKD 505’.

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Umberto Maglioli’s head in his Ferrari 118 LM ahead of the Beauman, Hawthorn and Jacques Swaters D Types during the early laps of the 1955 Le Mans 24 Hours (Klemantaski)

Before he joined Jaguar, as the 500cc F3 movement grew, and with a fellow LeaF employee Dewis designed and built a neat Rudge-powered F3 car, the DNC. In its first race at Silverstone in July 1950, he qualified on pole and led for two laps before engine failure. It was rebuilt to do more races in 1951, in October that year Dewis joined Jaguar.

As noted Dewis had been a Jag reserve driver before, but the 1955 Le Mans was his only race/works drive for his Browns Lane employers. He had done most of the D development work, the result, the long-nose 1955 car.

Jaguar’s works 1955 Le Mans entries were for Hawthorn/Jimmy Stewart, Tony Rolt/Duncan Hamilton and Don Beauman/Desmond Titterington. Beauman, an old friend of Hawthorn’s was hired after a test under Lofty England’s watchful eye.

Two weeks before Le Mans Titterington and Stewart crashed their Ecosse D’s during the Eifelrennen at the Nurburgring. Stewart decided to retire and Des was hospitalised. So, days before the race Ivor Bueb was slotted into Hawthorn’s car and Dewis into Beauman’s. Their car ‘XKD508’ ran as high as 4th before the Mercedes team withdrew their 300 SLR’s but on lap 106 Beauman ‘parked it’ at Arnage and retired it unable to free it from the sand.

Click here to read an interesting interview with Norman Dewis in MotorSport about his life;

http://www.motorsportmagazine.com/archive/article/april-2013/86/lunch-norman-dewis

Credit…

Getty Images, Klemantaski Collection, Nicholas Watts

Tailpiece: Hawthorn’s D  from #12 Dreyfus/Lucas Ferrari 750 Monza and Fangio’s Benz 300SLR during the first torrid stint by both Mike and J-MF…

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(Nicholas Watts)

 

 

 

 

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Stirling Moss cruises his ‘works’ Maserati 300S #3059 through the Albert Park paddock prior to winning the Australian Tourist Trophy on 25 November 1956, he repeated the dose in a 250F in the following weekends Australian Grand Prix…

One of the wonderful things about this internet thingy is the number of unseen photos of our sport which pop up from time to time giving people like me something to write about. And so it is that Sharaz Jek recently posted photos his father took as a ‘paying punter’ at the Australian Grand Prix Carnival at Albert Park held during the Olympic Games.

It would have been more considerate had he posted them six months ago when i first wrote about the two Maser sportscars brought to Australia as part of a 5 car team by Officine Maserati!. But hey, it gives me a chance to write about the ATT specifically, click here to read the earlier article, i won’t repeat the background or destiny of the two 300S’ which stayed in Oz post event;

https://primotipo.com/2015/05/15/bob-jane-maserati-300s-albert-park-1958/

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Melbourne in 1956…

I wasn’t born in 1956 but its fair to say i was more than a twinkle in my parents eyes, so i didn’t attend the mid-fifties Albert Park meetings which older enthusiasts speak so fondly about. Running around the lake last weekend i reflected on how little Albert Park had changed but also how much Melbourne had, the skyline of the city a short 2 Km away.

In 1956 Melbourne’s population was circa 1.5 million people, now its 4.7 million, the war ended only a decade before and with it successive Australian Governments established an aggressive migration program which provided and continues to provide us with the wonderful, peaceful mix of people and their cultures which makes this such a special country and city in which to live. Disgraceful offshore detention centres notwithstanding!

The ’56 Olympic Games, held from 22 November to 8 December was an important part of opening our society to other cultures and equally allowed us to showcase our country, city and capabilities to the world.

The same can be said about the 1956 Albert Park International race meetings and their impact on Australian motor-racing; Barry Green in his wonderful book ‘Albert Park: Glory Days’ said;

‘The weekend was the proverbial moment which changed the face of motor racing in this country. Here for the first time we had a current works sports car and F1 team and other leading international drivers in ex-factory cars; their presence prompting the best of the locals to upgrade their machinery, spend even more and charge harder. A world class field deserved a world class venue and world class crowd. And in the picturesque Albert Park and thousands of international visitors filling Melbourne to overflowing for the first Olympic Games to be held south of the equator, it had just that’.

