Posts Tagged ‘Jim Clark’

(B Hickson)

Jim Clark stops his Lotus 39 to collect a celebratory beer after winning the 13 February 1966 ‘Warwick Farm 100’ Tasman round…

Clark won the Tasman Series in 1965, 1967 and 1968. His 1966 mount, whilst a good car, the 2.5 litre Coventry Climax four-cylinder engine was outgunned by the ex-F1 BRM P261, the capacity of which had been stretched from 1.5 to 1.9 litres with Jackie Stewart winning the championship taking four victories from eight rounds.

I wrote a feature article about this one-of-a-kind Lotus 39 a while back; https://primotipo.com/2016/02/12/jim-clark-and-leo-geoghegans-lotus-39/

JC and the lads looking fairly relaxed for this Thursday or Friday WF test of the 39, WF pitlane 1966 (ABC)

From the off at WF: Clark’s Lotus 39 scampers away from the Hill and Stewart BRM P261’s and Frank Gardner in Alec Mildren’s Brabham BT11A Climax #4 (WFFB)

Jim’s only 1966 Tasman win was in Sydney- Barry Hickson took this photograph whilst a flag marshall at Homestead Corner recalled that Dick MacArthur Onslow, the Homestead Sector Marshall promised Jim a ‘cold one’ if he won, here in the opening photo, the great Scot has pulled up to collect the promised cool beverage from Dick!

Benz 230SL to Clark’s liking, Homestead Corner fans happy to have JC back after his stop a short time before (B Hickson)

Clark and WF supremo Geoff Sykes swap notes after the 1966 win (WFFB)

Clark excelled at the technical, depending, outer Sydney track, he started from pole and won from Graham Hill, BRM P261 and Frank Gardner in Alec Mildren’s Brabham BT11A Climax with JYS fourth in the other P261.

In fact the ‘Farm was a very happy hunting ground for Jim, he raced there from 1965 to 1968 winning on three of his four visits aboard works Lotus machines- 1965 32B Climax FPF, 1966 39 FPF, and in 1968 aboard a 49 Ford DFW, the 2.5 litre variant of the 3 litre F1 Ford Cosworth DFV. In 1967 he fell short of the mark but not by much taking second to Jackie Stewart’s BRM P261, that Tasman Series the BRM V8’s were stretched to 2.1 litres in capacity. Jim’s 1967 car was an F1 Lotus 33 Coventry Climax FWMV 2 litre V8.

Victory for Clark at WF in 1966 aboard the Lotus 39- a car which would become iconic in Australia thereafter in Leo Geoghegan’s hands in both Coventry Climax and Repco V8 engined forms. And still resident in Oz (unattributed)

 

 

Credits…

Barry Hickson, Aust Broadcasting Corp, Warwick Farm Facebook page

Tailpiece: Clark on the way to his 1965 Warwick Farm 100 win, this time in his Lotus 32B Climax, Homestead Corner…

(B Hickson)

And the same 32B chassis in the WF paddock beside Jack Brabham’s Brabham BT11A Climax, with Roy Billington toiling Jack’s car. Is that Ray Parsons behind the 32B? Who is the Repco clad bloke looking at Jim’s car who attended to Jack every year whilst he was in Oz?

(B Hickson)

 

 

 

Finito…

 

 

(Mirrorpix)

The Coventry Climax ET199 was said to be the first British produced forklift truck, 8 October 1946…

‘Seen here being demonstrated by a girl worker at the Coventry factory that produces the truck. The demonstration included lifting a racing car weighing nearly one and a half tons’ the Getty Images caption advises. I wonder what the ‘racing car’ is?

So, there you go, a Coventry Climax trivia question the answer to which you have always been waiting for!

Post war ‘Climax changed its focus away from car engines into other markets including marine diesels, fire pumps and forklift trucks. The ET199 was designed to carry a 4,000 lb (1,800 kg) load with a 24-inch (610 mm) load centre and a 9 ft (2.7 m) lift height for those with a particular interest in these devices.

The fire pump market and race adaptations of that engine proved rather successful for the company!

(Mirrorpix)

In another bit of trivia Prince Phillip paid the lads in Coventry a visit on 21 June 1966 and is doing his best to show some interest in a 2 valve Climax FWMV V8. Those with a keen knowledge of the company’s history will recall the only works Climax engines deployed in F1 that year was the special 2 litre, 4 valve FWMV Leonard Lee built for Colin Chapman to tide Jim Clark over until the BRM H16 engine was ready to pop into Col’s Lotus 43 chassis. Click here for a short article on the Lotus 33 which used this engine.

https://primotipo.com/2014/09/28/jim-clark-lotus-33-climax-monaco-gp-1967-out-with-the-old/

Credits…

Getty Images, Digby Paape

Tailpiece: Clark in the 2 litre Lotus 33 Climax FWMV V8 at Levin, New Zealand in 1967, he won the race and the series in ‘R14’…

(Digby Paape)

Clarks Lotus 33 ‘R14’ was a chassis which had been kind to him. He first raced it at Brands Hatch in July 1966, and, fitted with the super, trick, only 2 litre version of the Coventry Climax FWMV V8 it had served him well, he drove the car when the heavy ‘H16’ engined Lotus 43 was unsuited to the circuit or circumstances. His best result against the new 3 Litre F1’s was a strong third in Holland.

He won the Tasman series in ‘R14’, assisted greatly by the unreliability of the Brabhams and the BRM P261’s which had been so dominant the year before. He raced a Lotus 43 in South Africa, the first GP of 1967, then ‘R14’ for the last time at Monaco, finally getting his hands on the Lotus 49 at Zandvoort. By that time he was a British Tax exile so the first time the Scot saw the car was when he drove it in Holland, he hadn’t even tested the thing!

Finito…

John Surtees looking very cheery prior to the 1960 Solitude GP aboard his Rob Walker/works/AFN Porsche 718/2, 24 July 1960…

And so he should, not long before he had won the 500cc motorcycle GP aboard an MV Agusta before jumping into his car for the Formula 2 Grand Prix, his fortunes in that event not so good.

I found this photo randomly on Getty Images, this brief Porsche chapter of the great mans career was not one I was familiar with but a couple of my online buddies identified the event- many thanks to Roger Virtigo and Glenn Ducey.

My initial plan for this article was a quickie on Surtees’ first year in cars but then I became rather enamoured of the Solitude circuit, in particular the significance of the 1960 race for reasons which will become clear when you read the great Denis Jenkinson’s MotorSport account of the weekend.

Whilst still the benchmark in grand prix motorcycle racing – he would retain both his 350cc and 500cc world titles aboard MV’s in 1960 – Surtees at 26 years of age, stepped into cars that year.

Surtees ventures onto Goodwood, Cooper T52 BMC FJ 19 March 1960 (LAT)

Clark from Surtees, Lotus 18 Ford and Cooper T52 BMC, Goodwood, 19 March 1960 (LAT)

His first race on four wheels was in Formula Junior at Goodwood on 19 March. He finished second to rising star Jim Clark’s Lotus 18 Ford during the BARC Members Meeting in a Ken Tyrrell Cooper T52 BMC. Click here for a short article about his debut; https://primotipo.com/2016/01/18/surtees-first-car-races/

Two months later he made his F1 world championship start at the Monaco GP in late May- Q15 and DNF gearbox on lap 17 in the race won by Stirling Moss in Rob Walker’s Lotus 18 Climax FPF.

In Surtees home GP in July, the British at Silverstone, he finished second, an amazing performance, Jack Brabham won on the way to his second World Championship aboard his works Cooper ‘Lowline’ T53 Climax.

Whilst the Lotus 18, Colin Chapman’s first mid-engined design was in many ways the 1960 ‘Car of The Year’ it was still amazing stuff, the transition from two to four wheels never done as smoothly before or since.

Surtees, works Lotus 18 Climax, on the way to 2nd in the 1960 British @ Silverstone-ain’t she chunky but pretty sans roll bar. And fast (unattributed)

It was with his tail up that Surtees headed off to the Solitude Grand Prix, that year an F2 race for cars of 1.5 litres or less in capacity.

The 7.1 mile Solitude circuit, a few miles out of Stuttgart had been in existence for many years- used mainly for motorcycle racing it took its name from Schloss Solitude, an old German castle on top of one of the hills overlooking the valley in which the circuit lay. The circuits narrow width precluded its use for cars until that was addressed, an international Formula Junior race was run in 1959 with the 1960 F2 race appropriate for a circuit Denis Jenkinson, who had raced on it as a motorcycle competitor, rated as one of the best in Europe.

