Posts Tagged ‘Jochen Rindt’

(unattributed)

Jochen Rindt awaits the start of the Australian Grand Prix, Lakeside, Queensland on 2 February 1969…

Alongside the Austrians Lotus 49B is Australian Niel Allen’s ex-Courage McLaren M4A Ford FVA F2, the bi-winged device behind Jochen is the Piers Courage Frank Williams owned Brabham BT24 Ford DFW.

Jochen’s switched his engine off, as it tightened before it went ka-boom, having had problems in practice, on lap 43 whilst in third. Niel was 5th and Piers had an accident on lap 5 after a passing move on Graham Hill went pear-shaped at BMC bend. Chris Amon won in his works Ferrari 246T Dino.

Rindt’s Lotus 49 during dry, Saturday practice at Warwick Farm. He and Chris Amon’s Ferrari 246T had an electrifying duel for pole, won by Jochen in the final minutes of qualifying that day (R MacKenzie)

Allen Brown’s summary of the 1969 Tasman Series is a great one, it says a lot in the minimum number of words. I like that!

‘Chris Amon was back for 1969 and taking it much more seriously with two Ferrari 246T/69s for himself and teammate Derek Bell and four 300 bhp 24-valve engines. Despite the loss of Jim Clark, Lotus were present with a two-car team of Lotus 49Bs for Graham Hill and new teammate Jochen Rindt. BRM did not enter so the only other overseas entry was Frank Williams who had a Brabham BT24 for Piers Courage’.

Rindt, Brabham, Amon, Hill and Courage on Sandown’s pit straight with Rindt hooking into Peters Corner for the run up the back straight. Lotus 49 Ford DFW, Brabham BT31 Repco, Ferrari 246T, Lotus 49B Ford DFW and Brabham BT24 Ford DFW. Sandown International 100, 16 February 1969- Amon won from Rindt, Brabham and Gardner (unattributed)

‘Rindt proved to be Amon’s closest rival but spun away the lead at both Pukekohe and Levin, leaving Amon to win both races, before the Austrian took a comfortabe win at Wigram. A dominant victory at Lakeside’s Australian GP for Amon meant Rindt could no longer catch him and when Amon and Courage tangled at Warwick Farm, the Kiwi was champion’. Rindt had a stunning weekend in both practice and an amazing wet weather drive which blew the minds of the Sydney spectators and his rivals.

‘He (Amon) rounded off the season with victory at Sandown, his sixth in two seasons’.

Rindt mesmerised 16,000 soggy Sydney-siders with his raceday drive during the ’69 Warwick Farm 100 on 9 February. He ran away and hid after Amon and Piers Courage collided on the first lap (R MacKenzie)

Now that the visiting British teams were using F1 cars and then taking them home, there was no longer the annual influx of new machinery for the locals. Alec Mildren had the funding necessary to commission specials but the number of competitive 2.5-litre cars was definitely dropping. David McKay’s Scuderia Veloce was the nominal entrant of Amon’s Ferraris but no longer ran their own car. This season, Mildren had installed his Alfa V8 in a car designed for him by Len Bailey and constructed by Alan Mann Racing in England’(the monocoque Mildren Alfa ‘Yellow Submarine in addition to his ’68 Tasman Special, the Brabham BT23D Alfa driven by Kevin Bartlett’).

Bibliography & Photo Credits…

Allen Brown on oldracingcars.com, Rod MacKenzie

Tailpiece: Moody Rindt shot, Warwick Farm 1969- check the mirror folks…

(R MacKenzie)

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…

 

 

 

 

Jochen Rindt doing some Brabham ‘grass cutting’ at the Tulln-Langenlebarn airfield circuit in 1967 with the flair and precision for which he was famous…

There are the ‘thinking drivers’ of course but it’s the ones with mesmerising, other worldly driving skills that ultimately excite.

The high priests amongst these fellows are the likes of Nuvolari, Fangio, Peterson, Villeneuve and of course Jochen Rindt. Only two of these chaps died in bed. In the days when racing cars and the geography in which they raced could and did bite, the law of averages, especially if you played with the extremes of the laws of physics too often could bring you undone.

Rindt from JPB at TL in 1968. He won from JPB and Henri Pescarolo in works  Matra MS7 FVA’s. Brabham BT23C’s filled 5 of the top 10 placings (unattributed)

Rindt made his name in F2- he was the dominant player in the class from the time he entered it in 1964 until the time he left planet earth in 1970. For much of that period he raced Brabhams- the chuckability of which were tailor made for the plucky Austrians balls to the wall, tail out, crowd pleasing style. Check out this article about Jochen and the F1 Lotus 72 Ford; https://primotipo.com/2017/05/19/designers-original-intent/

The BT23 family of cars, Tasman and F2/FB variants were ripper cars. They were up there with the very best of customer Brabhams designed by Ron Tauranac, fettled by Jack as to baseline chassis setup and built by Motor Racing Developments in large numbers.