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So, to put you in the zone of the times before reading this piece i have added some photos of Melbourne in 1956 to give you the ‘feel of the joint’ and flavour of the times six decades ago, the racing stuff is after that if you wish to ‘cut to the chase’…

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The ‘Eyetalians’ brought their weird steaming coffee making machines with ’em post-war, the local coffee obsession was underway, school below is Melbourne High in South Yarra

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TV was introduced to Australia in the lead up to the games, here some locals are sussing the weird new contraption in the window of ‘Myers’ department store in Bourke Street

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‘Sultry beauty Gunhild Larking, 20, Sweden’s entry for the high jump pensively awaiting her turn to compete’ is the caption. A post sporting career in modelling or TV awaits d’yer reckon!?

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The first weekend of the two week AGP carnival comprised four events, the feature the Australian Tourist Trophy for Sports Cars was held on 25 November…

A convoy of Maserati mechanics drove the 250F and 300S, the 5km from Australian International and 250F driver Reg Hunt’s Elsternwick Holden Dealership, where the cars were maintained each day to Albert Park, on the Nepean Highway and St Kilda Road. Not too much of a problem then but guaranteed to boil a Maserati 300S sans radiator fan these days!

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Behra and Moss @ Albert Park in 1956, the first and only time, sadly, Behra raced here but Moss was an annual, usually victorious visitor to Oz till the end of his career in the Masers, then Rob Walker entered Coopers and Loti (Graham Hoinville)

Most of the drivers stayed close by in the ‘Espy’, the Esplanade Hotel in St Kilda, it’s still there if you want a ‘bevvy’ during the AGP carnival and is well known to Australians as the home of the ‘RocKwiz’ music quiz show.

Fitzroy Street St Kilda felt exotic and buzzed with thousands of visitors from all over the world eager to explore the local delights of the bayside suburbs restaurants and bars. They were full of people including recent European migrants eager to get a touch of home for a few hours at least. The Espy and Tolarno’s were ‘chockers’ and no doubt the proprietors of the areas ‘red light’ precinct did good trade.

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Guerino Bertocchi, Maserati chief mechanic and factory test driver and his helper start the 5 Km journey from Albert Park to Reg Hunt’s Elsternwick Holden dealership where the team were based (Arnold Terdich)

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Maserati’s as far as the eye can see! Masers brought 5 cars to Oz, 3 250F’s (one unraced spare which at one stage looked as tho it may have been raced by Brabham but ’twas not to be) and 2 300S, Reg Hunt Motors, Nepean Highway, Elsternwick (Eileen Richards)

In ’57 the factory 300S’ were campaigned by Moss, Behra and Piero Taruffi taking wins at Silverstone, Nassau, the Nurburgring, Rouen and Buenos Aires; the works allocated # 3055 to Behra and # 3059, the ‘featured car’ here to Moss. Stirling was in sparkling form having won the Venezuelan Grand Prix in Caracas a fortnight before arriving in Melbourne, Behra also contested the race.

There was a strong entry for the ATT of around 36 cars; Peter Whitehead returned to Australia hoping to repeat the success of his 1938 tour which culminated in an ERA Bathurst Australian Grand Prix win for him.

His entry in the ATT was a Ferrari Monza, similar cars were entered by Brit Peter Wharton and local motor dealer Stan Coffey. The Whitehead and Wharton Ferrari’s were garaged at AP Hollins in Malvern where Lex Davison’s mechanic/engineer Alan Ashton, well familiar with 4 cylinder Ferrari’s (Davison raced the ex-Ascari Tipo 500/625) could keep a close eye on them.

Lex, already the winner of one of his four AGP’s in 1954, entered his HWM Jaguar, his Ferrari was raced in the AGP won by Moss’ 250F the following weekend.

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Stan Coffey’s Ferrari 750 Monza, of earlier vintage than those of Wharton and Whitehead but still quick if tricky to drive (John Blanden)

Jaguar D Types were entered for Kew motor dealer and later multiple Australian Gold Star champion Bib Stillwell and Queensland’s Bill Pitt driving the Mrs Anderson owned car.