The entry was excellent with the works Porsche, Ferrari and Lotus teams competing, as well as Jack Brabham with a Cooper

Porsche fielded five cars altogether, determined to win on their own proving ground with Bonnier, Hill and Herrmann driving the regular three factory cars. The Rob Walker car had been retrieved, a standard Porsche racing gear-change put back on it and loaned to Surtees, while a brand new car was finished the night before practice and driven by Dan Gurney, so the whole BRM team were being used!

Team Lotus entered three works Lotus 18’s driven by Ireland, Clark and Trevor Taylor, the last two also driving in the Formula Junior race with other 18’s.

Scuderia Ferrari sent two entries, one a normal front-engined 246 with a Dino 156 engine driven by Phil Hill, and the other a new version of the F2/60 rear-engined experimental car, driven by von Trips. ‘This car was basically the rear-engined model (246P) that appeared at Monaco and Zandvoort, but had undergone a lot of modifications. The construction of the wishbones had been altered and also their size and positioning on the chassis, so that although there were still double-wishbones and a coil-spring to each wheel they were of a new pattern. The 1 1/2-litre V6 Dino 156 engine was coupled to the gearbox/final drive unit used on the car at Zandvoort, still with inboard disc brakes, but instead of the clutch-operating mechanism being mounted on the last chassis cross-member it was now on an alloy casting bolted to the rear of the gearbox casing and curving round the left side of the clutch body, which was still exposed. Consequently the chassis tube extensions beyond the gearbox were cut off and the space frame finished under the gearbox. There was no water header tank over the engine and the vertical distributor had been replaced by a horizontal one on the front of the engine, so the high head faring could be done away with and the rear decking was made flat, like a Lotus, with a perspex bubble open at the front over the three downdraught Weber carburetters. The tail of the car ended in an aperture fitted with a grille that would have made a nice radiator cowling for a front-engined car, and two long thin megaphone exhaust pipes stuck out the back, protruding well beyond the extremity of the body. The short, stumpy nose of the car was much as before, with the radiator fed from a typical 1960 Ferrari cowling and the cockpit having a wrap-round screen’.

The significance of the above car, the mid-engined 1.5 litre V6 Ferrari 246P will be clear to most of you, the car referred to above was the prototype of the machines which would dominate grand prix racing in 1961, the commencement of the new 1.5 litre F1. I wrote about this car a while back;

https://primotipo.com/2015/10/04/monaco-panorama-1958/

GP gridding up. #22 Gurney Porsche 718/2, #4 Bonnier and #5 Herrmann ditto 718/2, #7 is the mid-engine Ferrari 246P 1.5 of Von Trips and the subject of extensive coverage by Jenkinson above. #6 Hill G Porsche 718/2, #14 Wolfgang Seidel Cooper T45 Climax, #16 Innes Ireland Lotus 18 Climax, #11 Jack Lewis Cooper T45 Climax (unattributed)

Jack Brabham represented Cooper with a 1959 car built up from bits and pieces, either a T43 or T45 and was looked after by his own mechanic- they were still cobbling the car together as practice got underway, whilst the rest of the Coopers were private entries.

‘With rain pouring down during the first session of practice there was little hope of judging how things would go, except that von Trips was outstandingly fast in the rear-engined Ferrari, at one time being 30 sec faster than anyone else and passing the factory Porsches on the winding leg of the circuit and leaving them. Although the car was sliding and slithering about in the wet von Trips seemed quite unconcerned, feeling perfectly safe in the car.’

‘The second session was a lot better…The rear-engined Ferrari was still going well and was soon down below the old sports-car record of 4 min 34.4 sec, and went on to get below 4 min 30 sec. The only driver to challenge von Trips was Jimmy Clark, who was benefiting from double practice, being out with the Formula Junior cars as well as the Formula 2 cars, and as the afternoon wore on he went faster and faster. The only other driver to get below 4 min 30 sec was Hans Herrmann and he was down to 4 min 28.3 sec, but von Trips had done 4 min 24.1 sec, while just as practice finished and the track was at its driest for the day, Clark did 4 min 23.6 sec…Practice took place again for 11/2 hours on Saturday afternoon, but once again rain completely washed things out and everyone’s times were nearer 5 min than 41/2 min.’

The challenges of the road circuit resulted in Australian rider Bob Brown’s death later from head injuries sustained when he fell from his Honda 250-4 during the motorcycle practice session.

The 30 year old, born at Little Plains near Inverell, New South Wales trained as motor mechanic and worked as such and as a taxi-driver in Sydney before local success led to seeking fame in Europe in 1955.

After doing well on privately owned bikes he was picked up by Gilera in 1957. In 1959, riding his private Nortons he was third in both the 350 and 500 World Championships beaten only by the works MV’s. Because of his experience aboard the Gilera fours in 1957 he was offered a works Honda 250-4 in 1960 on a race by race basis. On one of these technically very advanced machines, commented upon by Jenkinson below, he was 4th at the IOM TT becoming the first Western rider to score points on a Japanese bike.

Bob Brown, place and date unknown (AMCN)

Solitude was only a month later, Brown crashed on dirt or grit brought onto the surface by errant cars on the ‘notorious sand pit curve’ on the twisty Mahdenthal section of the course. Another theory has it that he was cruising back to the pits with a misfiring engine which suddenly popped onto all four cylinders- whatever the case he was tossed off his mount sustaining head injuries to which he later succumbed.

Even though he only contested four of the seven 500cc championship rounds in 1960, Brown was still 4th in the championship standings aboard his trusty Norton behind three MV’s- at Assen he was 2nd where he split the MV entries. In an lovely tribute to this little known Australian, Honda in its book ‘The Race for Leadership: 1961 World Championship Road Race’ the company produced to celebrate its maiden World 125/250 titles won by Tom Phillis and Mike Hailwood-Honda wrote that ‘Brown untiringly helped the Japanese riders who were new to the game and actively helped to improve the Honda-Four. Bob Brown was one of the foundations of Honda success’.

GP, the off. Bonnier from Hill and Hermann all Porsche 718/2, then Von Trips Ferrari 246P and to the outside of him Ireland’s Lotus 18, #19 Surtees and #22 Gurney both Porsche 718/2 with Jim Clark’s distinctive Lotus 18 to Gurney’s outside and the rest (Getty)

‘Sunday was happily fine and sunny and a crowd of 250,000 lined the circuit to watch first of all the motorcycle races, then a vast procession of publicity vehicles, and finally, the Formula Junior and Formula 2 car races.

In the 250-cc motorcycle race the outstanding thing was the Japanese Honda machine which finished third, this having a four-cylinder twin-overhead camshaft engine with four valves per cylinder and developing its peak power at 13,500 rpm, while it would safely run up to 16-17,000 rpm.

The technical variety of engine development in the motorcycle-­racing world was something which made the Formula 2 racing world realise that we are stagnating for want of new engine designs. The 250-cc motorcycles had vertical twins, transverse fours, single cylinders, and two-strokes both air- and water-cooled, and there seemed to be no accepted layout which everyone was following.’

Surtees on the way to his 500cc MV Agusta Solitude GP win (unattributed)

‘The 500-cc class saw the usual easy win for John Surtees on the MV Agusta four-cylinder machine, and then we passed to Formula Junior.

The race was a complete sweep for Lotus-Ford cars, the works car of Jimmy Clark having an unchallenged win after Henry Taylor in Tyrell’s Cooper­-BMC had blown up his engine. Trevor Taylor was confidently following Clark in second place and they forgot the opposition so much that they overlooked Ouveroff in another Lotus-Ford, who suddenly closed on them two laps before the end and split their confidence, finishing in second place. Of the first six cars, five were Lotus-Fords, odd man out being Ballisat with Tyrell’s second Cooper-BMC.’

Grid of the FJ race. #1 Clark Lotus 18 Cosworth, black Cooper alongside Keith Ballisat Cooper T52 BMC?, #9 Juan-Manuel Bordeu Lola Mk2 Ford, #3 settling into his car Pater Arundell Lotus 18 Cosworth and the rest (unattributed)

‘Finally we came to the race of the day, with weather conditions perfect and twenty cars lined up on the grid, the only non-starter being de Beaufort, whose Climax engine was beyond repair…The race was to be run over 20 laps, a distance of 228.340 kilo­metres and the start was perfect, with Bonnier just leading the field towards the first corner. At the end of the opening lap the first nine cars were so close that it was relatively unimportant who was leading, though in fact it was Graham Hill in front of Bonnier, with Herrmann, von Trips, Gurney, Ireland, Surtees, Brabham and Clark following.

