Posts Tagged ‘Jaguar ‘D Type’’

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.

d type

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.

matich on grid

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…

matich d type

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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ferrari

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.

le mans

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.

moss 300s 1956

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.

jane on the grid 300s fishermans bend 1958

(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.

jane 300s fishermans bend 1958

(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.

maser 300s engine

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.

300 s bathurst

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.

whiteford

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…

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The victorious Ron Flockhart/Ivor Bueb Ecurie Ecosse entered ‘D Type’ Jag during the 1957 Le Mans 24 Hours, it was the third and last win for the fabulous car which reigned supreme at la Sarthe from 1955-1957…

The winning car covered 4397 Km, an average speed of 183kmh, a record which remained unbroken for four years.

D Types also finished in second, third, fourth and sixth places, an unparalleled result to that time. Ninian Sanderson and John Lawrence were second, Jean Lucas/ Jean-Marie Brussin third, Paul Frere/’Freddy’ Rouselle fourth and Mike Hawthorn/Masten Gregory sixth. Flockhart also won the race in 1956 partnered with Ninian Sanderson.

The car on its back is the Tony Brooks/Noel Cunningham-Reid Aston Martin DBR1 300.

Brooks ran wide on the exit of Tertre Rouge, rolled and was hit by Umberto Magliolis’ Porsche, the cars running second and seventh respectively at the time. Both drivers escaped without serious harm. The incident happened in  the twelfth hour of the race.

Le Mans 1957 lap 1

‘XKD606’, Bueb up leading the Lewis-Evans/Marino/Martino Ferari 315S (5th), #4 behind the Ferrari is the Hamilton/Gregory D Type (6th)(unattributed)

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Undated unattributed shot of the ‘Browns lane’ factory, a ‘C’ being fettled as well as the ‘D’s. (unattributed)

Technical Specifications and ‘XKD606’…

The summary technical specifications of the ‘XKD’ were included in this earlier post on its close brother the ‘XKSS’.

https://primotipo.com/2014/05/30/72/

The winning car was ‘XKD606’ the last long nosed 1956 works car built, unraced that year as Desmond Titterington crashed it in Le Mans practice. Jag withdrew as a factory team from racing at the end of ’56, ‘606’ was delivered to Ecosse in November 1956 and was successful in ’57 with a 3.8 litre fuel injected engine at Le Mans with plenty of works support.

This engine gave circa 306bhp@5500rpm and 312lb ft of torque@4500rpm.

Flockhart and Bueb post 57 win

Flockhart in red alongside Ivor Bueb post victory with the Ecosse Team and ‘XKD606’. (unattributed)

The car was raced at Buenos Aires later in 1957 by Flockhart and Galvez, but crashed by Flockhart and rebuilt with a new chassis and bonnet.

‘606’ remained in Ecosse’ hands in 1958-1960, raced again at Le Mans by Flockhart and Bruce Halford in 196o, it failed to finish. The car raced on into 1961 in the hands of privateer Jack Wober and was split into two after a crash; the body and rear suspension, and front subframe and engine. Both halves were then completed with replica parts creating two ‘original’ cars.

The Louman Museum in The Hague acquired both cars in 1994, the ‘XKD606’ being recreated by repair and uniting its original components. It is used frequently in historic events.

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Le Mans 57 finish

Flockhart returns the car post finish, Le Mans 1957. (unattributed)

Ron Flockhart…

Ron Flockhart BRM Goodwood 1954

Ron Flockhart at the wheel of the awesome, wild but unsuccessful BRM Type 15, the 1.5 litre supercharged V16 racer by then running as a Formula Libre car in the UK. In essence the car was late and largely missed the Grand Prix formula for which it was designed. Goodwood, Easter Monday 1954. (John Ross Motor Racing Archive)

Flockhart began racing motor bikes in Italy and the Middle East after the War before being de-mobbed by the British Army, having served in WW2.

He began racing cars in the the ex-Raymond Mays ERA R4D in 1952, progressed to a Connaught and was picked up by the Owen Organisation where he was essentially their ‘third driver’, he raced in fourteen championship Grands Prix between 1954 and 1960, the last a Cooper T51 Climax in the US Grand Prix at Sebring.

He was very competitive in sports cars, including the two victories at Le Mans.

