Posts Tagged ‘Jochen Rindt’

(Getty)

Jochen Rindt’s winning Lotus 72C Ford in the Brands Hatch paddock at the end of the British Grand Prix, 18 July 1970…

Its a top shot of the rear of a great, long lived racing car. Chapman’s latest masterpiece, the detail design of which was the work of Maurice Phillippe was only several months old- it made its debut at Jarama in mid April, but such were the changes needed to get the concept working as intended, only several months later it was already in ‘C’ specification. I wrote an article about the early 72 and it’s development a while back; https://primotipo.com/2017/05/19/designers-original-intent/

You can see how Chapman was putting more weight on the rear of the car in search of traction- the engine oil tank and cooler and upright Varley lightweight aircraft battery mounted aft of the endcase of the Hewland FG400 gearbox. Look closely either side of the gearbox and you can see the ends of the round tubular torsion bars which provided the spring medium on this car- the two vertical wing stays lower ends pick up on the brackets which support the torsion bars.

I know a bit about the 1970 international season. 1971 was the year of my motor racing awakening, which, having not yet been to a race meeting, was aided and abetted by the 1970 Australian Motor Racing Yearbook and Automobile Year 18 which cover the 1970 season. I borrowed and returned Automobile Year 18 dozens of times during the 1971-1974 period from the Camberwell Grammar School library in Melbourne. I’m such a sick little unit that all these decades later I can pretty much rattle off the winners of each GP and World Endurance event that season!

Keen students of 1970 and thereabouts will know that Jochen Rindt had a shocker of a year with Brabham in 1968- the BT26 Repco was fast but the ‘860 Series’ 32 valve Repco V8’s were fragile so the great Austrian decamped to Lotus for 1969- he finally archieved his breakthrough first championship Grand Prix win at Watkins Glen at the seasons end having comprehensively blown off the reigning World Champion, Graham Hill, from the time he first popped his butt into a Gold Leaf Team Lotus 49 during the Tasman Summer of ’69.

Rindt, Brabham BT26 Repco ‘860’ V8, French GP, Rouen 1968. The ’68 Brabham’s were fast- Jochen started from pole, but the engines were as unreliable as the 1966/7 motors were paragons of reliability. Such a pity Repco and JB didn’t race on into 1969- the ‘860’ 3 litres would have been competitive with development. Ickx’ Ferrari 312 won in France, Rindt DNF with a leaking fuel tank (B Cahier)

Jochen wasn’t a happy Lotus camper at all though, concerned as he was about the fragility of Chapman’s cars, not that his enormous Spanish Grand Prix accident, his worst of the year, was his only component failure or worry. He had raced Brabham F2 cars for years, had enjoyed his season with Jack and Ron Tauranac in 1968 despite the dramas and had agreed terms with Jack verbally to return to the Brabham Racing Organisation for 1970. Jack had told him of the teams plans to build their first monocoque Grand Prix car which promised to have all of the attributes for which Brabhams were justifiably famous- with the added strength, torsional stiffness and  safety afforded by such a design. With an ace secured, Jack planned to retire from driving at the end of 1969.

When Rindt told Chapman of his plans Colin put together a deal funded by John Player and Ford- an offer Jochen simply could not afford to refuse. Jochen put the situation to Jack, the ultimate pragmatist graciously did not hold Jochen to the agreement struck and allowed Rindt to stay at Lotus, win the World Title using a mix of Lotus 49 and 72, and, sadly, die in a Lotus 72 as a result of a brake driveshaft component failure at Monza.

Jack and Ron with Brabham BT33-2, Jack’s 1970 chassis. Car tested at Riverside prior to its South African GP debut win. This photo is at the cars ‘press launch’ at MRD, 9 Januray 1970, no frills for the boys from Brabham- start of the final year of such a successful and enduring partnership between two like-minded men (W Vanderson)

With all the best drivers committed for 1970 Brabham raced on for one final year with Rolf Stommelen bringing money from Ford Germany to secure the other Brabham BT33 seat.

Its interesting to look at the ‘Jack and Jochen F1 races’ of 1970, filled as they are with luck, misfortune and fate…

Jack started the season like a youngster, putting the new car third on the grid together with the new March 701’s of Jackie Stewart and Chris Amon.