The photos in this article are of Rindt at Tulln-Langenlebaln, Vienna and Thruxton. At TL Rindt’s Winkelmann BT23 FVA won in 1967 from Jack Brabham’s works machine and Jean-Pierre Beltoise’ Matra MS5 FVA , and ‘winged in 1968 from JPB and Henri Pescarolo both aboard  works Matra MS7 FVA’s.

At Thruxton (below) in 1968 he won from JPB in an MS7 FVA and Derek Bell in a BT23C FVA. Jochen also raced a BT23C in ’68, again Winkelmann entered.

Jochen on the way to winning the ‘BARC 200’ at Thruxton on 15 April 1968, Winkelmann BT23C (unattributed)

Bibliography…

F2 Index

Photo Credits…

Unattributed

Tailpiece: Rindt, on it, as usual, BT23C, Tulln-Langenlebaln, Vienna, 14 July 1968…

(unattributed)

lot 72

This photo of the front of the epochal Lotus 72 Ford was taken in the Jarama paddock upon the cars race debut during the Spanish GP weekend on 19 April 1970…

It wasn’t quite the debut the equally trendsetting Lotus 25 Climax and Lotus 49 Ford made in ’62 and ’67 respectively, but Jochen popped it 8th on the grid and then failed to finish, his Cosworth DFV had ignition problems. Jackie Stewart won the race in Ken Tyrrell’s March 701 Ford.

I like the shot as it shows the car as Maurice Phillipe originally detailed it. The jewel of a thing won at Zandvoort on June 21, 2 months later as a Lotus 72C! It evolved from 72, 72B to 72C spec in 2 months.

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‘Gees Colin it needs some work!’ Rindt to Chapman in the Jarama paddock 1970. The ‘SOL’ pitboard is local boy Alex Soler-Roig who had a steer of Jochen’s old Lotus 49C, failing to qualify, as did John Miles in the other works 72 (unattributed)

Jochen loathed the 72 in its original form. It had severe handling deficiencies, the car rolled excessively and lifted inside rear wheels. The anti-dive geometry made the light steering lack feel as the suspension stiffened under braking. Anti-squat was suspected of inducing a diagonal jacking moment across the car causing that inside rear wheel to lift in corners.

Chapman prescribed a raft of changes including removing the anti-dive and anti-squat aspects of the cars suspension geometry front and rear. It’s easy to say but involved Hethel’s fabricators unpicking the cars lovely aluminium monocoques to change the suspension pick up points at the front, and to make a new subframe at the rear.

Chapman, not only one of the design greats but also a race engineer of extraordinary ability and perception turned a ‘sows ear into a silk purse’, the car famously winning its first titles that year, Rindt’s drivers championship posthumously of course.

Other changes to the car before the French GP, held that year on the rolling glorious roads of Clermont Ferrand included stiffening the rear of the chassis by cross bracing it, fitting stronger suspension pick-up points and re-siting the rear Koni shocks which were being ‘fried’ by hot air exiting the hip radiators.

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Lotus 72C Ford cutaway; aluminium monocoque, wishbone upper and lower front suspension, torsion bars providing the spring medium and Koni shocks. Single top link, parallel lower links and again torsion bars and Koni shocks at the rear. Ford Cosworth DFV 3 litre V8 and Hewland FG400 gearbox (unattributed)

Checkout the following in the first photo at the articles outset; the monocoque ending at the front, drivers feet bulkhead, fabricated tubular steel front subframe and all it supports. The infamous inboard front brakes are clear, a design tenet of the car was reduced unsprung weight. I can’t see the front torsion bars, but the lack of co-axial coil springs and use of long solid torsion bars as the springing medium was also revolutionary at the time. The front battery is handily placed to be removed in the event of a front impact, as is, sub-optimally, the onboard fire extinguisher.

The front of the 72 is far less ‘butch’ or strong, than, say, the ‘full monocoques’ of a 1970 BRM P153, or a McLaren M14 but the perils for racing drivers of frontal impacts at any speed in all of the cars of the period are clear in this shot. Note the hip-radiators, Chapman was playing with weight, which he placed increasingly onto the rear of the car over the 72’s long, 1970-75 life as well as aerodynamics. Still, the wedge wasn’t new, his 1968 Lotus 56 Pratt & Whitney Indycar first deployed the approach.