With the track nice and dry for the first time this little lot were really motor racing, the standing lap being in 4 min 24 sec, and the first flying lap in 4 min 15.1 sec (virtually 100 m.p.h. average). Bonnier led on lap two, von Trips on lap three and Clark on lap four, while the others were nose-to­-tail in varying orders, there being no signs of a procession begin­ning as yet. With the exception of Clark and Taylor, who had just driven in the Junior race, none of the others knew anything about the circuit in the dry, so we were witnessing, in effect, the first really serious practice session, and it was really serious. While Trevor Taylor was a bit out of his depth in this race, only his second with an F2 car, Clark was really profiting from his Junior race and his progress on the first few laps was 9th, 6th, 3rd and 1st, and having got the lead he drew away steadily, driving most beautifully, setting a new lap record at 4 min 08.0 sec.’

Clarks’s Lotus 18 Ford during his victorious run in the FJ race, he won from two other Lotus 18’s- Aussie Steve Ouvaroff  and Lotus teammate Trevor Taylor (unattributed)

‘Meanwhile the rest of the runners were learning the circuit in the dry, and Herrmann led von Trips, Bonnier, Gurney, Graham Hill, Brabham and Ireland, while Surtees was having gear-change trouble and dropping back a bit, to be caught by Phil Hill in the front-engined Ferrari. Then came Lewis all on his own, having outstripped the rest of the private owners, but not quite fast enough to keep up with the works drivers, and already Schlesser had fallen out with crankshaft trouble. On lap six von Trips passed Herrmann once more and Graham Hill passed Gurney, but on the next lap Gurney was in front again, and at the end of the field Bianchi retired with a broken oil pipe and Seidel gave up as he thought his shock-absorbers were not working.’

On lap eight Clark had 1/2 sec lead but Herrmann was back in second place and Phil Hill had moved up a place into ninth position ahead of Surtees, and still the first ten cars were all pressing on at unabated speed. On lap nine Clark began to get worried about rising water temperature, for there had been signs of a head gasket leak on the starting line, while Herrmann and von Trips were now getting into their stride and the Ferrari brought the lap record down to 4 min 07.5 sec, and for the first lap since the start of the race there was no change in the order anywhere through the field. Halfway round lap 10 the leading Porsche and the rear-engined Ferrari were gaining rapidly on the Lotus and as Clark finished his tenth lap he drew into the pits, just as Herrmann and von Trips went by. In a flash the next eight cars were past, while water was poured into the Lotus and Clark restarted in tenth place, for Lewis also drew into the pits to retire with two broken main-bearing caps and a ruined crankcase. Behind the leading bunch came Trintignant, Taylor, Gregory, Gendebien, Laureau, Barth and Cabral in that order but spaced out.

Having got the lead Herrmann really flew and lapped in 4 min 07.0 sec, but von Trips was not giving in and two laps later recorded 4 min 06.4 sec and closed on Herrmann, and the two of them were now leaving Bonnier behind, who was being followed by Graham Hill and Gurney, who were changing positions continuously, and behind them came Phil Hill and Ireland, also chopping and changing places, while some way back Trevor Taylor had got in front of Trintignant. On lap 11 Brab­ham gave up with a split head gasket, never having been in the picture, and Surtees was slowing visibly, his continual gear-­selection trouble having caused missed gears and subsequent bent valves.

On lap 13 von Trips was only a few lengths behind Herrmann’s Porsche, on the next lap he was right on his tail and he stayed like that for two more laps, while the two of them drew 16 sec ahead of Bonnier, but Graham Hill and Gurney were urging each other along and were catching Bonnier. On lap 16 Herrmann did 4 min 06.0 sec, but on lap 17 von Trips replied with 4 min 04.7 sec and sailed by into the lead, and the Ferrari really showed its possibilities by pulling out a 11/2-sec lead over the Porsche. Graham Hill and Gurney were still passing and re-passing and were now up with Bonnier, while Ireland and Phil Hill had not yet settled their battle.

On lap 15 Trevor Taylor had retired at the pits when a cam-­follower had broken and on lap 16 Surtees had run wide on a corner trying to take it in a high gear to save the trouble of sorting the selectors out, and had spun on some loose gravel and stalled. Clark was still running, but a long way back from the leaders, and most of the tail-enders had been lapped. The rear-engined Ferrari was now safely in front and von Trips was making no mistake and he finished the 20 laps nicely ahead of Herrmann, having thoroughly trounced the Porsche team on their own door­step. On lap 19 Graham Hill got into third place, but on the last lap Bonnier got by him down the straight and led him over the line with Gurney right behind them, and a little way back Phil Hill led Ireland on the penultimate lap only to be re-passed yet again on the last lap.

For once this had been real motor racing, with the first seven cars all going as hard as they knew how for the whole race, and if this was a foretaste of 1961 Grand Prix racing then no-one is going to be disappointed. Dan Gurney summed up this excellent race very nicely when he said : “I’ve never had to drive so hard in my life just for fifth place”. DSJ.’

Beautiful shot of Surtees Lotus 18 on the cobbled pave of the Oporto streets (LAT)

Surtees further showed his mettle at Oporto, the Portuguese Grand Prix held on 14 August.

In only his third event in 2.5 litre Grand Prix cars he put his Team Lotus 18 on pole on the unfamiliar challenging portside/coastal circuit.

Surtees lost out in the early skirmishes as Dan Gurney’s BRM P48 grabbed the lead, but he soon overcame Stirling Moss, Lotus 18 Climax – returning from injuries sustained at Spa – to run 2nd. The Lotus then closed on Gurney and was poised to challenge for the lead when the BRM hit engine trouble. Moss now moved forward and started applying pressure to Surtees, only to have to pit for a plug change on his Lotus 18. That left Surtees comfortably clear of reigning world champion Jack Brabham.

But Surtees had been battling with a fuel leak and, eventually, his petrol-soaked feet slipped off the pedals. The resulting incident burst the Lotus’s radiator and forced Surtees out of the race, but he looked at home up front of the field, which is rather where he belonged!

Another shot of Surtees on the run at Oporto (B Cahier)

Did you say the motel was to the left or right? Surtees on the road @ Riverside 1960. Lotus 18 Climax (Getty)

With his motorcycle commitments the only other F1 championship appearance for the great Brit that year was at Riverside, site of the 1960 US Grand Prix in late November.

There he qualified his Team Lotus 18 6th but spun and was collected by teammate Clark causing John’s retirement. Clark soldiered on using the nose cone off Surtees car! Stirling Moss won the race in the Walker Lotus 18, the fastest combination of the year- and noting Moss’ monster accident at Spa in June which outed him from mid-June till late November.

Surtees made a huge impact in his first season in cars- he was off to UDT Laystall for 1961 on an inexorable rise which took him via Lola to Ferrari in 1963 and a world title in 1964. Click here for an article on his Ferrari 158 championship year;

https://primotipo.com/2014/11/30/john-surtees-world-champion-50-years-ago/

Etcetera: Denis Jenkinson’s description of the wild Solitude road circuit…

‘The starting area is wide and level and a short straight leads into a series of four left-hand bends, they can be taken in one complete arc, to form a very large-radius hairpin, “Glemseck,” turning the direction of the road through 180 degrees. Between the start and the first corner are the pits, intelligently placed at an angle to the main track, the first pit being some 20 feet from the edge of the track and the last one being about 10 feet from the edge, thus allowing everyone in the pits a fairly unobstructed view and making a very large wedge-shaped pit area.

After turning through 180 degrees the road climbs steeply up the side of a hill, round a very tight hairpin to the right, “Hedersback,” and on up the hill on a gradient of nearly 1 in 61/2, levels out a bit on a left curve and then climbs up round a fast right-hand curve to the top of the hillside. Here it takes a long fast left-hand bend over the brow, “Frauenkreuz,” and down the other side, followed by another very fast downhill right-hand curve, and drops over a sharp brow to plunge down into a sharp left-hand corner, in thick woods. As the road levels out here this corner can be taken faster than imagined for the sudden cessation of losing height as you hit the corner means that the car gets a terrific downward thrust from its own weight, helping the cornering power of the tyres. From here the road is more or less level and to all intents and purposes is straight, although in actual fact there are two left-hand curves, but these are flat out. This ends in a very sharp right-hand hairpin that drops downhill to a left­hand hairpin that continues to drop downhill and is followed by a short straight rush down to a lake.