Stewart jumped into the lead from the off leaving Rindt’s Lotus 49C Ford and Amon to collide at the first corner, with Jochen winging Jack on his way through but not damaging the car. Ickx Ferrari 312B, Beltoise Matra MS120, Oliver BRM P153 and McLaren McLaren M14A Ford got in front of the Australian as a consequence of all this- but Jack quickly recovered and had passed all four of them by the end of lap 6. In a great, spirited drive Jack set off after Stewart and took the lead on lap 20- and held it to the end winning from Denny Hulme’s McLaren M14A Ford and Stewart’s Ken Tyrrell run March 701 Ford.

No doubt Jochen reflected upon the speed of his friends new car as he awaited Chapman’s wedged wonder!

JB, BT33, Zeltweg, Austrian GP 1970. Q8 and 13th 4 laps behind after a troubled run. Ickx won in a Ferrari 312B, Rindt started from pole in his home race but raced behind Ickx and Regazzoni’s Ferraris before popping an engine. Note the ally monocoque tub, fuel filler, shift for the Hewland DG300 and simple ‘non-structural’ dash (B Cahier)

Jochen was frustrated, the Lotus 72 made its debut at Jarama, Spain- unsurprisingly with a somewhat radical car the 72 was not to have the debut wins of the 25 in 1962 and 49 in 1967, both at Zandvoort.

It was clear the 72 needed substantial work (as detailed in the linked article above) so Chapman also tasked his Team Lotus engineers to tweak the 49 one last time to ‘D’ specification, including changes to the suspension geometry and adoption of the 72’s wing package, to provide Rindt with a more competitive car for Monaco.

So Jochen approached this race with a very negative frame of mind. Nigel Roebuck wrote in a MotorSport article about the 1970 Monaco GP weekend that Colin Chapman said “If Jochen felt there was no chance of winning, quite often he just went through the motions…”

Despite the changes to the ‘old girl’ in the first session his 49 was ‘sixth fastest, but his time – 1m 25.9s – was almost two seconds slower than Jackie Stewart’s March; in the second it poured, and Rindt, disinterested, was slowest of all; in the third he felt queasy, and was two seconds off his Thursday time. The problem was seasickness. That weekend Rindt was sharing a private yacht with his good friend and manager Bernie Ecclestone, and while the future ruler of Formula 1 slept soundly through a choppy Friday night, Jochen did not, and that merely added to his despondency about the race. “No chance,” he said to his wife Nina. “I’ll just drive around…” Roebuck wrote.

Brabham in the Monaco pitlane wearing his ‘Jet Jackson’ aircraft type helmet a few of the drivers tried that season- Stewart and Courage also (unattributed)

The front two rows comprised Stewart from Amon, then Hulme and Brabham with Jochen way back in 8th slot. Stewart took the lead from the start and led Amon, Brabham, Ickx and Beltoise.

What about Jochen? In the early laps he seemed to be in ‘cruise and collect mode’, on lap 3 he was passed for seventh place by Henri Pescarolo’s Matra and there he propped with his position gradually improving by attrition. Ickx and Beltoise’ Ferrari and Matra disappeared early, putting Rindt up to sixth, which became fifth when Stewart’s March stopped with engine failure. At this stage, though, 28 laps in, he was already 16 seconds behind Brabham.

‘At least, though, his interest was awakened. On lap 36 he repassed Pescarolo, and set off after Denny Hulme, whom he got by on lap 41: third now, with only Brabham and Amon ahead.’

With a whiff of possible victory, 15 seconds behind the leaders, Rindt now kept pace with them, closing a little and when Amon’s March retired on lap 61- yet another GP win eluded the luckless Kiwi there was only his old employer in the car he could have driven, Brabham ahead.

Look at that crowd, 1970, protection still basic, Brabham BT33 (LAT)

Rindt bearing down upon Jack- second last lap (Deviantart)

Jack was unconcerned though. With Amon gone and Jochen still 13 seconds back, he seemed set for his first Monaco win since 1959 with only 4 laps to run, his lead was still nine seconds.

‘Then everything began to unravel. On lap 77, at the top of the hill, he encountered Siffert’s March, stuttering along with a fuel feed problem, Seppi paying little attention to his mirrors. Obliged almost to stop, Brabham instantly dropped five seconds to Rindt’ Roebuck wrote. ‘Three laps to go, and the gap was 2.4, with Jochen now inspired. On lap 78 Jack ran his fastest lap, 1m 24.4s, but even this was useless, for the Lotus went round in 1m 23.3s.’