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Press launch of the Lotus 72 wedge in London, 6 April 1970 (Norman Quicke)

A magic car with a long competitive life, yet again Chapman set a path so many others followed…

Credits…

The GP Library, Norman Quicke, Doug Nye ‘The History of The Grand Prix Car’

Tailpiece: Jochen Rindt riding the Lotus 72 roller-coaster at Jarama in 1970, ‘anti-dive’ inclination of top wishbones clear in shot…

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lotus boys

Nina Rindt keeping a close eye on Jochen, Jo Siffert and Graham Hill all doing their best to focus on their Loti and need for speed rather than the black booted babe…

A famous Rainer Schlegelmilch shot at Monza in 1969, i don’t think its ever been established exactly who ‘boots’ is? Quite a tidy unit.

Jackie Stewart took the race, the best placed Lotus 49 was Rindt in 2nd. Siffert was classified 8th but withdrew with engine failure, Hill retired his 49 the lap before Jo with driveshaft failure and was classified 9th.

Photo…Rainer Schlegelmilch

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Jackie Stewart being largely ignored by most of the ‘snappers’ at Zandvoort during the Dutch Grand Prix weekend in 1971…

Rainer Schlegelmilch’s shot seems to be a portrait of his colleagues, Diana Burnett is the lady, the distinctive figure of Bernard Cahier is the chap in the blue cap and Goodyear jacket. It’s dry which makes it practice, the wet race was won by Ickx’ Ferrari with JYS 4th in Tyrrell 003 Ford.

I was first smitten by single-seaters upon spotting Jochen Rindt’s sensational ‘Gold Leaf’ Lotus 72 in the Automobile Year 18 ‘centrefold’ below.

jochen

Rindt on his way to a joyless first GP win for the Lotus 72 Ford during the 1970 Dutch GP at Zandvoort, his close friend Piers Courage perished in a grisly, fiery accident during the race in a De Tomaso 505 Ford (Automobile Year)

The book came from the Camberwell Grammar School library, I was an inmate for 6 years and borrowed these annuals, they bought the latest each year, hundreds of times over the years. If truth be known I surgically removed many of the full page color shots from the books which somehow found their way onto my bedroom wall, I was skilful with a razor blade long before I could shave!

So, I was a devotee of Colin Chapman’s Lotus 56/72 side radiator, chisel nose aero approach rather than Derek Gardner’s chunky ‘sportscar nose’ alternative he pioneered in F1 with Tyrrell in ’71. That the alternative approaches worked equally well was proved by the results of practitioners of the ‘two schools’ of aerodynamic thought throughout the ‘70’s, visually though it was ‘no contest’!

ken del

Derek Gardner and Ken Tyrrell outside the Ockham, Surrey factory in August 1971. Tyrrell Ford could be ‘002 or 3’, ‘bluff nose’ first raced at the 4 July ’71 French GP  (Klemantaski)

Gardner’s Tyrrell period was relatively short but wonderfully sweet, although 7 years is a pretty long stint with one team I guess. His first series of cars was the 1970-72 ‘001-004’, the second series the 1972-3 ‘005-6’. Both design series won Grands’ Prix and World Titles. His ’74-5 ‘007’ and ’76-7 ‘P34’ six-wheeler won Grands Prix only, no titles. I doubt there are too many of the F1 design greats who can claim such a record.

I’ve written a few Tyrrell articles, which are worth a look if you haven’t done so; one is on innovation; https://primotipo.com/2014/09/16/tyrrell-019-ford-1990-and-tyrrell-innovation/ , the other on aerodynamics; https://primotipo.com/tag/tyrrell-007-ford/

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The car pictured above is Jackie Stewart’s ‘004’, the last of Gardner’s first series of designs. It’s being prepared for the 1972 Monaco Grand Prix, ‘004’s race debut, the GP classic won by Jean-Pierre Beltoise’ BRM P160B, famously his first and last GP win was also BRM’s last. JPB’s delicacy in the wet was aided by some schmick Firestone wets but it was a great drive by any measure. Jackie was 4th in ‘004’, he was not feeling 100% shortly thereafter was diagnosed with a stomach ulcer. Francois Cevert non-classified further back in ‘002’.

stew monaco

JYS practices ‘004’ at Monaco in 1972, the race was somewhat wetter! (unattributed)

The first Tyrrell, ‘001’ made its race debut in Stewart’s hands at Oulton Park in the ‘International Gold Cup’ on 22 August 1970, the car famously designed and to an extent constructed in secret in Gardner’s home garage in Parklands Avenue, Leamington! The ‘bath tub’ monocoque chassis was built to his design by Maurice Gomm’s Gomm Metal Developments, later chassis were built at Tyrrell’s famous woodyard, the base of his timber business in Ockham, Surrey. Other notable sub-contractors were Jack Knight Engineering who did much of the machining, Aeroplane and Motor who provided the centre lock magnesium alloy wheels, Laystall the stub axles, not to forget Cosworth Engineering, Hewland’s and others.