Here the road turns sharp left round the edge of the lake and from here to the start the road runs along the bottom of a valley and is flat, but by no means straight. From the lake to the starting area there is a series of fast and slow corners, running through woods with a high bank on the right. This is the most difficult part of the course, for so many of the corners look alike and all are rather similar as regards surroundings, making them difficult to identify, and for 31/2 kilo­metres after leaving the lake, on this home stretch, there is no straight and the car has to be whipped from one lock to the other. The last of this long series of swerves is a left-hander which brings you out of the woods and onto the short pits straight.

The circuit measures 11.417 kilometres to the lap (approximately seven miles) and contains just about every situation one could wish for in a racing circuit, and the whole thing is on normal public roads, closed for the occasion of racing, and sports cars lapped it at 150 kph (approximately 93 mph).’

Innes Ireland clipping the grass for the Solitude organisers during his victorious run during the 1961 GP- his works Lotus 21 Climax won from Jo Bonnier’s Porsche 718 and Dan Gurney’s similar car. Here he leads Jack Brabham Cooper T53 Climax not long after the start. The fast, open, wooded terrain of the circuit shown in this marvellous shot (Sutton)

Bibliography…

Solitude GP race report by Denis Jenkinson in MotorSport August 1960, Autosport, oldracingcars.com, Australian Motorcycling News article by Don Cox, ‘Motorcycle GP Racing in The 1960’s’ Chris Pereira, F2 Index

Photo Credits…

Getty Images, LAT, Sutton, Bernard Cahier, Australian Motorcycle news

Tailpiece: Likely Lads- Ireland, Clark, Surtees and Chapman, what an array of talent! Team Lotus, Oporto, Portugal 1960…

Finito…

 

(Ron Laymon)

Denny Hulme caresses his Repco Brabham ‘RB740’ V8 in the Mosport pits during the Canadian GP weekend, August 1967…

As well he should too, it was this engine which powered his Brabham BT24 to victory in that years drivers championship. Mind, you that statement is not entirely correct as Denny used the ’66 engine, ‘RB620’ early in the season as Jack raced the 740, that engine was only used by the Kiwi after Jack deemed it available and raceworthy to him.

In the meantime Denny scored 4th in South Africa and won at Monaco using RB620 V8’s- those results won Denny the title really, Jack was 6th and failed to finish in the same two races. Denny’s 51 points took the title from Jack’s 46 points and Jim Clark with 41.

Clark from Hill during the 1967 British Grand Prix at Silverstone, Lotus 49 one-two for a while at least, GH retired with engine failure on lap 64 to end a dismal weekend, he crashed after suspension failure on Saturday. Clark won from Hulme’s BT24 and Chris Amon’s Ferrari 312 (Sutton)

Clark’s 4 wins shaded Jack and Denny with two apiece in the epochal Lotus 49 Ford Cosworth. Any design which is competitive over four seasons, inclusive of drivers and manufacturers title wins (Hill in 1968 and Rindt in 1970) is ‘up there’ in the pantheon of great GP cars. The 49’s first win was Clark’s victory at Zandvoort in ’67 upon the cars debut, its last the result of Jochen Rindt’s stunning tiger drive at Monaco in 1970- at his friend Jack Brabham’s expense, the great Aussie pressured into a famous last lap error by the storming Austrian.

Without doubt the Lotus 49 was the car of 1967, its always said it would have won the title with more reliability that it did not have as a brand new car.

But that simple analysis fails to give credit to the Aussies.

The Brabham BT24 was a ‘brand-spankers’ design as well. Tauranac says that it was only his second ‘clean sheet’ GP design, his first was the BT3 Climax which raced from mid-1962. The GeePee Brabhams which followed were evolutions of that design.

Love these close-up shots. Its Denny’s BT24 and RB740 engine the cam cover of which has been removed to give us a better look. The cars spaceframe chassis is clear- small car for the era. Based on Tauranac’s BT23 F2 design the engine was tightly proportioned and economical of fuel so the package around could also be tight. From the bottom you can see the distinctive ribs of the 700 block below the top suspension radius rod. To its right is an ally tank held in place by a rubber bungy cord, a fuel collector which picks up from the two, one each side, fuel tanks. SOHC, 2 valve V8, circa 330 bhp in period. Cams chain driven. Note the rail carrying coolant behind and above the camshaft. Fuel injection is the ubiquitous, excellent Lucas product, to the left is the top of the Bosch twin-point distributor. In the centre of the Vee is a hornets nest of carefully fabricated exhausts- wonderful examples of tube bending art. Ferrari fitted 12 within the Vee of its engine in a trend common at the time. The idea was to get the pipes outta the breeze and away from suspension members. What a wonderful bit of kit it is (Laymon)

The ‘RB740’ SOHC, 2 valve, ‘between the Vee’ exhaust engine was also a new design. Both the Repco designed, Commonwealth Aircraft Corporation cast ‘700 Series’ block and the ’40 Series’ heads (the heads were cast by Kevin Drage at Clisby Industries in Adelaide) were new. They were completely different to RB620, albeit the 700 block could and was bolted to 20 Series heads and ancillaries when 620’s were rebuilt and its modified Oldsmobile F85 block cast aside as no longer fit for purpose.

Jack and Repco ‘blooded’ or tested the head design in the early 1967 Tasman races but the block was not ready then- the 2.5 litre 1967 Tasman engines were ‘640 Series’, a combination of the ’67 heads and the 1966 modified by Repco, Olds F85 blocks. The first 700 blocks were used in F1, not the Tasman Series. In fact the early ’67 F1 engines used by Jack were 640’s as well. Denny used 620’s early on in ’67, as mentioned above just to add to the confusion!

My point is that the all new Brabham BT24 Repco won 4 races and took the ’67 drivers and manufacturers titles beating the all new Lotus 49 Ford which also won 4 GP’s- Graham Hill was winless in the other 49 that year. (I’ve ignored the 49’s guest drivers in this analysis)

BT24 sans Hewland DG300 during the German GP weekend. Elegant simplicity of the design laid bare. Spaceframe chassis, rear suspension comprising single top link, inverted lower wishbone, coil spring/damper, twin radius rods and an adjustable roll bar. Eagle eyed Aussies may note the ‘Lukey Muffler’ tipped exhausts (unattributed)

It could also be said that the 49 chassis design was not really all new- the 1966 Lotus 43 is identical in layout inclusive of suspension and using the BRM H16 engine as a stressed member, as the Ford DFV was.

So whaddam I saying?

That the spaceframe Brabham BT24 Repco combination was ‘newer’ than the monocoque Lotus 49 Ford which was really the 43 chassis design, suitably lightened and modified to carry the DFV, a much lighter and fuel efficient moteur than the sensational but corpulent, complex BRM engine. Let the correspondence begin! Here is a link to my Lotus 43 BRM article, form a view yourselves.

https://primotipo.com/2015/02/17/jim-clark-taking-a-deep-breath-lotus-43-brm/

Tell me in a conceptual sense how the 49 chassis and suspension differs from the 43? There was plenty of Ford funded PR hoopla around the Lotus 49, we have all seen the footage. It was hardly going to be the case that Chapman said of the Lotus 49 chassis ‘we needed a known platform to bolt the new engine to, so we used the BRM engined 43 chassis design with minor mods to suit the much lighter, smaller DFV’. Much better to tout the whole lot as ‘all new’- no drama in that, its all fair in a corporate bullshit sense, its just not quite true and largely a myth perpetuated by many over time. Time after time!

Lotus were not the first to use the engine as a stressed part of the car either, although that is widely attributed to Chapman. Jano did it with the D50 Lancia, Ferrari with the 1512 and BRM the P83 H16.

In any event, lets give the Brabham BT24 Repco ‘740’ V8 the respect it deserves but seldom gets.

Clark in the Mosport paddock 1967, his eyes well focused on the fashionably attired young Canadian missy, despite having just bagged pole. Lotus 49 Ford (unattributed)

Canadian GP Mosport- 27 August 1967…

This first Canadian F1 GP was in many ways an exemplar of the words above. Clark and Hill qualified 1-2 with Denny sharing the front row on Q3.