‘Still it seemed as though Brabham would hold on, but even on the last lap the fates conspired against him. At Tabac, before the long drag down to Gasworks, he came upon three backmarkers, lost more time, and probably it was this, more than anything else, that unsettled him when he came across Courage.’ In 1970 Piers raced Frank Williams’ De Tomaso 505 Ford, rather than the Brabham BT26 Ford he raced so well for Frank in 1969- he had been in and out of the pits with the recalcitrant car since the start of the race.

You can see Jack’s track down the inside of Piers’ De Tomaso and onto ‘all the shit and corruption’ off line (unattributed)

‘Into the final hairpin Jack went off line – into the marbles – to get by Piers, and when he put the brakes on, his car understeered straight on, thumping into the barrier, right at my feet.’

‘Rindt, meantime, flicked into the hairpin, looking across at the stricken Brabham, shaking his head in disbelief. Finally Jack got on his way again, and managed to cross the line without losing second place. When he stopped finally, he stayed in the cockpit a long time.’

ka-boomba but not fatally so- the marshall referred to by Jack has not appeared- yet! (unattributed)

Moments after the shot above with Jack furiously hitting the starter button, simultaneously, a marshall sought to push the stricken BT33 clear of he armco, into certain disqualification. As Jack released the clutch in reverse the marshall fell onto the Brabham’s nosecone- once the marshall decamped quickly from the car Jack headed for home and second place, crossing the line 23 seconds after the staggered Rindt.

What was I thinking?! The normally unflappable Brabham close to the finishing line (unattributed)

‘Once the course car had been round, I ran the length of the pit straight, arriving in the area of the Royal Box just as Jochen climbed the steps, shook hands with Rainier and Grace, and accepted the garland and the trophy. Trembling, and with tears rolling down his face, he looked like a man coming out of a trance, and probably he was. After the national anthems, the French commentator excitedly announced his time for the last lap: “Une minute vingt-trois secondes deux-dixiemes!” For the first 40 laps of the race, Rindt’s average lap time was 1m 27.0s; for the last 40 it was 1m 24.9s – a full second faster than his qualifying time…’ Roebuck wrote.

‘I can’t believe my luck!’ Rindt, Lotus 49D Ford (B Cahier)

After the Gala Ball at the Hotel de Paris, Jochen came down to the Tip-Top Bar, as drivers did in those days. At midnight he and Nina arrived, swinging the trophy between them. At the Tip-Top they used to run a book on the race, and Rindt wanted to know what had been the odds on him. “Seven to two,” someone said. “Ha!” Jochen grinned. “Was anyone stupid enough to bet on me?”

The Belgian GP at Spa saw ‘BT33-2′ qualify fifth but its intrepid pilot was sidelined first by an off at Malmedy induced by an oily rag in the cars footwell- and then after he passed Rindt and Stewart, by clutch failure on lap 19. That was the epic race made famous by an incredible high speed dice between the BRM P153 of Pedro Rodriguez and Chris Amon’s March 701- Pedro won by just over a second from Chris. To my mind the 701 is a much maligned machine if you look at the number of times those chassis’ were in winning positions that year.

John Miles Lotus 72B, Jochen’s 49C and Jack’s BT33 in the Spa pitlane (unattributed)

In testing at Zandvoort prior to the Dutch GP Jack suffered a sudden left-rear Goodyear deflation. The car ‘…entered a vicious slide, and the deflated tyre left the wheel-rim, which then hit the road. The car broadsided into the sand, the wheel-rim dug in and we flipped, rolling over and over into the wire catch-fencing in which it wrapped itself up, trapping me inside my cockpit, trussed up like the Christmas turkey. I might not (quite) have been stuffed, but I was terrified I might yet get roasted. Had any leaking fuel caught fire, there was no way I could have escaped’ Jack recalled in his memoir written with Doug Nye.

The BT33 came to rest inverted over a ditch, with Jack hanging from his seat belts. ‘Here I was in another test session – on a deserted circuit – out of sight of the pits, trapped in a crashed car. I really was getting too old for this. I’d have needed wire cutters to make my way out. I could smell petrol. My finger was poised (over the extinguisher button). At last I heard running feet and voices. Hands began to yank the wire away. I took that as my cue to twist my safety belt release – forgetting I was hanging by it – and dropped on my head, with my entire weight twisting my neck. The Dutch spectators then managed to raise one side sufficiently for me to wriggle out…I would have a stiff neck for a while’. The car was virtually undamaged, but after two more punctures during the GP itself the Brabham combination finished twice-lapped, He was eleventh in the awful event in which Piers Courage was burned to death in a most gruesome fashion.