‘001’s championship debut was at Mont Tremblant, the Canadian GP on 20 September where Jackie plonked it on pole and was leading strongly before a stub axle broke on lap 32. The car was ‘match fit’ at the start of its dominant 1971 season having done vast amounts of Goodyear testing, Dunlop, Tyrrell’s hitherto tyre supplier having withdrawn from F1. Over the South African summer at Kyalami over 400 tyres were tested by the team.

oulton 2

Tyrrell and Stewart during the Oulton Park International Cup weekend in August 1970 upon ‘001’s debut. In a meeting of contrasts JYS qualified poorly after the fuel metering unit failed, then had a stuck throttle during the race which was fixed, the Scot broke the lap record twice later in the race, the cars competitiveness clear from the start. John Surtees won the event on aggregate, he won the second heat in his Surtees TS9 Ford and Henri Pescarolo the first heat (his only F1 win?) in a March 711 Ford

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More shots of ‘001’ during the Oulton August weekend. The cars distinctive bodywork was Gardners work and was tested at 1/10th scale in the wind tunnel of the University of Surrey in Guildford (Getty)

Powered by the good ‘ole 3 litre Ford Cosworth DFV V8 and using the equally ubiquitous Hewland FG400 5 speed transaxle, the bolides were ‘kit cars’ of the period derided by Enzo Ferrari but  remarkably quick bits of kit!

Look back to the photo of ‘004’ chassis at Monaco above. The monocoque was made of 16 guage NS4 aluminium alloy and like ‘002’ and ‘003’ was 4 inches longer in the length of the tub and 1 1/2 inches longer in the wheelbase than the prototype ‘001’.

You can see the wide based lower one piece wishbone is mounted both to the tub and at its outer end the tubular suspension carrying frame which was first made up on a jig and then slipped over the top of the monocoque to which it was externally riveted. The upper suspension arm is a top link and locating link mounted to a bracket on the tub. Shocks are alloy bodied, double adjustable Koni’s again period typical. The simple steering column is clear, the rack made by Tyrrells.

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Tyrrell 002-4 cutaway drawing, all chassis the same design, this car is ‘003’. Specs as per text (Tony Hatton)

The vastly strong 360 degree roll bar encircled the the rear bulkhead and was both spigoted and bolted through into the monocoque. The DFV, stressed of course, was then bolted through this hoop. The forward radius rod pickups you can just see attached to the bar structure.

The rear was also a close to perfect expression of period paradigm; single top link, twin parallel lower links to better control toe than the inverted lower wishbone used for the decade before, two radius rods for fore and aft location and again coil spring/Koni dampers.

Brakes are Girling calipers, ventilated rotors front and solid rears of 10 1/2 inch diameter Goodyear tyres were used from the start of 1971.

‘004’ was completed at the end of the ’71 season as a spare car for Stewart, it was relatively lightly raced by the works, click on this link for a full, interesting article on the car which is still alive, well and historic raced; http://www.britishracecar.com/JohnDimmer-Tyrrell-004.htm

Gardner’s ‘005-006’ cars were low polar moment, very quick, nervous devices from which the aces for which they were designed, Stewart and Francois Cevert extracted ‘every ounce’ of performance in later 1972 and in 1973. Here is my short article about these cars; https://primotipo.com/2014/08/25/jackie-stewart-monaco-gp-1973-tyrrell-006-ford/

tyr transport

Ken Tyrrell supervising the packing away of ‘003’ at the end of a Goodwood test session on 16 January 1972 prior to shipping the car to Argentina for the start of the 1972 season. There Jackie drove it to his first win of a season in which Emerson Fittipaldi prevailed in the gorgeous, chisel nosed ‘John Player Special’ Lotus 72 which I think is about where we came in…

emo

The ever thoughtful Derek Gardner in blue shirt watches ‘Emmo’ head out for some more practice prior to the ’72 Italian GP, Monza. The Brazilian won the race and title in his Lotus 72D Ford. Francois Cevert is behind DG, his car Tyrrell 002, DNF with engine failure (unattributed)

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’71 Dutch GP collage (Schlegelmilch)

Credits…

Rainer Schlegelmilch, Victor Blackman, Getty Images, Klemantaski Archive, Tony Hatton

Doug Nye ‘The History of The GP Car’, The GP Encyclopaedia

Tailpiece: Opening Dutch GP shot, uncropped, low res…

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(Schlegelmilch)

 

 

 

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(Schlegelmilch)

Silvio Moser’s Brabham BT24 Ford racing with Lancia D50 style pannier tanks during the 1969 Monaco Grand Prix…

He retired from the race won by Graham Hill’s Lotus 49B. Moser is one of those privateers who so enriched GeePee racing in the days when such things were allowed, encouraged even.