Jack Brabham returned from Europe where he was establishing a strong reputation to drive a Cooper T39 ‘Bobtail’ Climax with future Gold Star Champion Bill Patterson, another Melbourne, Ringwood, Ford dealer in a similar car.

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Jack refuels the Cooper T39 in the Albert Park paddock. ‘COR’ is Commonwealth Oil Refineries soon to be BP (John Blanden)

Veteran Tom Sulman raced his ‘Kangaroo Stable’ Aston Martin DB3S, the quicker entries rounded out by Austin Healey 100S’ for multiple AGP winner Doug Whiteford and Ron Phillips.

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Moss positions his Maser on the front row of the ATT grid, Behra started on pole. Such a sexy shape . Properties on Canterbury Road near the Mills Street corner in the distance (Sharaz Jek)

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Behra’s 300S gets the jump at the start, thats Whitehead’s Monza at left, Moss 300S slightly behind, the Jag is Stillwell’s D at left and the little car on the far right Brabham’s Cooper T39 (John Blanden)

A fantastic crowd of 150,000 people gathered to watch the days racing which was marred by the critical injury and subsequent death of Peter Catlin in the first race of the day after he lost control of his Bugatti at Melford corner.

This dominated the tabloids coverage of the race but ‘The Argus’ noted Moss’ lap record of 1:55.8 ‘set in a sportscar, the record previously held by a racing car’ and ‘one of the finest exhibitions of race driving seen in Melbourne’.

To the surprise of many Behra put his car on pole and lead from the start of the 100 mile race with Patterson flipping his Cooper at Melford Corner without too much damage to him or the car on the first lap.

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Behra hard on the brakes in pursuit of Moss. Maser 300S (Philip Skelton)

Behra lead the other 35 competitors at the end of lap 1 from Moss, Stillwell’s D Type, the  two Monza’s of Wharton and Whitehead, Brabham’s Cooper T39, Bill Pitt’s D type and Paul England’s beautifully designed Ausca. The car was built by England in his spare time at Repco, was powered by the first Holden/Repco Hi-Power cylinder head engine.

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Pitt’s Jag D chasing Jim Leech’s MM Holden Spl with the Ron Phillips Austin Healey 100S behind (unattributed)

On lap 2 Moss gave his French teammate a blast on his Masers ‘Fiamms’ at Jaguar Corner to let him through, and an even bigger one when he did so, team orders not new in motor racing!

At the front Wharton and Brabham slipped past Stillwell with Bill Pitt getting progressively quicker in his XKD and closer to the shapely tail of Whitehead’s Monza.

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Brabham wringing the little Cooper T39’s Climax engine hard! (John Blanden)

Moss had a lead of 20 seconds from Behra, Stillwell spun giving Pitt ‘a sniff’ at him as Moss set fastest lap on the 27th tour and passing lots of slower traffic in the process.

By the race’s end only Jean Behra was on the same lap as Moss, the Brit took the flag from Behra, Wharton, Pitt a great 4th and first local home, Stillwell, Whitehead, Lex Davison’s HWM Jaguar and Kiwi Ross Jenson in an Austin Healey 100S and the rest.

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Moss exits Jaguar corner in his 300S complete with accumulated hay from bales disturbed by other errant competitors during the race’ 100 miles, in the cars inlet (Graham Hoinville)

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‘Motori Porno’ innit!? Plug change, 12 of them for Moss’ twin plug #3059. Twin distributors, big Weber 45DCO3 carbs of the 2992cc circa 280 bhp 6 cylinder, DOHC 2 valve engine all clear (Sharaz Jek)

Other ATT Meeting Photos…

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Albert Park vista #20 the Phillips Austin Healey 100S (unattributed)

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Another start shot, row 3 this time with the 2 D Types of Stillwell and Bill Pitt (right) in shot, thats Sulman’s Aston DB3S on the far right (unattributed)

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Phillip’s 8th placed pretty Austin Healey 100S, great run for the Melburnian in a model very popular in Oz, sadly most have now left our shores (unattributed)