The French GP at Clermont-Ferrand resulted in a win for Jochen on this glorious undulating road circuit, together with his joyless victory at Zandvoort he was well on the way to putting a championship winning season together. To further underline his speed Jack finished third and set fastest lap in France, BT33 was as fast on open road circuits as the twists and turns of stop-start Monaco.

By the July British GP Rindt had told Chapman of his intention to retire at the end of the season, that decision no doubt in part due to the deaths of his friends and colleagues Bruce McLaren and Piers Courage at Goodwood and Zandvoort respectively.

In fine weather Rindt took pole from Jack and Jacky Ickx Ferrari 312B- this machine one of the other cars of 1970- the Lotus 72 Ford, Brabham BT33 Ford, Ferrari 312B and BRM P153 the four supreme machines of the year.

Lap 1, the grid exits Druids Hill on the run to Bottom Bend, Brands, British GP 1970. Amons March 701 in shot, from Q17- wonder what happened to him in practice? 5th place (GP Library)

Jack and Jacky got away best from the start with Ickx holding the lead from Brabham until differential failure outed the Ferrari at the start of lap 7 at Paddock Hill bend. At the same time Jochen lunged for the lead and got through Jack’s defences. Jochen didn’t get away from the BT33 though, the guys were close together throughout the race. Oliver’s BRM held 3rd until lap 55 when the big V12 cried enough promoting Denny Hulme’s McLaren M14 Ford to third.

Rindt and Brabham were this close for much of the race- a nice visual compare and contrast between the brand new edgy, wedgy 72 and brand new front-rad ‘old school’ BT33- both equally fast mind you (Getty)

Sex on wheels- 72 visually about as good as a GP car gets- current GP cars can trace their fundamental layout and looks back to this baby, or more particularly the ’68 Lotus 56 Pratt & Whitney Indycar anyway. Rindt Brands 1970 (unattributed)

On lap 69 of 80 laps Rindt muffed a gear change and Jack was through into a lead he promised to keep until on the very last lap the car ran out of fuel on the run to the line- Brabham was able to coast home second with Denny third and Clay Regazzoni’s Ferrari 312B fourth.

 

Jack glides to the line DFV in silence, but still in 2nd place (Getty)

It was an incredibly lucky win for Jochen and proved to the world, yet again, that at 44 Black Jack- he of the permanent ‘five o’clock shadow’, still very much had his elite level racing mojo.

As Brabham coasted to a stop after finishing, Jack spotted Ron Dennis sprinting along behind him. ‘I thought I bet I know what’s happened, the silly bugger’s left the injection set to ‘Full Rich’ – the setting used to start the engine from cold’ – he shrugged off his belts and leapt out determined to check the setting first. ‘Sure enough, it was on ‘Full Rich’. For thirty years Sir Jack would blame Ron Dennis for the oversight, but at dinner with another team mechanic – Nick Goozee – in 2002, owned up: ‘That wasn’t Ron – it was me’.

Ron Tauranac, Ron Dennis, Nick Goozee? and Jack, Brands pits 1970 (B Cahier)

Rindt won again at Hockenheim and in a season of many different winners- Ickx, Rodriguez, Stewart, Regazzoni, Fittipaldi, Brabham and Jochen, had amassed enough points by the time of his death at Monza in September to win the drivers title posthumously from Jacky Ickx who had a serious shot to overtake Rindt’s points haul in the final three rounds but ‘karma prevailed’, the dominant driver in the fastest car of the year won- albeit he had a bit of luck. Just ask Jack!

‘Cor Jochen, we nicked another one off ‘ole Jack!’ Chapman, Nina and Jochen Rindt (Popperfoto)

One of the many fascinating things about motor racing are its ‘ifs, buts and maybes’- the greatest of 1970 was Rindt winning a World Title in a Brabham BT33 Ford and retiring at the seasons end, alive…

Brabham BT33 Ford cutaway by (Bill Bennett)

Brabham BT33 Etcetera…

Where is that DFV? Never a clearer expression of the structural role played by that particular engine than this one! Austrian GP weekend, Zeltweg (B Cahier)

Ron Tauranac preferred the lightweight, easily-repairable, highly-tuneable, multi-tubular spaceframe chassis construction into 1969, albeit his 1968-69 BT26 and BT26A designs were spaceframes with partially stress-skinned, sheet aluminium to augment the designs rigidity. Whilst the approach could be said to be ‘old school’ compared to the monocoque, the modern expression of which was the Lotus 25 which made its debut at Zandvoort in 1962- the BT26A Ford was one of the fastest cars of 1969 with Jacky Ickx winning at the Nurburgring and Mosport.