Daily Express Int Trophy Silverstone 1956

# 6,8,7 Jean Behra, Ron Flockhart and Harry Schell in BRM P25’s and #2 Masten Gregory Maserati 250F, #15 Horace Gould Maser 250F. Daily Express Trophy, Silverstone 1957. Behra won from Schell and Flockhart, Gregory was 5th. (John Ross Motor Racing Archive)

Ron Flockhart BRM P25 Monaco 1959

Flockhart in his BRM P25 Monaco GP 1959. He spun on lap 64 having qualified well in 10th. Jack Brabham won in a Cooper T51 Climax, his first Championship GP victory.(unattributed)

Like many drivers of the period Ron Flockhart was a pilot and flew to and from the circuits of Europe more quickly than commercial airline or car travel allowed.

He flew an Auster for a long time to places such as Folkingham, Snetterton and Silverstone whilst testing for BRM in the UK and introduced Jack Brabham to light aircraft.

His racing injuries restricted his activities somewhat, his love of flying and passion for speed lead him to decide to attempt the Sydney-London record for petrol powered planes. The attempt was backed by ‘United Dominions Trust ‘ who wanted publicity for their racing team ‘UDT Laystall’, a noted team of the period.

His first attempt in 1961 fell 1500 miles short of London when his Mustang suffered serious engine failure, rain having seeped into the engine whilst on the ground in Greece, Flockhart enjoying ‘Rock-star’ fame and attention in Australia before and during the attempts. The first plane was written off after suffering a cockpit fire before take-off.

Ron Flockhart Cooper Climax Ballarat

Ron Flockhart in his ‘Border Reivers’ Cooper T53 Climax, Ballarat Airfield, Victoria 1961. He raced well, 3rd behind the factory BRM P48’s of Dan Gurney and Graham Hill. He also raced in Australia the following summer in a Lotus 18. (autopics)

Ron competed in New Zealand and Australia that summer before setting off for London in a second ex-RAAF Commonwealth Aircraft Corporation built Mustang ‘G-ARUK’ on 12 April 1962.

He left Moorabbin Airport in Melbournes’ southern outer suburbs enroute to Sydney where he was heading to have additional fuel tanks fitted.

The Mustang had only been in the air 10 minutes, heading east over the Dandenong Ranges when he radioed in to report ‘I’ve got trouble. I’ve lost my compass, i’m at 3000ft and in heavy cloud’, immediately after this, contact with the plane was lost, the aircraft crashed into bush on the Monbulk hillside in thick cloud and light misty rain. Flockhart was still in the aircrafts debris which was spread around the crash site, strapped to the remains of his seat with his parachute attached.

Flockhart Mustang 1962

Ron Flockhart in the hours before his death. P51 Mustang CA-18 Mk21 frame # ‘A68-113’ was one of many built by the Australian ‘Commonwealth Aircraft Corporation’ in Melbourne during  WW2 (Geoff Goodall)

A Ministry of Aviation Report did not conclusively determine the cause of the accident but it was considered a possibility ‘that the pilot temporarily lost control of the aircraft whilst circling in cloud, and that it subsequently stalled during the recovery and turn to avoid the high terrain…’

Flockhart portrait

Lovely portrait of Ron Flockhart at the 1959 Silverstone ‘Daily Express International Trophy’ meeting in May. RF finished 3rd in his BRM P25, the race won by Brabhams’ Cooper T51 Climax. (John Ross Racing Archive)

Flockhart obit

Etcetera…

Flockhart Le Mans 57

Flockhart Le Mans 1957 (Automobile Year)

Flockhart Le Mans 1957

Nice shot of Flockhart cornering the D Type during the ’57 race. ‘XKD606’ works supported with factory 3.8 litre injected engine, last of the ‘long-noses built’. (unattributed)

Mintex 57 Le Mans ad

Flockhart Le Mans 1956

Ron Flockhart in the D Type he shared with Ninian Sanderson to win Le Mans in 1956.(Automobile Year)

Le Mans 1957 finish

Flockhart leads the second placed sister Ecurie Ecosse D Type of Sanderson/Lawrence over the line, record distance travelled which stood for the next 4 years .(unattributed)

Flockhart WF 1961

Flockhart 5th in his Cooper T51 Climax, ‘Warwick Farm 100’ January 1961. The race was won by Moss in a Lotus 18 Climax. (John Arkwright)

Photo Credits…

Motorsport Magazine, autopics, Geoff Goodall, John Ross Motor Racing Archive, John Arkwright

Finito…