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Stan Coffey’s Ferrari 750 Monza behind its Holden FB towcar. I always thought Stan was a Ford dealer? (Sharaz Jek)

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Moss passing and thanking with a wave MG T driver Newman for his track etiquette (Arnold Terdich)

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Ken Wharton’s races his Ferrari 750 Monza to 3rd place. Southern Command Army buildings in the background. He raced this car in NZ that summer and sadly died in it at Ardmore on 12 January 1957 (John Blanden)

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Bib Stillwell’s ‘XKD520’, the seventh D Type Jag built appropriately going thru Jag Corner. An important step in the later Australian Champs rise thru the ranks, he raced it in ’56 to early ’57 , then progressed to Hunt’s 250F (autopics.com)

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Another paddock vista which again has ‘COR’ Commonwealth Oil Refineries in shot, clearly the firms PR function was working well! the Phillips Healey 100S and a Porsche Speedster in shot (unattributed)

Etcetera…

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Fifties circuit conceptually similar to but not identical to the contemporary one, direction of racing opposite to the present (Barry Green)

Bibliography…

Barry Green ‘Albert Park: Glory Years’

Photo Credits…

Sharaz Jek especially for the shots which inspired the article

Getty Images for all of the Melbourne ‘atmo’ 1956 shots

Arnold Terdich, Eileen Richards, John Blanden, Philip Skelton, Graham Hoinville, autopics.com

Tailpiece: She is MY daughter Stirl don’t even think about it!…

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(Sharaz Jek)

Finito…

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Max Staub’s painting depicts the battle between the first and second placed Ferrari 375 Plus and Jaguar D Type at Le Mans on 12/13 June 1954…

There was a lap between the cars at the end of the race, Froilan Gonzalez shared his Ferrari with fellow GP driver Maurice Trintignant and Duncan Hamilton the ‘D’ with Tony Rolt. The Brits won the race in an XK ‘C Type’ the year before.

In one of the most exciting events at Le Mans to that point the large lead of the Ferrari was diminished to about 1.5 minutes when the Fazz refused to fire at a pitstop with about 2 hours to go. Eventually a flooded magneto head was diagnosed and rectified, the Ferrari sped on to win a famous victory despite the efforts of Hamilton in the final stint.

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Fantastic shot taken at about 9pm in the evening, at that time on Saturday night competitors lights had to be turned on and remain operational all night. (Yves Debraine)

Here is a longer 1950’s Le Mans Article with a Ron Flockhart twist for those with an interest in this period…

https://primotipo.com/2015/01/17/le-mans-1957-d-type-jaguar-rout-ron-flockhart-racer-and-aviator/

Credits…Max Staub, Yves Debraine, Charles Avalon

le mans 1954

 

whitford 300s albert park 1958

(Ed Steet)

Bob Jane ahead of Doug Whiteford, both in ex-factory Maserati 300S, Victorian Tourist Trophy, 1958 Melbourne Grand Prix meeting at Albert Park…

Its Bill Pitt immediately behind Whiteford in a Jaguar D Type with Lou Molina in his Molina Monza Holden Repco on the inside. Whiteford and Pitt are lapping Jane and Molina, the latter pair scrapped for much of the race. I uploaded an article featuring the clever, technically interesting, Molina Monza the other day.

https://primotipo.com/2015/05/13/shifting-gear-design-innovation-and-the-australian-car-exhibition-national-gallery-of-victoria-by-stephen-dalton-mark-bisset/

On the 12th lap Whiteford took the lead from Pitt he was not to lose. On lap 26 Pitts’ D Type hit the haybales at Jaguar corner, pitting to clear the rear guard from a wheel. Ron Phillips took his Cooper Jag through to second. At the finish it was Whiteford from Phillips, Pitt, Derek Jolly in a Lotus 15 Climax and Bob Jane.

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Stirling Moss in Maserati 300S ‘3059’ during the 1956 AGP Meeting at Albert Park, in December. He won the sports car ‘TT’ race in the car. (Unattributed)

The Maserati team brought 5 cars to the 1956 Australian Grand Prix held at Albert Park, 3 250F’s and 2 300S which were driven by Stirling Moss and Jean Behra, Moss won the AGP. At the end of the meeting the 300S’ were acquired by former AGP Winner, Doug Whiteford and Reg Smith, a Melbourne racer/motor dealer. Smith raced the car little and soon sold it to future Touring Car Champion, very successful businessman and Calder Circuit owner Bob Jane.