Clark led from the start to be passed by Hulme, Denny’s flat, fat Repco torque curve was more suited to the slippery wet conditions than the DFV which was notoriously abrupt in its power delivery early in its development. Bruce McLaren’s BRM V12 engined M5A was up to 3rd at one point. As the track dried Clark worked his way into the lead- which he kept after rain started again until lap 68 when the engine cut out. Jack won from Denny with Hill in the other 49 4th and Canadian driver Eppie Wietzes a DNF during a Lotus 49 guest drive with the same ignition dramas as Clark.

Maybe the truth is that the difference between the Lotus 49 and Brabham BT24 in 1967 was that Clark sat aboard a Lotus not a Brabham? For sure Jimmy would have been lightning fast in the light, chuckable BT24. Faster than Jack and Denny for sure.

Graham Hill quizzing Jack about the pace of his BT20 ‘640’ at the Silverstone BRDC International trophy in April 1967, Mike Parkes Ferrari 312 took the win from Jack. Red car is Bruce McLaren’s McLaren M4B BRM (Schlegelmilch)

A further point is around car preparation. The 1962/68 World Champion, Hill G, still at the peak of his powers was effectively neutered from the time the 49 appeared by the unreliability of the chassis he drove- of his 9 Lotus 49 starts he retired 7 times. Three of those were engine failures, the others due to driveshaft, suspension, gearbox and clutch problems. Clark retired 3 times in the same 9 races with ignition, suspension and ZF tranny dramas.

Brabham Racing Organisation prepared beautifully consistent cars in 1967 powered by very reliable Repco engines. Factory Brabhams took the championship F1 startline 22 times in 1967 for 4 DNF’s, all due to 740 Series engine failures- Jack’s broken rod at Monaco, both drivers at Spa and Denny’s overheating at Monza.

Clark was far and away the quicker of the two Lotus men- Jim started from pole in 6 of those 9 races, Hill from pole in 3 of them. As I have said before ‘if yer aunty had balls she’d be yer uncle’- but IF Hill had won a race or two that Clark did not, the manufacturers title would have been Lotuses not Brabhams. Because the lads from Hethel did not prepare two equally reliable cars the title was Brabham’s not Lotus’, surely a fair outcome?!

Denny Hulme in his ‘brand spankers’ Brabham BT24 Repco ahead of Chris Amon’s Ferrari 312 during the 1967 French Grand Prix, Bugatti Circuit, Le Mans. Jack won from Denny, Chris retired on lap 47 with a throttle linkage problem. The Ferrari 312 was a big car, the sheer ‘economy’ of the little, light, BT23 F2 derived BT24 shown to good effect in this shot. Note the air-scoop used to cool the fuel metering unit in the Tasman and some of the ‘hot’ races in the GP season (unattributed)

Denny’s 1967…

Didn’t he have a ripper season! In addition to the F1 drivers title he could easily have won the Can Am Series in Bruce McLarens M6A Chev, the first of the wonderful ‘papaya’ cars too. He went back to Mosport a month after the Canadian GP and won the Can Am race in addition to wins at Road America and Bridgehampton. Bruce just won the title with a smidge more reliability than his Kiwi buddy, 30 points to 27.

Denny didn’t have great reliability in the Tasman Series at 1967’s outset but then again the Brabham main game was engine development in advance of the GP season’s commencement. The cars were match fit for the World Championship partially due to development work done in Australasia by Jack, Denny and Repco in January and February whilst Tauranac beavered away on his new BT24 chassis design back in the UK- which is about where we came in!

Michael Gasking in grey coat and Roy Billington in shirtsleeves fitting a 2.5 litre RB640 V8 at Repco Maidstone during the 1967 Tasman. Cars raced in the ’67 Tasman were BT22 ‘F1-1-64’ for Denny and BT23A ‘1’ for Jack. The latter car is very much the F1 ‘BT24 prototype’ being a modified F2 BT23 frame to which the RB640 engine was adapted. Not sure which car is being fettled in this photo. It looks as tho they are about to fire her up- you can just see the end of a white ‘Varley’ battery by Roy’s foot and a red slave battery alongside. The motors Bosch distributor cap is missing but not a big deal to fit. The sound of those engines is oh-so-sweet! Not sure who the other two dudes in shot are, intrigued to know (Gasking)

Who Says Ron Tauranac designed the Brabham BT24?…

The BRO lads based themselves at Repco’s Maidstone headquarters in Melbourne’s western suburbs during the Tasman Series to fit engines before the Kiwi rounds and before/between the Sandown and Longford rounds in Melbourne and Tasmania each year. These two events were traditionally the season enders.

During these trips Jack, Denny, Roy Billington and others out from the UK operated from Maidstone both preparing the cars and spending time with the guys who built their engines. The Repco fellas all have incredibly strong, happy memories of these times.

The sketch below was made by Jack and Denny in the Maidstone lunch-room during a break in the days proceedings on the ‘1967 tour’.

Michael Gasking recalls that in between tea and bikkies the ‘guys were explaining to us what the ’67 F1 car would look like and its key dimensions’- so there you have it, Jack and Denny’s conceptual thoughts on the ’67 F1 car! The funny thing is, at that time, early March 1967 Ron Tauranac may not have been too far advanced with the ’67 chassis, the first didn’t appear until Jack raced BT24/1 at Spa on 18 June.

In the interim Ron was busy at Motor Racing Developments pushing F2 Brabham BT23’s out the door- far more profitable work than knocking together a few F1 cars for Brabham racing Organisation!

In any event, what a wonderful historical document! JB’s rendering of the RB740 engine is sub-optimal mind you, but its clear the guys have taken the time to carefully draw the car in pencil, and then add the dimensions in ink, or ‘biro’ I should say!

(Gasking)

Its hard to compare all of the BT24’s publicly reported dimensions with Jack’s sketches level of detail but the total height of the car at 34 inches tallies, whereas Ron’s final wheelbase was 94 inches rather than Jack’s 91.5 inches.

Re-engineering Jacks total width from tyre to tyre outside extremities at the rear of 69 inches- to a rear track dimension, using his 12 inch wide tyres, gives a rear track calculation of 57 inches for Jack whereas Ron’s was 55 inches.

The little air-ducts either side of the nose and in front of the driver didn’t make it, the steering wheel diameter agrees at 13 inches mind you these were trending down to what became the 10 inch norm. The outboard suspension layout all around is spot on of course, as is the use of a V8 engine…

At the end of the lunch, Michael scooped up the drawing which is now, 50 years later shared with us, many thanks Michael! Wonderful this internet thingy, isn’t it?

(Max Millar)

Related Articles…

On the Repco RB740 engine

https://primotipo.com/2016/08/05/rb740-repcos-1967-f1-championship-winning-v8/

The 1967 Repco Brabham season

https://primotipo.com/2015/09/03/life-magazine-the-big-wheels-of-car-racing-brabham-and-hulme-30-october-1967/

Hulmes 1967

https://primotipo.com/2014/11/24/1967-hulme-stewart-and-clark-levin-new-zealand-tasman-and-beyond/

Tailpiece: 1967 wasn’t all plain sailing, Brabham, Monaco…

(Getty)

Jack looking intently at the sight of his RB740’s Laystall, steel crankshaft. He can see it thru the side of the engines block, an errant connecting rod has punched a hole in its aluminium casing! Dennis Jenkinson’s MotorSport Monaco ’67 race report records that JB started the weekend with an RB640 engine fitted, and popped a new 740 in- which had circa 20bhp more, which he ran-in on Saturday and then qualified with, on pole.

Bandini got the jump at the start with the rod failing on the journey to Mirabeau, whereupon Jack spun on his own oil, travelling backwards all the way to the Station Hairpin, in the middle of the jostling pack. But the robust engine continued to run on 7 cylinders for the journey back to the pits, where this photo was taken, the great Aussie inadvertently trailing oil all the way around the course, the lubricant having an easy path out of the moteur via a not insignificant hole!

The rod problem was quickly fixed by Repco who fitted Carrillo’s- drama solved. The chassis is BT19, Jack’s ’66 Championship winning frame. Brabham first raced a BT24 at Spa on 18 June, Denny did not get his until Le Mans on 2 July. So you might accurately say the ’67 drivers and manufacturers titles were won with a mix of 1966 and 1967 chassis’ and engines!