Silvio was keen on Brabhams, he raced an ex-works BT20, Denny’s chassis ‘F1-2-6’ in 1968 before buying the car above, BT24/3 after Piers Courage raced it in the 1969 Tasman Series.

bt 20

Silvio is his Charles Vogele Racing Team Brabham BT20/2 Repco. DNF, Daily Mail Race of Champions meeting, Brands Hatch, 17 March 1968. Bruce McLaren won in his M7A Ford (Ed Lacey)

It was the last of the BT24’s built, Jochen Rindt raced the 1967 championship winning design during early season ’68 Grands Prix whilst Jack tried to coax some reliability from the quad cam, 32 valve, powerful but problemmatic ‘860 Series’ Repco V8 engined BT26.

brab rindt

Jochen Rindt’s Brabham BT24/3 Repco, his ’67 spec ‘740 Series’ Repco SOHC V8 powered car beside Jack’s new BT26 powered by the ‘860 Series’ DOHC, 32 valve V8, DNF for both, Monaco 1968. Hill won in a Lotus 49 B Ford (Schlegelmilch)

Dan Gurney also had a steer, the lanky Californian crammed himself into the car at Zandvoort (below) then Kurt Ahrens raced it to 12th in the German GP, the cars only GP finish in 1968.

brab dan

Kurt Ahrens (below)  in BT24/3 during the awfully wet German GP at the Niuburgring, Jackie Stewart triumphed in his Matra MS10 Ford aided by some trick Dunlop wets. Kurt was on Goodyears, finishing 12th in a one off drive on home turf. The cars spec was ever evolving, check out the wing package, the same as that used on the factory 1968 BT26’s, Nurburgring was the only race of the year in which both Jack and Jochen finished a race in the fast but unreliable BT26. Kurt’s cars wing has ‘Fosters Flop’, it’s in full droop mode, the simple support bracket having come adrift on the bumpy Eifel Mountains course.

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(Unattributed)

Frank Williams then bought the car and converted it to Tasman spec by fitting a Ford Cosworth DFW V8, the 2.5 litre variant of the famous DFV. Piers did well in it in the Antipodes, his best result 1st at the Teretonga International on 25 January 1969. Here (below) he is behind Jochen Rindt’s Lotus 49 DFW and the Ferrari 246 T twins of Chris Amon and Derek Bell, the ‘flash’ grandstands nicely juxtaposed against  the cars. Might be on the warm up lap as Jochen’s driveshaft failed on the line, the cars are in grid order.

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(Ian Peak)

And below Bell’s Ferrari 246T from Hill’s Lotus 49B and Courage’s BT24/3. Courage won from Hill and Amon. Variety of approaches to wings interesting, checkout that crowd and the el-casual vantage points.

puk 2

(Ian Peak)

Courage had a sensational season driving another ex-works Brabham, a BT26 adapted to accept a DFV, he established himself as an F1 front runner in 1969, 2nd at Watkins Glen to Jochen Rindt the seasons highlight.

Frank Williams popped the BT24 into Autosport after the Tasman to sell it, Silvio the eager purchaser. All the hard work had been done, he bought a DFV and slotted it into the spaceframe whence the DFW had been. He needed more tankage though, Tasman races were 100 miles, GP’s 200 miles, hence the pannier tanks, ok for 1969 but no-go in 1970 when ‘bag tank’ rules came into being.

BT24/3 still exists in Switzerland, there is also a replica tagged 24/3.

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Silvio’s Brabham BT24 DNF engine, about to be swallowed by Amon’s Ferrari 312 3rd, Hulmes McLaren M7A Ford 4th and Brabham’sBrabham BT26 Ford 6th, Zandvoort, Dutch GP June 1969 (unattributed)

Credits…

Rainer Schlegelmilch, Ed Lacey/Popperfoto, Ian Peak Collection/The Roaring Season

oldracingcars.com

Tailpiece: Silvio Moser on his way to a great 6th place in his Brabham BT24/3 Ford at Watkins Glen during the 1969 USGP, he is being passed by Jacky Ickx’ latest, works Brabham BT 26 Ford DNF. Rindt won in a Lotus 49B Ford…

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(unattributed)