Bobs’ driving was ‘pretty rough and ready’ at this stage, fellow racer Reg Hunt was moved to shift his boat further into Albert Park Lake to keep it out of harms way…Jane quickly got the hang of the car and was competitive in it.

Whiteford bought the ex-Behra 300S #3055 which sort of made sense as an outright car as the AGP was run to Formula Libre at the time. A great ‘mighta been’ would have been Doug in a 250F taking on the other front runners at the time; Stan Jones, Reg Hunt, Lex Davison and Ted Gray in an equivalent car…’twas not to be sadly.

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(Kevin Drage)

Bob Jane pictured above and below in his ex-Moss 300S #3059 on his debut meeting in the car at Fishermans Bend, in the inner western suburbs of Melbourne, October 1958.

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(Kevin Drage)

Stirling Moss said of the 300S…’a decently prepared 300S had a chassis which was infinitely superior to any front engined sports Ferrari, one of the easiest, nicest, best balanced sports racing cars ever made’…

The 250F Grand Prix engine would not stretch to 3 litres, 2.8 litre variants of the 300S were built and were uncompetitive so Maserati built in essence a bigger version of the 250F engine, using the 250F head. 6 cylinders in line, 2992cc DOHC. The 2 valves per cylinder, 2 plugs per cylinder engine developed circa 280bhp @ 7000rpm. It was fed by 3 Weber carbs, initially 42 and later 45DCO3’s.

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Janes’ Maser 300S engine, Fishermans Bend 1958. (Kevin Drage)

The gearbox was a ZF 4 speed.

The chassis was a ladder frame made with large diameter main tubes, front suspension by upper and lower wishbones and coil spring/damper units and a roll bar. A de Dion rear axle was used with a transverse semi-elliptic leaf spring and hydraulic shocks.

The first cars were built by Maserati, later assembly was outsourced to Gilberto Colombos’ specialist company, Gilco.

Steering was worm and sector, brakes huge finned alloy drums, wheels Borrani 5X16 inch wires, the aluminium bodies built by Fantuzzi. The car weighed circa 780Kg.

300s cutaway

26-28 cars were built between 1955-1958 depending upon the reference source…Whilst the cars were built in large numbers and were favourites of privateers they were not particularly successful at an International level, winning the 1956 Buenos Aires 1000Km and 1956 Nurburgring 1000Km.

When first built the 300S was outgunned by competitors with greater capacity and when the 3 litre limit was mandated for sports cars by the CSI in 1958 they were getting a little ‘long in the tooth’ compared with the Ferrari 250TR and Aston Martin DBR1.

They were very useful, competitive, relatively simple devices in places like Australia where the cars of Jane and particularly Whiteford were crowd drawcards from 1956 to 1963.

Bob Jane raced many mouth-watering cars over the decades, he is still alive and has retained many of them, including the 300S for decades after the end of its competitive life, it was sold some years ago.

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Bob Jane Maserati 300S, Forrests Elbow, Bathurst October 1961. Our regs of the time encouraged GT cars and as a consequence cars such as the Maser became Coupes. (John Ellacott)

Australias ‘Appendix K’ or GT rules at the time mandated cars with ‘lids’, as a consequence Janes’ 300S grew this appendage, which is not too catastrophic in the context of some other efforts to comply with the rule change at the time. The Fantuzzi original is rather nicer all the same. When Janes’ team rebuilt the car in the mid-seventies it was restored, superbly to its original specs.

The car left Australia in the early 90’s, the current custodian appears to be Klaus Werner.

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Doug Whiteford has parked his ‘3055’ 300S after a major moment going up Mt Panorama, perhaps driveshaft failure, the dark blue lines on the road show his path. He has time to watch Bob Janes’ approach in ‘3059’. Bathurst October 1958. Bucolic Central Tablelands in the distance far below. (John Ellacott)

Photo Credits…

Ed Steet, Kevin Drage, John Ellacott

Finito…