Bibliography…

 ‘Brabham, Ralt, Honda: The Ron Tauranac Story’ Mike Lawrence, GP Encyclopaedia, Michael Gasking, ‘History of The GP Car’ Doug Nye, Garry Simkin

Photo Credits…

 Ron Laymon, Michael Gasking Collection, Sutton, Getty Images, Max Millar

Postscript: Jochen Rindt driving the ring off the BT24 at Kyalami, South Africa on 1 January 1968- he was third behind a Clark, Hill Lotus 49 1-2. Clark’s last F1 win sadly…

 

 

 

 

(Telegraph)

The highest paid Dunlop tyre fitter in the world attends to the needs of his Lotus 32B Climax, Warwick Farm, 1965…

Its practice prior to the ‘Warwick Farm 100’ so Jim Clark assists Ray Parsons in between on-circuit sessions on the Friday or Saturday before the race.

Its Frank Matich zipping by in his Brabham BT7A Climax, he was quick too, off pole and led Clark and Graham Hill for much of the first lap. He was 3rd, five seconds behind Brabham in 2nd with Jim a minute up the road from Jack in an emphatic victory.

Roy Billington, Brabham’s chief mechanic is the black clad dude to the left of Jim. In the white helmet is the tall, lanky frame of Frank Gardner and beside him his Alec Mildren Racing Brabham BT11A Climax. A DNF for Frank that weekend with Coventry Climax engine dramas on lap 25.

(Telegraph)

In the photo above Roy Billington is tending Jack’s BT11A, its Jim’s Lotus behind. The tall fellow to the right, in the cloth cap is, I think Lex Davison- Lex retired on lap 3 with a busted steering wheel in his Brabham BT4, an odd failure for a driver of considerable deftness and touch.

‘Topless’ behind Lex is Jim Clark talking to Warwick Farm boss, Geoff Sykes- to the left near the pit counter is again Frank Gardner.

Its all happening, as I say…the first six home were Clark, Brabham and Matich, then Bib Stillwell, Brabham BT11A, Graham Hill similarly mounted in the Scuderia Veloce entered machine and then Kiwi Jim Palmer in his BT7A.

Credits…

Daily Telegraph, oldracingcars.com, Bruce Wells on The Roaring Season

Tailpiece: Jim and Lotus 32B Climax on the hop…

(Bruce Wells/TRS)

He is entering The Esses and has clearly given someone or something a ‘tap’, the nose of the Lotus is slightly bruised. I’ve written about this car, click here for the link; https://primotipo.com/2017/11/02/levin-international-new-zealand-1965/

Finito…

(Gordon)

Jim Clark’s Lotus 35 Ford Cosworth SCA 1 litre F2 car at rest in the Pau paddock on the 25 April weekend in 1965…

You forget what delicate little flowers these cars were. When I glanced at Ian Gordon’s wonderful shot I initially thought it was a ‘screamer’, a 1 litre F3 of the same era. Not so.

Remember the pantheon of single-seater formulae at the time was 1.5 litre F1 engines giving 205-215’ish bhp, 1 litre pushrod F3’s breathing through a single carburettor choke giving about 100bhp and 1 litre OHC race engine F2’s giving 115 initially towards 150 bhp plus by the formula change to 1.6 litres in 1967.

Jim won at Pau from Dick Attwood’s Lola T60 SCA and Jochen Rindt, also SCA powered in a Brabham BT16.

The engine in Clark’s winning Lotus is Keith Duckworth’s conception based on the production Ford 116E block. The SCA (single cam series A) was the dominant F2 engine of 1965. It won all of the ‘Internationals’- there was no European F2 Championship until 1967, with the exception of the ‘Autocar Trophy’ at Snetterton in May. Graham Hill took that win, BRM P80 powered, aboard a John Coombs Brabham BT16.

Hewland ratio change in Jacks BT16 in the Pau paddock- there were lots of them as Brabham tried to match ratios to the peaky 1965 variant of Honda’s S800 engine. Brabham raced much of the ’65 F2 season in SCA powered cars as Honda development continued (Gordon)

Ian Gordon became a well known and respected Australian race mechanic, later working for Alec Mildren Racing and Max Stewart amongst others. He was on a racing holiday in 1965 and snapped these fantastic photos of the ‘F2 Engines of 1965’ during the Pau Grand Prix weekend. The engines are the SCA, BRM P80 and Honda S800.

For Jim it was the first of five F2 wins in ’65- that amazing season of Clark domination (F1 World Title, Tasman Championship and Indy 500 win), the others were at Crystal Palace, Rouen, Brands Hatch and the Albi GP late in the season.

The real threat to Cosworth SCA dominance into 1966, not that it was necessarily apparent at the time, were the 1 litre DOHC, injected Honda 4 cylinder engines fitted to various of Jack’s works Brabhams during 1965. The peaky nature of the engines power delivery was the primary issue which was addressed in spades over the winter. Click here for my article on Brabham Honda dominance in 1966.

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

Duckworth’s First Cylinder Head Design…

By the beginning of 1963 new F3 and F2 categories were announced, the former to replace Formula Junior to take effect from 1 January 1964.

Duckworth, armed with 17,500 pounds of support from Ford set to work on the new ‘SCA’ engine which would use the Ford 116E block known so well to them.

Sitting atop it would be an aluminium cylinder head with a line of vertical valves, two per cylinder ‘It was really an overhead cam version of the last Formula Junior engine’ Duckworth quipped in Graham Robson’s wonderful ‘Cosworth’ book.

The engine was notable for its bowl in piston combustion chamber or ‘Heron Head’ design. ‘My simple argument was that at the compression ratios we could use, and the valve sizes needed to ensure good breathing, that a bathtub type of chamber ended up masking the valves. It was an awfully long way around their periphery. I argued with myself, that if I put the combustion chamber in the piston, then for most of the time the valves would be out of the way, and that they wouldn’t impede the flow’ Duckworth said.

The steeply aligned inlet port of the SCA owed much to the Mk XVII pushrod 1963 engine engine which was heavily modified by having tubular downdraught inlet ports brazed into the casting. It wasn’t easy to do or cheap to make but improved gasflow. The SCA in some ways mirrored that approach.

KD ‘The SCA was the first cylinder head that I ever designed, and now I think their was quite a lot wrong with it. We had all sorts of trouble with the combustion- we couldn’t make it burn- but it was still good enough to win a lot of F2 races. In the end there was so much spark advance, that it wasn’t reasonable. We ended up with 49 degrees. The SCA chamber suffered from a lack of circumferential swirl’.

Colin Chapman sub-contracted the running of his F2 team to Ron Harris, the two wheels of the car alongside Clark’s Lotus 35 in the opening photo are those of his teammate Brian Hart- Brians 35 is BRM P80 powered and is shown above. The story of BRM’s 4 cylinder P80 F2 engine is one for another time but its vital statistics are an all aluminium, DOHC, 2 valve, Lucas injected 998cc (71.88X61.6mm bore/stroke) dry sumped motor giving circa 125 bhp @ 9750 rpm. (Gordon)

Duckworth- ‘It might not have been right, but we had to make it work. It won the F2 Championships of 1964 and 1965…and…until the Honda engine of 1966 with four valves and twin overhead camshafts, tungsten carbide rockers and torsion bar valve springs appeared in Jack Brabham’s cars. We’d run out of breathing at 11,000 rpm so we obviously needed more valve area. That’s what started me thinking about 4-valve heads’.

‘Mike Costin  and I exercised great ingenuity- we had ports that curved around, we had the piston of the week with every kind of shape, dint and odd hole- but the combustion was not good, the mixture never burned properly’.

All the same, the dominant F2 engine of 1964 and 1965 did so producing between 115 bhp @ 8700 rpm in its original Weber 40 IDF carburettor form and ultimate ’66 spec Lucas injected form 143 bhp.

Ford 5 bearing 116E block. Single, (train of seven gears) gear driven overhead camshaft, two valves per cylinder , Cosworth rods and pistons, Laystall steel crank. 997cc- 81mm x 48.35mm bore-stroke.

SCB variant 1498cc 175 bhp – 3 engines only built including the Brabham BT21B raced by ex-Brabham mechanic Bob Ilich in Western Australia

SCC variant 1098cc 135 bhp for North American sportscar racing

Bibliography…

‘Cosworth: The Search for Power’ Graham Robson, tentenths.com, F2 Index

Photo Credits…

Ian Gordon, Peter Windsor

Tailpiece: Jim Clark’s Lotus 35 Cosworth SCA on the way to victory in the 80 lap, 221Km Pau GP on 25 April 1965. Its only when you look hard you realise that it is not an F1 Lotus 33!…

(Windsor)

 

(Fistonic)

Jim Clark takes in a few rays and a touring car race from his grandstand atop a Ford Zodiac, Levin, New Zealand Tasman, January 1965. In the distance are the Tararua Ranges, alongside the Team Lotus mechanics are fettling Jim’s Lotus 32B Climax.