1970 revised Formula 1 regulations demanded greater protection for F1 car fuel tanks- bag tanks, which in effect dictated the adoption of fully stressed-skin monocoque construction. Tauranac first monocoque chassis was Brabham’s 1968/9 Indianapolis contender, the BT25 powered by the Repco ‘760 Series’ quad-cam, 32 valve 4.2 litre Lucas fuel injected V8.

Jack’s 1970 BT33 chassis under construction at MRD, Weylock, Weybridge, Surrey 8 January 1970. Technical comments as per text below (Getty)

Motor Racing Developments built three BT33 chassis during 1970- BT33-1 was the car raced by Rolf Stommelen until he damaged it in practice for the British GP. Rebuilt, it was raced by Graham Hill, Tim Schenken and Carlos Reutemann in 1971.

BT33-2 was Jack’s 1970 chassis.

BT33-3 was built after Rolf damaged his car too badly to race during the British Grand Prix meeting- used by him for the balance of 1970, it was raced very competitively in 1971 by Tim Schenken, and by Graham Hill and Wilson Fittipaldi in early 1972.

All of the BT33’s were sold by BRO after the end of their useful frontline racing lives.

The BT33 chassis is an aluminium ‘bathtub’ monocoque with strong bulkheads providing a structure of great strength and structural integrity. Front suspension (see photo above) is inboard by front rocker, lower wishbones and coil spring/damper units. At the rear single top links, an inverted lower wishbone, twin radius rods and outboard coil spring/dampers are used. Adjustable sway bars were fitted front and rear. Steering is MRD rack and pinion, uprights cast magnesium front and rear.

At this stage of its development the 3 litre Ford Cosworth DFV V8 gave around 420 bhp @ 9500 rpm, the gearbox was a Hewkand 5 speed DG300. The engine, as you can see from the colour shot above is a stressed member- it is a part of the cars structure, it bolts to the rear chassis bulkhead.

Whilst far less exotic in its conception than the Lotus 72, Tauranac’s BT33 didn’t give an inch to Hethel’s finest. Jack got every ounce of performance available from that car but Rindt would have squeezed even a smidge more. Oh to have seen him in a Brabham that year…

Credits…

Popperfoto, Getty Images, LAT, Bernard Cahier, William Vanderson, Deviantart, Bill Bennett

Bibliography…

Automobile Year 18, MotorSport Magazine May 2013 article by Nigel Roebuck, ‘The Jack Brabham Story’ Doug Nye, oldracingcars.com

More 1970 Reading…

Brabham’s 1970 season; https://primotipo.com/2014/09/01/easter-bathurst-1969-jack-brabham-1970-et-al/

Lotus 72; https://primotipo.com/2014/09/08/flowers-mark-the-apex-jochen-rindt-lotus-72-ford-dutch-gp-1970/

Ferrari 312B; https://primotipo.com/2016/02/26/life-is-all-about-timing-chris-amon-and-the-ferrari-312b/

Matra MS120; https://primotipo.com/2014/07/06/venetia-day-and-the-1970-matra-ms120/

March 701; https://primotipo.com/2014/05/15/blue-cars-rock/

Spanish GP; https://primotipo.com/2015/11/14/spanish-barbecue-1970-gp-jarama/

Belgian GP; https://primotipo.com/2014/10/03/ferrari-312b-jacky-ickx-belgian-grand-prix-spa-1970/

The one that really did get away: Brabham, BT33 Brands 1970- leaping out to check the DFV’s fuel injection settings…

Finito…

 

(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.

image

‘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.

image

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.

image

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…

image

 

 

 

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

image

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…

Seven 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 designs won Grands’ Prix and World Titles. His ’74-5 ‘007’ and stunning ’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/

image

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 was 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 involved 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 therefore ‘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

 

oulton 1

More shots of ‘001’ during the Oulton August weekend. The cars distinctive bodywork was Gardner’s 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 gauge 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.

tyr cutaway

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 with Goodyear tyres 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 that 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)

 

image

’71 Dutch GP collage (Schlegelmilch)

Photo and Reference Credits…

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

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

oldracingcars.com Checkout Allen Brown’s pieces on ‘001’ https://www.oldracingcars.com/tyrrell/001/ and ‘002-004’, inclusive of chassis by chassis records https://www.oldracingcars.com/tyrrell/002-004/

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

image

(Schlegelmilch)

 

Finito…