The champions relaxed nature and the scene itself epitomises all that was great about the Tasman Series. We had the best drivers on the planet visit us every summer and whilst the racing was ‘take no prisoners’ the atmosphere off track was relaxed- the parties, water skiing, golf and annual cricket matches at the Amon family beachhouse are stories told many times over.

Jim Clark cruising through the Lakeside paddock during the 7 March 1965 weekend. The ‘Lakeside 99’ wasn’t a Tasman Round in 1965 but Internationals Clark, Gardner and Grant contested the event- Jim won from Gardner and Spencer Martin in the Scuderia Veloce Brabham BT11A just vacated by Graham Hill’s return to Europe (Mellor)

Few racing drivers have had a season like Jim Clark did in 1965, surely?

He started the year in Australasia and took the Tasman series with four wins in a Lotus 32B Climax FPF, won the F1 Drivers Championship in a Lotus 33 Climax with 6 wins and topped it all off with victory at Indy aboard a Lotus 38 Ford. In between times he contested the usual sprinkling of F2 events and some Touring Car races in a Lotus Cortina. Lets not forget a few longer sportscar races in the Lotus 40 Ford Group 7 car in the US. Not to mention other races as well. Amazing really.

 We were lucky enough to have the immensely likable Scot in the Southern Hemisphere at the seasons commencement though.

Colin Chapman had the Lotus Components lads build up a Tasman Special for Clark which was a mix of an F2 Lotus 32 chassis, 2.5 litre Coventry Climax 4 cylinder FPF engine and ZF gearbox. The combination was very successful taking race wins at Wigram, Teretonga, Warwick Farm and here at Levin on 16 January 1965. 

Kiwi international journalist and early member of Bruce McLaren Motor Racing, Eoin Young providing direction to the Lotus mechanics looking after Clark’s Lotus 32B. Technical specs as per text but note rocker/inboard front suspension and filler for twin tanks contained in each side of the monocoque chassis pontoons.Lola Mk1 Climax in the distance? (Fistonic)

Twelve Lotus 32 chassis were built plus Clark’s Tasman one-off car which was built around chassis or tub number 32/7. Unlike the 1 litre Cosworth SCA powered F2’s which used a full-monocoque chassis the 32B used a monocoque front section with the rear section removed and replaced by a tubular steel subframe to which the 235bhp, 2495cc, 4 cylinder Coventry Climax FPF engine was mounted. Otherwise the cars suspension, inboard at the front by top rocker and lower wishbone and outboard at the rear was the same as the F2 32. The gearbox was a ZF rather than the Hewland Mk6 of the F2 car. The car chassis plate was tagged ’32-FL-8′ where ‘FL’ was Formula Libre.

This car still exists and is owned and raced by Classic Team Lotus, a shame really as its entire racing history was in Australasia.

Clark won the Tasman in it, the car was then bought by the Palmer family, Jim raced it to NZ Gold Star victory and very competitively in the ’66 Tasman before selling it to Australian Greg Cusack. The car was also raced by South Australian Mel McEwin in period, albeit it was becoming uncompetitive amongst the multi-cylinder Repco’s and the like by then.

Eventually it passed into the very best of Lotus hands- the late John Dawson-Damer acquired it and restored it, eventually doing a part exchange with CTL to allow them to have a Clark Tasman car in their collection. John received a Lotus 79 Ford DFV as part of the deal, he already had Clark’s ’66 Tasman car in his wonderful collection, the Lotus 39 Climax, so it was a good mutual exchange.

Local boy McLaren surrounded by admirers in the Levin paddock. Cooper T79, alongside is the green and yellow of Clark’s Lotus 32B (Fistonic)

Clark won the ’65 Tasman title 9 points clear of 1964 champion Bruce McLaren aboard his self constructed Cooper T79 Climax and Jack Brabham’s BT11A Climax. Given the speed of the BT11A, it was a pity Jack contested only the three Australian Tasman rounds. Frank Gardner also BT11A mounted and Phil Hill were equal fourth with Phil aboard McLarens updated ’64 Tasman car, a Cooper T70 Climax.

Graham Hill was 7th in David McKay’s Brabham BT11A Climax with other strong contenders Frank Matich Brabham BT7A Climax, Kiwi Jim Palmer similarly mounted, Bib Stillwell in a BT11A, Lex Davison in a BT4 Brabham. In addition there were a host of 1.5 litre Lotus Ford twin-cam powered cars snapping at the heels of the 2.5 FPF’s and set to pounce as the bigger cars failed.

In this article I focus on one round, the Levin event held on 14-16 January 1965.

Kiwi enthusiast Milan Fistonic took some marvellous photos at the event which are posted on Steve Holmes ‘The Roaring Season’ website, check it out if you have not, it’s a favourite of mine. They are paddock shots which ooze atmosphere- Milan focuses mainly on local boy Bruce McLaren and Clark, they are magic shots which I hope you enjoy. This account of the weekend draws heavily on the sergent.com race report. It is another ripper site I always use as my Kiwi reference source.

Start of the 1965 NZ GP at Pukekohe, winner Hill on the outside, Clark in the middle and Lex Davison on the inside- Brabham BT11A, Lotus 32B and Brabham BT4 all Coventry Climax FPF powered (unattributed)

The 1965 Tasman series commenced the week before Levin with the New Zealand Grand Prix at Pukekohe. Graham Hill took a great win in David McKay’s new BT11A, straight out of the box, from the equally new Alec Mildren BT11A driven by Frank Gardner and Jim Palmer’s year old BT7A. How about that, Brabham Intercontinental cars from first to third places, with Jack not driving any of them!

Ron Tauranac’s first in a series of three very successful Coventry Climax engined cars, Tauranac tagged them as ‘IC’ for ‘Intercontinental’, was the 1962 BT4, based on that years BT3 F1 FWMV Coventry Climax 1.5 litre V8 engined car.

Jack raced the first of these in the 1962 Australian Grand Prix at Caversham, Western Australia, having a great dice with Bruce McLaren’s Cooper T62 until a back-marker took him out late in the race. This was followed by the 1964 BT7A and the 1965 BT11A.

Frank Gardner’s Mildren Brabham BT11A Climax being pushed onto the grid. The lanky chap at the back is Glenn Abbey, long time Mildren and Kevin Bartlett mechanic (Fistonic)

The BT11A’s were phenomenally successful in both Australasia and South Africa, winning lots of races and championships not least the 1966/7 Australian Gold Star Championship for Spencer Martin in the very same chassis raced by Graham Hill to victory at Pukekohe.

The cars were utterly conventional, simple and oh-so-fast spaceframe chassis cars with outboard wishbone suspension out the front and outboard multi-link at the rear- single top link, inverted lower wishbone, twin radius rods and coil springs with Armstrong shocks. Like all customer Brabhams they went like the clappers straight out of the box as the base suspension setup was done on circuit by Jack’s ‘highly tuned arse’. Many championships were won by Brabham customers not straying too far from factory suspension settings!

After the NZ GP the Tasman circus upped sticks from Pukekohe and drove the 500 km from the North of New Zealand’s North Island to its South, not too far from Wellington. Levin is now a town of about 20,000 people, then it would have been less than half that, and services the local rural and light manufacturing sectors.

Bruce, Ray Stone in blue and Wally Willmott? Cooper T79 (Fistonic)

Jim Clark quickly got dialled in to his new Lotus 32B and down to business, opening his Tasman account by winning the Levin Motor Racing Club’s 30.8-mile ‘Gold Leaf International Trophy’ at fractionally more than 76.6 mph.

The Flying Scotsman cut out the twenty-eight laps in fine style in 24 min. 5.9 sec and put in his seventh lap in 49.9 sec. In 1964 Denny Hulme (2.5 Brabham-Climax) had set records of 24 min 36.8 sec and 50.3 sec in this event. Repeating their NZGP form, Brabham-Climax conductors Frank Gardner and Jim Palmer, filled second and third spots, while next in line were the Bruce McLaren Motor Racing Team 2.5 Cooper-Climaxes of Phil Hill, T70 and McLaren, T79.

Graham Hill, Lex Davison and Arnold Glass shipped their cars to Australia after the NZ Grand Prix. Wanganui driver, and later multiple Kiwi Champion, 1970 Tasman Champion and winner of many Asian Grands Prix, Graeme Lawrence had at last got hold of his Brabham BT6 which was making its first appearance at Levin. As noted above Brabham was having a Christmas break and did not join the series until the first Australian round at Sydney’s Warwick Farm in mid-February.

Levin is a tight, twisty and bumpy circuit. Newcomers Clark and Hill quickly had the 1.1-mile track sorted. Clark’s qualifying lap was a 49.4 whilst Phil Hill managed 50 sec, the same time as his team leader McLaren.

Phil Hill aboard the updated Cooper T70 Climax raced by Tim Mayer and Bruce McLaren in 1964. Compare and contrast with the ’65 model T79 below (Fistonic)

Bruce had a bitter-sweet 1964 Tasman Series. He won the championship in one of two Cooper T70’s he and his Kiwi mechanic Wally Willmott built at the Cooper Surbiton works.

These cars, raced by Bruce McLaren Motor Racing, are generally acknowledged as the first McLarens, built as they were in a corner of the Cooper factory to McLaren’s design. The second car was raced by American ‘coming man’ Tim Mayer with great speed and skill until he made a mistake on the daunting, fast, unforgiving Longford road circuit in Tasmania which took the young drivers life.

The undamaged T70 was updated during the winter to be raced by 1961 F1 World Champion Phil Hill with Bruce racing a new chassis, an evolved T70 designated T79, a spaceframe chassis was again used. The main difference between the cars were inboard front suspension on the T79 whereas the older T70 was outboard. The T79 used a nice, reliable but then new Hewland gearbox whereas the T70’s used a Colotti in one chassis and a Cooper/Citroen CS5 in the other. I wrote an article about Tim Mayer a while back, read it by following the link at the bottom of the page for details of the T70 design rather than repeat it all again here.

Hill P had a terrific Tasman which was a tonic for him as his single-seater career had stalled somewhat since his F1 title winning year. 1962 was a shocker for him with Ferrari who had failed to develop the 156,1963 in an ATS was far worse and his drives for Cooper reflected the fact that design wise, their cars were becoming outdated. If there was any doubt about Hills single-seater speed, he proved he ‘cut the mustard’ aboard a competitive year old car in the ’65 Tasman.

Bruce McLaren aboard his Cooper T79 Climax in the Levin paddock (Fistonic)

The Mayer/McLaren/Hill Cooper T70 Climax raced by all three drivers, originally carrying chassis plate ‘FL-1-64’, re-plated by McLaren prior to the ’65 Tasman to ‘FL-2-64’ passed through the hands of Bill Patterson for driver John McDonald, Don O’Sullivan and others before being acquired by Richard Berryman in 1974. The car was eventually beautifully restored by his son Adam in Melbourne, who retains and races it. The T79 was sold after the Tasman to John Love in South Africa who won many races in it before it later returned to the UK, it too still exists.

Back to Levin practice and qualifying…

Levis with the 1.5 Brabham BT6 Ford was in the groove with a brilliant 51.1 sec, his time put all the 2.5 drivers to shame. Palmer could only manage 51.7 sec in his Brabham BT7A, Grant 51.9 sec in his BT4, Abernethy did 52.2 in his Cooper T66 and Gardner was credited with 53.5 sec in Alec Mildren’s BT11A. Grant was a late arrival. His Brabham-Climax had undergone a major engine rebuild since the discovery of a cracked crankshaft on the eve of the Grand Prix. Second quickest 1.5 was Buchanan’s Brabham BT6 Ford with 52.0 sec. Qualifying times were academic in the sense that grid positions for the feature race were decided on heat results.

Jim Clark again chillin at Levin ’65 (Fistonic)

The eight-lap heat on raceday morning contained all overseas drivers and favoured locals.

‘Clark, sharing the front row with McLaren and Hill, jumped into the lead from the start and remained there to the finish. Hill, McLaren, Palmer and Grant settled into the next four spots after Gardner had dropped out with distributor trouble. The contest was enlivened a little by Palmer catching Grant napping on the seventh lap and assuming fourth place. Clark won in 6 min 49.8 sec and set a new lap record of 49.9 sec’ sergent.com reports.

Council of war- Phil Hill in the pristine white race suit with Bruce front and centre, his allegiance to Firestone clear. Who are the other dudes? (Fistonic)

Levis had things all his own way in the second heat, winning in 7 min 13.5 sec, with Andy Buchanan, also in a 1.5 Brabham BT6 Ford, next. Third and fourth were Red Dawson Cooper T53 Climax 2.5 and John Riley in a Lotus 18/21 Climax 2.5. The situation was confused by Gardner who, anxious to make sure all was well with his car, was permitted to use the heat as a test run and took the lead in the last two laps.

Before the title race there was some feverish work in the Palmer pit to replace a cracked universal joint in his Brabham BT7A Climax. In a drama filled day for the team, an hour before the race was due to start, another close inspection revealed a hairline crack in a half-shaft. A replacement was found and fitted minutes before the cars were gridded.

Dummy grid or form up area prior to the Levin International- Clark on pole then McLaren and Hill, the yellow of Gardner on row 2 (Fistonic)

Clark, Lotus 32B had pole position in the main event with Hill, Cooper T70 and McLaren, Cooper T79 outside him.

In rows of three, the rest of the field comprised Palmer, Brabham BT7A, Grant, Brabham BT4, Gardner, Brabham BT11A; Levis, Brabham BT6 Ford 1.5, Buchanan, Brabham BT6 Ford 1.5, Abernethy  Cooper T66; Dawson, Cooper T53, Thomasen, Brabham BT4, Brabham BT4 Riley; Flowers, Lola Mk4A, Smith, Lotus 22 Ford 1.5 Lawrence, Brabham BT6 Ford 1.5; and at the back Hollier, Lotus 20B Ford 1.5. As the cars were forming on the grid, Abernethy could not select a gear and he had to abort the start’.

‘Clark made a good start with Grant, Hill and McLaren right with him. To the elation of the partisan crowd, Grant proceeded to take McLaren and Hill on braking into the hairpin. When they came round the first time the leaders were Clark, Grant, Phil Hill, McLaren, Palmer, Gardner and Levis

A 51.6 sec second lap gave Clark a 3 sec lead over Grant. In his fourth lap Palmer took McLaren and in another two laps had moved to third place ahead of Hill. Clark held on to his lead over Grant. There was then a gap of 3 sec to Palmer, with Hill and Gardner next in line. McLaren, probably to his embarrassment, had the 1.5 drivers Levis and Buchanan looming large in his mirrors.

Clark on the way to Levin International victory 1965, Lotus 32B Climax (sergent.com)

The pattern changed dramatically during the tenth lap. Grant tried to correct a slide at Cabbage-Tree Bend, dropped a rear wheel into the rough and spun off the course to lose all chance in such a short race. Palmer took second spot, but not for long. Gardner in the next three laps bridged the gap to take over second place just 5 sec behind Clark. Next in line were Hill, McLaren and Levis. Flowers was out with transmission failure in the troublesome Lola on lap 14.

Those opening laps had been fast and furious. In their sixth lap Grant and Gardner had returned 50.6 sec in the midst of heavy traffic. A lap later Clark equaled his morning record of 49.9 sec.

As the race reached the last stages, Clark continued to circulate in a steady 51 sec. Gardner in two laps reduced Clark’s advantage from 11 sec to 9 sec while Palmer closed up to be 2 sec behind the Australian, but Clark was given the ‘hurry’ signal and moved out again with effortless ease to come home 11.3 sec ahead of Gardner with Palmer 4.7 sec further back. Thomasen retired with only a handful of laps remaining.’

BP all the way, Bruce and Ray Stone in blue fuelling up the T79. Front on shot shows the top rocker/inboard front suspension of the car (Fistonic)

Bibliography…

sergent.com, oldracingcars.com

Cooper T70/Tim Mayer Article Link…

https://primotipo.com/?s=tim+mayer

Photo Credits…

Milan Fistonic, Peter Mellor, The Roaring Season

Tailpiece: Winners are grinners, the first of many such occasions for Jim Clark in 1965 at Levin…

(Fistonic)

Finito…